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FEATURES
CAR AND DRI VER MAGAZI NE vol. 59, no. 7
01. 2 014
005
040
10BEST
Our annual
roundup of
automotive
excellence.
by The Editors
042
BEST OF
THE BEST
Porsche Boxster
& Cayman.
046
CHASSIS
MASTERS
Cadillac CTS &
Chevrolet Corvette
Stingray.
052
DYNASTIES
BMW 3-/4-series &
Honda Accord.
058
PARTS CAR
Ford Fiesta ST.
060
BRAWLERS
Mazda 6
& Mazda 3.
064
ART SCHOOL
Audi A6/S6/A7.
068
LAST HURRAH
Volkswagen Golf/
GTI.
092
FIRST DRIVE
BMW i3
The electric future
starts here. We
mean it this time.
by Jared Gall
096
GEARBOX
UNDER THE
RADAR
Who makes the best
high-end detector?
by Eric Tingwall
ON THE COVER
Our 2014 10Best
cars, transporter not
included.
photography
by Roy Ritchie
078
COMPARO
RAIN SUPREME
The Chevrolet SS meets
the Dodge Charger SRT8
in the fall damp.
by Mike Sutton
Jeep Mi d- Si ze SUV sub- segment at i on based on 13MY cr oss- shop act i vi t y. Excl udes vehi cl es wi t h t hi r d- r ow seat i ng. Jeep i s a r egi st er ed t r ademar k of Chr ysl er Gr oup LLC.
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EVERY
WHERE
STARTS HERE
-
01. 2 014
in this issue
caranddriver.com
. 008 COLUMNS
012
EDDIE ALTERMAN
The also-rans.
036
JOHN PHILLIPS
Yet more complaints.
038
AARON ROBINSON
Is Hollywood losing
interest in cars?
UPFRONT
019
REVEAL OF THE MONTH
SUBARU WRX
Rumors of a dedicated
platform unrealized,
the WRX still looks none
too shabby.
024
WHEELMEN
GODZILLA VS.
TAMURA
To develop Nissans
mighty GT-R, one must
be an engineer and a
philosopher.
026
SECOND LIFE
TIRES, RETIRED
Making smart use of
those dead P Zeros.
028
SEEING RED
How a California
grandmother helped
defeat her citys
red-light cameras.
030
TECH DEPARTMENT
GOING NOWHERE
FAST
The chassis
dynamometer is more
than a measuring stick.
032
MCCALLS FOLLIES
CIVIL WHIR
Ride along on our
ve-hour Civil War tour!
DRI VELI NES
100
TESTED
AUDI SQ5
Because an S4 Avant is
no longer available.
104
TESTED
NISSAN
VERSA NOTE S
Off-key.
106
TESTED
HONDA
ACCORD HYBRID
Cheaper than a
standard Accord (in
about six years).
110
TESTED
MERCEDES-
BENZ SLS AMG
BLACK SERIES
An Uhlenhaut Coupe for
carbon-ber fetishists.
112
TESTED

VOLKSWAGEN
JETTA SE
Curb your enthusiasm.
ETC.
011
BACKFIRES
Our apologies to the
ne people of
Schwbisch Hall,
Germany, a vibrant and
colorful place.
122
ROAD TEST DIGEST
Test results, tabulated.
124
WHAT ID DO
DIFFERENTLY
Lee Iacocca.
ON THE WEB
FIRST RIDE
2014 CHEVROLET
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CARandDRIVER.com/
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2015 ASTON
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For those shy on
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CARandDRIVER.com/
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INSTRUMENTED TEST
2014 AUDI A8L
TDI DIESEL
Panache, parsimony,
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CARandDRIVER.com/
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110
100
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2013 Cub Cadet
W I N N E R

hosted by ED.
01. 2 014
011
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or join the discussion at:
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NOT BUYING IT
Although I agree the Audi is the
superior car of the group, I really
have an issue with the RS7s
interior looking identical to a base
2013 A6s and would nd myself
struggling to write that check. Do
something dierent. Anything.
TIMOTHY R. PICKETT
ELK GROVE VILLAGE, ILLINOIS
Would some rich Corinthian leather
change your mind?Ed.
LETTER OF THE MONTH
Eric Tingwalls Halve a Seat in the October issue was very informative and
interesting, but an important correction should be noted. The C6s seat in the
photos is the passengers, and the gel pad is actually an oil-lled bladder. The
purpose of said bladder is to let the cars airbag system know that someone
heavier than 80 pounds is sitting in the seat, thereby allowing the airbag to
re in the event of a collision. The drivers seat doesnt have the same bladder
since Corvettes arent driverless cars. The cushion that the driver sits directly
on has the same metal wires that the passenger seat has.
JASON VAN PATTEN, OAK HILL, VIRGINIA
I fnd it interesting how Mercedes,
BMW, and Audi have bastardized the
term coupe" to name what are, in fact,
sedans |Civil War," October zo|.
Heck, if they're rewriting defnitions,
why don't they |ust call them
berlinettas"? And we could call the
Sclass and ;series phaetons." The
term coupe" in its true defnition, as
you know, refers to a twoseat closed car,
like a Shelby Cobra Iaytona. The
furthest one could accurately stretch
the terminology to describe the Merc,
Bimmer, and Audi might be to call them
hardtop sedans as they have frameless
side windows with a fullheight Bpillar.
But seriously, if this terminology
continues evolving at its current rate, in
o years when my buddy tells me he |ust
bought a vintage coupe, I won't know if
he's talking about a Ierrari 66MM
Barchetta or a Pinto Runabout!
DAVID CLINE
LOUISVILLE, KENTUCKY
Fun fact: The Society of Automotive
Lngineers denes a coupe as a closed car
with two side doors and less than 33 cubic
feet of rear-seat space. So, a tuo-door uith
a big back seat could be a sedanEd.
I'm stopping in the middle of reading
the article to write this. The only real
beneft you noted about the new BMW
M6 Gran Coupe is that it's not the M.
How can you give it second place in this
comparo? The CLS6 AMG Smodel has
a faster zeroto6o time as well as a
faster quartermile time. It's less
expensive, it has more horsepower, its
engine sounds better . . . the list goes on
and on. You noted that the AMG is a
model that stays true to its roots. While
it may feel numb and it doesn't handle
corners very well, you had only bad
things to say about the M6. Are you all
truly so connected to BMW that you
can't give it the last place it deserves?
COLE KYNOCH
WASHINGTON, D.C.
If this relationship is going to uork,
youre going to have to trust usEd.
Apparently, Lric Tingwall and crew did
not visit Schwbisch Hall, Germany, or
they are very egotistical elitists. How
can halftimbered buildings, covered
bridges, a river through the center of
town, and lush scenic hillsides be a
IT
di is the
e
ba
andAudi might betocall them er
WHEEL OF MAI L
AUDI RS7
COMPARO
(23%)
BACKFIRES (9%)
BMW 3-/4-SERIES (10%) COLUMNS (13%)
REAL DEALS (4%)
NASCAR
DIRT-TRACK
FEATURE (3%)
DRIVELINES
(4%)
INFINITI Q50S
HYBRID (3%)
MAZDA 3 (3%)
MISCELLANEOUS (21%)
UPFRONT
(7%)
backfires
01. 2 014
012 .
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The Also-Rans
EDDI E ALTERMAN .
OUR ANNUAL 10BEST EXTRAVAGANZA gets more extravagant than ever
this year, the 31st running of the competition. For 2014, weve cut out all the
yearinreview stuf that normally accompanies and crowds) the winners,
instead focusing our eforts and meager talents on telling the stories of the cars
and our quest to identify them. It's all in therethe highs, the lows, the bar
tabs, and the crossdressing that have come to surround and defne this cele-
brated laurel |oBest starts on page o|.
But we still give out only o statues, so some very worthy stuf doesn't make
the cut. That's why I'm here. My picks for the AlmostoBest of zo are:
LEXUS IS350 F SPORT Maybe everyone was confused. Maybe they only
drove the lesser of the two identically whiteoverblack IS I Sports we had and
thought they could move on. Well, probably not. But the ISzo AWI probably
weighed down the ISo on most editors' ballots. When you have the IS with
the bigger engine, the eightspeed transmission, and rearwheel drive, you have
a car that, in my opinion, beats the BMW i soundly about the head and neck.
Other voters don't share my sadism.
CHEVROLET IMPALA Just as the last two Audi A8s convinced the world
that a credible superluxury sedan could be built of a frontwheeldrive plat-
form, the big Chevy is arguably the frst frontdriver to prove that fullsize
American sleds needn't all be variations on the Crown Victoria. The Impala
redeems those sorry cars that most recently bore its nameplate with a mellow
ride, deft body motions, and oopercentcottonsweatsuit comfort. This is
the very epitome of the modern cruiser: It's not trying to fool anyone into
thinking it's a sports or luxury sedan, so, you know, points for honesty.
MERCEDES-BENZ E350 WAGON Again, I must be getting old, because I
fell for the new L's supple foat, slow steering, and languid handling. Here's an
avuncular car that's had a few pops and is feeling no pain, it's in love with the
world. Its body and its personality are equally largeformat and magnanimous,
it is proudly possessed of its wagonosity. Lverything is rosy inside, too, as it sails
past the noise beyond its tall glass. The new Lo wagon is a veneer for the road,
and a bookmatched veneer at that.
EDITORS LETTER
world without color"? Then a white van
pulled out in front of him on the
autobahn during a speed run. Send the
poor baby back to colorful downtown
Ietroit where he can do po mph on I;.
TERRY HARRIS
SPRINGFIELD, OHIO
Tingwall insists he visited Schwbisch
Hall, so we can only assume that hes
among the in o males agicted uith
colorblindness. The van probably wasnt
even white, or a vanEd.
I can't believe you guys champion saving
the manuals and rant against automated
driving, but then give the RS; a minus"
for no launch control"! |I'd think| that
getting to 6o in . seconds by yourself,
without the aid of the car's computer,
would give you great satisfaction and not
be a negative, at least for people who
enjoy controlling the car themselves.
LAWRENCE NEUMANN
LANCASTER, MASSACHUSETTS
Launch control is the best trick of the
modern automatic. Without it, you just
have an automatic, and thats less funEd.
BREAKING BAD
Thank you for your outstanding Lditor's
Letter |Broketown"| in the October
issue. Your analysis of Ietroit's plight
was both empathetic and harsh. The
Motor City's plunge from the heights of
industrial excellence must be recognized
by all of us as the path our great nation is
currently on. Your vision of rescue should
light the path. And with intelligent
leadership, may we be saved from the
precipice before us.
ART KELLY
BIRMINGHAM, ALABAMA
Lddie Alterman speculates that car
manufacturing could bring Ietroit back
from bankruptcy. He ignores the
elephant in the room. Paying semiskilled
labor S per hour isn't sustainable in a
global economy. The union killed Ietroit,
it stands on Ietroit's grave. The car
industry has moved on to better business
climates and won't be coming back.
JOE BAXTER
FORT MILL, SOUTH CAROLINA
. . . said the distinguished senator from
South CarolinaEd.
and a bookmatched veneer at
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Youve seen Rush, right? So tell us: What is the best
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Rush Cannonball Run Smokey and the Bandit Le Mans Ronin Bullitt
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TRACK SUITS
I had a similar motorcycle track-day
experience as Robinson [Lose a couple of
wheels and things quickly get interesting,
October 2013], except it was in Kansas.
Motorcycle track days are serious work, and
the gulf between street riders and track
riders can be large. In the U.S., its common
to fnd people who only ride at the track.
Why are there so many young guys
with superbikes and cheap cars? They can
purchase a bike that outpaces a Porsche
911 (until the bike hits its speed limiter)
for less than the cost of a Camry. The
superbike comes frst because it's a more
attainable goal.
PAUL DANGER KILE
LAWRENCE, KANSAS
NUBS KNOB
I enjoyed Phil Pattons column about the
merits of a good knob [In praise of
knobs, October 2013]. I especially
appreciate knobs and have been polishing
mine for years.
DARRYL MERKLE
DENVER, COLORADO
3 AND 4
Weve matured and aged in the last three
decades and so has the 3-series, and
maturing isnt always fun [Three
Goes into Four, October 2013]. I may
still think Ive had more fun in an old
2002 than in my current M3, but its
probably nostalgia, or even worse, a
coping mechanism to aging. Despite good
memories, I dont think I would enjoy
driving a 2002 as my daily car anymore.
And yes, I enjoy having dinner in a fancy
restaurant with my wife rather than
hanging out with my friends. And yes, Id
rather have an M6 or better-looking M6
Gran Coupe to give to the valet than a
2002. BMW evolved from the playful
2002 to the highly sophisticated M cars.
Its like seeing your smiling three-year-
old grown up and going to law school.
MEHRDAD GHAFFARI
ALTOONA, PENNSYLVANIA
Every time you conduct a long-term test
on a BMW, I want to hug my Ford [Still
the Magic Number? October 2013].
10Best winner; youre having a laugh!
ROB HEADLEY
AYLMER, ONTARIO
I read the BMW 3- and 4-series feature in
your October issue with great interest. I
have had a BMW since my frst, a p8
z8i. The z8i was followed by a i, a
oi, and my beloved L8 ;oithe last
good-looking generation, in my opinion.
When that car was getting long in the
tooth, I decided to try a 3-series. I took
your word for it that the E90 was a
superior car to the new one. So I located a
335is with a dual-clutch transmission and
even got the license plate E90N54. I love
the car, and the best way to describe
driving it is that you and the car become
one, just like a good motorcycle.
PAUL KEYSER
SALT LAKE CITY, UTAH
I was amazed that the driveline-vibration
issue was not resolved. If the dealer cant
fnd the problem, wow! If tireswheels are
the issue, that is one thing. However, if it
is a drivetrain issue, could this be a
problem in other 3-series? Curious for
answers on this one.
DON WOOD
MONTREAL, QUEBEC
BMW claims not to be aware of any
vibration issues with the new 3-series.
That said, it is in the process of looking
into what caused the bad vibes on our long-
term 328iEd.
RIDING DIRTY
Steven Cole Smith completely misses the
point about stock-car racing [Eldoras
Dirt, October 2013]. Its decline in
popularity has nothing to do with the
surface of the tracks it runs. Its all about
the cars. If NASCAR wants to increase
the popularity of stock-car racing, then
have the drivers race stock cars instead of
purpose-built racing machines clad in
decals. Now stock-car racing is all about
pretty millionaire boy racers with
hundred-dollar bills falling out of their
pockets. I remember as a kid, 50 years
ago, watching real stock cars race and
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01. 2 014
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rooting for a Ford if my father
drove one or a Chevy if he
drove a Chevy. I have no
interest in the sport as it exists
today. It should be about the
cars, not personality cults.
STEVE JUDGE
ROYALTON, VERMONT
I have been a subscriber to
Car and Driver for longer than
I have been a NASCAR fan,
and thats a very long time.
When I received the October
issue, I looked forward to
reading the article about the
truck race at Eldora. That is
until I got halfway through
the seventh paragraph and
read Steven Cole Smiths
sophomoric attempt at humor
that came across as insulting
and tasteless. The race was
won by Lucky Sperm Club
member Austin Dillon . . .
Really? C/D readers
deserve better! And so does
Austin Dillon.
JOHN SCHIEDING
BRISTOL, CONNECTICUT
ELECTRIFYING MOJO
I hope that by the time you do
your comparison of the Q50
and the others in its class, you
either get some help from
Infniti in ad|usting the
settings in the car or at least
read the manual so that you
might be able to fgure it out
on your own [Cable Car,
October 2013]. Its obvious
from his evaluation of the
car, which consisted almost
exclusively of panning the
steering and handling, that
Robinson hadnt a clue. Even
I, a confrmed technophobe,
have been able to change the
settings to give the car the
type of steering and handling
that I like. One change I made
to my Q50 was getting rid of
the runfat tires, which gives
it a more comfortable ride. I
also had to laugh when the test
notes even knocked the lack of
a torque converter in the
hybrid. I guess you all dont
know that a torque converter
means less torque to the
wheels. Of course, styling is
sub|ective, but the interior is
unexciting? I guess you do
like the retro interior of the
Lexus IS, which looks as if four
committees from the 1960s
worked on it and they all got a
little bit of what they wanted.
The unexciting tag should be
put on BMWs interior, which
has basically stayed the same
for years. And Im sure you like
the Lexus ISs exterior, which
is sub|ectively buttugly,
except that the ugly is at the
front instead of the back. The
best thing about your article
was that it told us way ahead of
time where youll be putting
the Q50 in your comparison,
though many already fgured
what it will be.
MIKE SELZNICK
CHATTANOOGA, TENNESSEE
Robinson tried all of the
settings and found them
disappointing. One thing he
didnt try was replacing the
tires on a brand-new carEd.
THREES COMPANY
Your October cover
suggested thinking of the
Mazda as a Miata with fve
doors. As an owner of one of
each, I fnd that both top their
classes in fun-to-drive and
other virtues. I wish my
Mazda 3 were as responsive, as
loud, and even as rough-riding
as my Miata. However, Mazda
faced marketing reality by
taming the Mazda 3.
JOHN WING
LAKELAND, FLORIDA
Can anyone tell me what
Skyactiv technology is?
FRED MALONE
BRADENTON, FLORIDA
YesEd.
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STRATEGIC OMI SSIONS DEPT.
photography by ROBERT KERIAN
SUBARU S U. S. SALES ARE UPway up. The brand may even
reach its stretch goal of 500,000 annual sales here in the next
couple of years, which would nearly double its volume from only
three years ago. Apparently, that means Subaru can have more
fun. Its catalog, mostly of earthy four-wheel-drive wagonoids,
expanded in 2012 thanks to the rear-drive BRZ, which debuted to
critical acclaim and a spot on our 2013 10Best Cars list. And at the
Los Angeles auto show this past
November, Subaru unveiled the latest
iteration of its other product for boy-
menthe turbocharged, four-wheel-
drive WRX sedan.
DESI GN
The hexagonal grille and wide, angry
fascia lend the WRX appropriate men-
ace, while the rear sports a distinctive
decklid and fascia. The hawk-eye
LED headlights seen here will be standard equipment on the Pre-
mium and Limited trims. The WRX concepts low-slung hood,
aggressively wide stance, and compact greenhouse erased any ties
to the Impreza line. While the production version carries over
many cues from the concept, the higher-set greenhouse from the
Impreza reveals the truth: Theres no new platform beneath all
that fared bodywork. The WRX is still a modifed Impreza.
SCRUTINEERING
upfront
edited by JARED GALL
01. 2 014
019
NAME DROPPING Its still an Impreza
underneath, but its maker isnt advertising that
anymore. No longer the Impreza WRX, the new
car shall be known simply
as a Subaru WRX.
THE HI GH-
PERFORMANCE
SUBARU WRX STI
WI LL MAKE A
COMEBACK
SHORTLY AFTER
THI S HERE WRX.
STRATEGI C OMI SSIONS DEPT.
Los Angeles auto show this past
November, Subaru unveiled the latest
iteration of its other product for boy-
edited by JARED GALL
NAME DROPPING Its still an Impreza
underneath, but its maker isnt advertising that
anymore. No longer the Impreza WRX, the new
car shall be known simply
as a Subaru WRX.
THE HI GH-
PERFORMANCE
SUBARU WRX STI
WI LL MAKE A
COMEBACK
SHORTLY AFTER
THI S HERE WRX.
REVEAL OF THE MONTH .
Imprezzive
RUMORS OF A DEDICATED PLATFORM UNREALIZED, THE
WRX STILL LOOKS NONE TOO SHABBY. by James Tate
01. 2 014
020 upfront
caranddriver.com
. . REVEAL
OF
THE
MONTH
ENGI NE
As in the BRZ, the WRX runs the FA-
series z.oliter fatfour, but with a tur-
bocharger and direct in|ection only
the BRZ's Toyotadeveloped fuel
delivery system includes both port and
direct in|ection). We frst saw the IA
thus confgured in the zo Iorester
XT. With variable timing on both the
intake and exhaust camshafts and a o.6: compression ratio, it
manages z68 horsepower at 6oo rpm and z8 poundfeet at 8oo.
That horsepower total is only three higher than the outgoing
WRX's z6, but it peaks oo rpm sooner and is generated by
zopercentless piston displacement.
Iiferent camshafts and rocker arms distinguish this IA and
allow it to spin to a 6;oorpm redline, ;oo rpm higher than the
Iorester XT's. The WRX actually uses less boost .p psi) than the
Iorester ;.), its extra horsepower comes from a larger inter-
cooler and a freerfowing exhaust that punches up the aural blast.
Subaru predicts a zeroto6omph time of . seconds with the
sixspeed manual and .p with the CVT.
DRI VELI NE
Yeah, CVT. Blech. Subaru claims that the Sport Lineartronic pad-
dleshiftable CVT doesn't suck of course), but we'll see about that.
In the Vehicle Iynamic Control's sport" and I" settings, the
CVT apes a sixspeed automatic. In sport ~" read it as sport
sharp") mode, the 'box pretends to have eight ratios.
But that's not the only trans available, fortunately. A sixspeed
manual replaces the outgoing WRX's fvespeed and will be the
enthusiast's choice. Modifed from the Iorester's manual, it uses
the same carbon synchros on frst and second but has diferent
second and sixth gears and a cableshift linkage instead of the
Iorester's rods.
pp
m a larger inter-
p the aural blast.
seconds with the
en
the s e same carbon sync
se second and sixth gears and a cableshift lin
IIorester's rods.
THE RESHAPED HOOD SCOOP I S
SMALLER THAN BEFORE BUT
BETTER CHANNELS AI R THROUGH
THE I NTERCOOLER.
TH
compression ratio, it
8 poundfeet at 8oo.
r than the outgoing
and i
DRI VELI NE
Yeah, CVT. Blech Sub
dl
THE 2. 0-LITER
FOUR MADE ITS
U. S. DEBUT I N
THE FORESTER XT.
WE BET WE LL
LI KE IT MORE I N
THE WRX.
The ve-door WRX is gone,
and the car is once again available
only as a sedan.
THI S PROMI NENT
LED DI SPLAY
I MPARTS I NFO
RANGI NG FROM
TORQUE SPLIT TO
BOOST LEVEL,
I NSTANT OR
OVERALL MPG,
AND I CY-ROAD
WARNI NGS.
AN ANDD I CY-ROA I CY-ROADD
WARNI NGS. WARNI NGS.
Mantrans models have a center difer-
ential with a fxed oo frontrear torque
split. The CVT pairs with a version of
Subaru's Symmetrical AllWheel Irive
system that has Variable Torque Iistribu-
tion. In it, the center dif provides a
frontrear torque split with an electroni-
cally controlled device that varies the ratio
as necessary. Like many torquevector-
ing" systems today, it applies the front
inner wheel's brake in turns.
CHASSI S
The electrically assisted power steering
has a quicker ratio now, changed from
.8: in the previous WRX to .:. The
steeringgear mounts are zo percent
stifer than the Impreza's. The front brake
discs now measure z. inches, up from
.6, and are clamped by opposedpiston
calipers. They hide behind new wheels
that are percent more rigid but the same
mass as the old wheels and wear zR;
Iunlop SP Sport Maxx summer tires.
While the new WRX doesn't ofer
much more power, it does have a lot more
stifness. The springs, dampers, cross-
members, subframe bushings, and front
controlarm bushings and attachments
are all stifer. The front and rear antiroll bars are meatier, the rear
trailinglink bushings are upgraded, the struts are thicker, and
Subaru added stifening plates to the front suspension mounts.
Overall, torsional rigidity is up p percent over the regular Impreza
and percent compared with the outgoing WRX. Subaru claims
the car can pull .o g in cornersplenty good for an Impreza.
upfront
caranddriver.com
01. 2 014
024 . .
COMI NG TO AMERICA
photography by MARTIN RICHARDSON
Godzilla vs.
Tamura
TO DEVELOP NISSANS MIGHTY GT-R, ONE MUST BE AN
ENGINEER AND A PHILOSOPHER. by John Pearley Human

Hiroshi Tamura is Japans Car-Guy-in-Chief. At 52, hes the chief
product specialist at Nissan for the current R35-generation GT-R and
for the NISMO performance division. When hes not at work building faster
Nissans, hes at home doing the same: tweaking his classic 1989 R32 Skyline GT-R.
C/D:
So you have an R32?
HT:
Actually, I had an R32 and an R34
[19992002 edition], but I sold the R34.
The R32 was always my dream car. I
worked on the R34, but when the R32 was
produced I was only a kid. So it was only a
dream to me.
C/D:
The Skyline GT-Rs have a
reputation as Japans greatest hot rods.
How important is it with the R35 to
maintain that heritage as a car to tune
and modify?
HT:
A car should be perfect, but a car can
never achieve perfection. Because humans
arent perfect, we cannot achieve perfec-
tion. My ideal is for the current customer
not to have to touch anything. Not now.
But in the near futurefve years later or
10 years laterthe customer will say that
it can be better. Then he can do something
like what Ive done with my R32.
C/D:
In photos, your engine looks
very stock.
HT:
Thats important to me! The washer-
fuid bottle looks stock, but it's a coldair
intake box. The turbochargers pipes look
like rubber, but I put aluminum inside
them. I have an active limitedslip difer-
ential from the R34.
C/D:
So how much power does it make?
HT:
My car used to make 800 horsepower.
But its too trickypop, pop, pop, pa, pa,
pa. This brings up one philosophical point.
We are always talking about horsepower.
[He draws a dot on a piece of paper.] Heres
800 horsepower, one dot. [He then draws
a smooth curve.] In this car the maximum
horsepower is 600. Which one is going to
be faster on the track? For low revs,
medium revs, and high revs, total balance
is important. So I learned that 600 is the
best balance point for me. Dont chase dots,
chase lines. Chase area (under the line).
WHEELMEN
Now that the overseas-only R32 GT-R
is 25 years old, it can be legally
imported into the U.S. The 89 lacks the
current cars overwhelming horsepower
and battery of technological aids, but as
an old-school drivers car, its hard to
top. Prices have been ranging from
around $10,000 to $30,000, but expect
them to swell as the American market
comes into play.
THE R35 GT-R HAS
TO SATI SFY
THOUSANDS OF
PEOPLE. THI S R32
ONLY HAS TO
SATI SFY ONE.
HI ROSHI
TAMURA
CHI EF PRODUCT
SPECI ALI ST AT
NI SSAN
Mike Valentine
Radar Fanatic
Ph 513-984-8900
Fx 513-984-8976

2
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Call toll-free 1-800-331-3030
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Plus Shipping / Ohio residents add sales tax
30-Day Money-Back Guarantee
Valentine One is a registered trademark of Valentine Research, Inc.
Bluetooth is a registered trademark of Bluetooth SIG, Inc. iPhone, iPad and iPod touch are trademarks of Apple Inc. Android is a trademark of Google Inc.
Valentine Research, Inc.
Department No. YB14
10280 Alliance Road
Cincinnati, Ohio 45242
at valentine1.com/touch
SEE
Check it out The app is free!
You can download V1connection, the app for free.
Go to the app store on your device.
When installed, the app automatically runs a Demo Mode. No
need to link to V1. You can analyze preloaded threat situations
on three different screens: the V1 Screen, Picture, and List. See
how they work together to give a complete Threat Picture. Then
when youre ready to put advanced Situation Awareness on
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V1connection, directly from us.

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You can see the arrows at work
on the screen of any compatible
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V1 Screenshows
all warnings including
arrows, Bogey Counter,
and signal strength.
Touch icons for Mute,
Modes and V1 Dark.
Picture Screenthe
Threat Picture shows
the full width of all
activated bands and
arrows mark all signal
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each with an arrow
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Beyond Situation Awareness
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Three screens: analyze every threat three ways.
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Autoweek
upfront
caranddriver.com
01. 2 014
026 . . SECOND LI FE
SOLE TO SOLE
illustrations by CHRIS PHILPOT
Tires, Retired
MAKING SMART USE OF THOSE DEAD P ZEROS. by Don Sherman
EVERY YEAR, more than 200 million worn-out tires
get replaced and another 15 million leave the road on
scrapped cars. Thats a lot of round, black blight collecting in vacant
lots and piling up into unsightly mountains. Fires that start in such
mounds are notoriously hard to extinguish. Traditional landfll
disposal isnt viable because tires are bulky and buoyant. When
Not all tire-recycling operations
are as massive and industrialized
as the one depicted below. A
number of small companies
carve up old tires to make
sandals. If a tire can survive
45,000 miles under your car,
then footwear made from it will
easily outlive you.
their cavities fll with methane, the
tires migrate to the surface, fll with
water, and become mosquito condos.
Various government agencies
have fretted over this issue for ages.
The founders of what became Liberty Tire Recycling in Pittsburgh
started getting creative about the problem in 2002. Liberty began
by shredding discarded tires to make them better suited to land-
flls. That worked, but investing efort in thrownaway rubber was
a losing proposition. Selling chipped tires as a fuel sourcethe
average tire yields as much as two gallons of oil when burnedwas
a better alternative but still unproftable. To create value from this
troublesome waste stream, the Liberty group had to fnd new uses
for the scrap material and build a nationwide tire-collecting and
processing network. Doing so made Liberty the Apple of the tire-
recycling industry. Follow us through its process:
EVERY YEAR, Liberty processes 140 million tires.
Thirty-ve collection branches located throughout
the U.S. and lower Canada drop off bulk trailers
for customers to load. Liberty agents visit
some high-volume locations daily.
ART Korean artist Yong Ho Ji has sculpted
dozens of remarkable and terrifying animals and
mutants out of discarded tires. If youre looking to
while away an afternoon, check out the rest
of his portfolio at yonghoji.com.
FINISHED PRODUCTS
range from landscaping
mulch and athletic-track
surfaces to replacement
for aggregate in drain
elds. Libertys crumb
rubber is also a
feedstock for new
molded products like
acoustic mats, and its
tire-derived fuel is a
sustainable energy
source for power plants,
cement kilns, and paper
mills. Prices range from
$10 per ton for
aggregate replacement
to $500 for a half-ton
super sack of
GroundSmart rubber
mulch. The next time
you kick back with a cold
one to watch some
Monday Night Football,
enjoy the fact that the
rubber cushioning the
turf may have come
from your discarded
Michelins.
3. TI RE FABRI C RELEASED DURI NG
SHREDDI NG IS BLOWN FROM THE CHUNKED
RUBBER, COLLECTED, AND SOLD AS A FUEL
SOURCE. BEAD-REI NFORCEMENT WI RE IS
SEPARATED FROM THE STREAM WITH
MAGNETS AND SOLD AS SCRAP METAL.
4. RASPERS AND GRANULATORS REDUCE THE
THREE-QUARTER-I NCH CHUNKS TO VARI OUS-SIZE
CRUMB RUBBER. HI GH-SPEED, LOW-TORQUE
MACHI NERY CAN DI MI NI SH THE GRAI N SIZE TO THE
CONSI STENCY OF TALCUM POWDER.
2. ROTATI NG BLADES
SPUN BY ELECTRI C
MOTORS WITH UP TO
300 HORSEPOWER
SHEAR THE RAW
TI RE STOCK I NTO
THREE-QUARTER-
I NCH CHUNKS.
1. THE TI RES
ARE SHI PPED TO
29 PRODUCTI ON
FACI LITI ES. THERE,
CONVEYORS DELI VER
THE WASTE TI RES
TO 15-FOOT-TALL
SHREDDI NG
MACHI NES.
CLAY
TAKES ON AN
IMPROVED
NEW ENGLAND

2
0
1
3

C
S
C

B
R
A
N
D
S

L
P
Campbells Chunky New England Clam Chowder now has more clams.
More than enough for Clay Matthews.
OFFICIAL SOUP SPONSOR OF THE NFL
upfront
caranddriver.com
01. 2 014
028 . .
RED- LIGHT DI STRICTS
IL
illustration by DARCY MUENCHRATH
FREEDOM
IN 1980, only 2200 people lived in Murrieta, California, in the
arid southwest corner of Riverside County. By 2010, the popula-
tion hit 103,466. Its where families moved when the coastal coun-
ties of San Diego and Orange became too expensive. Its a town
where AYSO soccer matters, where the church buildings arent as
old as the McDonalds, and where Republicans win the elections.
And its the site of a major blow against red-light cameras.
In 2005, the city of Murrieta signed a contract with Arizona-
based American Trafc Solutions ATS) to operate automated cam-
eras at three intersections. Critics, such as the National Motorists
Association NMA), have long opposed the cameras. These oppo-
nents claim, among other things, that the very foundation of the
|ustifcation of the cameras is fawed. They say the studies conclud-
ing that red-light cameras reduce side impacts are suspect, and that
the cameras can actually lead to an increase in rear-end collisions
as drivers try to avoid tickets. Additionally, critics argue that
municipalities are prone to manipulate red-light cameras to maxi-
mize revenue, and that their electronic soullessness eliminates the
publics right to confront accusers under the Sixth Amendment.
In Murrieta, that accuser was sticking residents with a $490
ticket, and courts elsewhere have consistently upheld the consti-
tutionality of the systems. The evidence of their efcacy, however
uncertain, has been sufcient to impress many government
ofcialsbut not Iiana Serafn. A widowed, retired, TeaPartying






CA
OR
WA
MT
ID
NV
AZ
UT
WY
CO
NM
TX
OK
KS
NE
SD
ND
MN
WI
MI
OH
IN
KY
VA
WV
PA
NY
NC
SC
GA
AL MS
FL
TN
IA
MO
AR
LA
AK
NH
MA
RI
CT
DC
NJ
MD
VT
ME
DE
HI
For all the headlines and revenue they generate, trafc cameras
are still deployed only sporadically in the United States. Less than
half (24) the states and D.C. use any form of automated road-law
enforcement, and of those, 10 have only red-light cameras.
The 14 nanny states highlighted in red here make nefarious use
of both red-light and speed cameras.
Seeing Red
HOW A CALIFORNIA GRANDMOTHER
HELPED DEFEAT HER CITYS RED-LIGHT
CAMERAS. by John Pearley Human
RED LIGHT AND SPEED
RED LIGHT
NONE
6zyearold grandmother, Serafn led the charge against Murri
etas cameras. I went to city council a couple of times, and they
said, Nope, nope; this is stopping accidents, she says. And the
more I researched, the more I found out that it wasnt true. And
they didnt want to budge.
Armed with information from the NMA and other sources,
Serafn and about a dozen volunteers gathered the 6zoo signatures
necessary to get a measure onto the November 2012 ballot that
would remove the cameras. It was immediately met with resis-
tance. I had one member of the council tell me that if anyone died,
I'd have blood on my hands," Serafn says.
Before the public even had a chance to vote on it, Serafn's ini-
tiative, now named Measure N," had to survive a lawsuit fled on
behalf of a former Murrieta trafc ofcial, a suit allegedly fnanced
by ATS. The suit contended that voters couldn't change trafc laws
by direct election. While a Riverside County Superior Court
agreed with that logic, an Appeals Court overturned the ruling,
declaring that the suit had been fled too late to remove the
measure from the ballot.
Iespite a campaign war chest of So,oooreportedly
$80,000 came from ATS and $25,000 from
Redfex Trafc Systems, another Arizonabased
camera companythe procamera group, Safe
Streets for Murrieta, couldnt defeat Measure
N, which passed with 57 percent of the vote.
Almost immediately, Safe Streets fled suit
against the city on the same basis as the previous
lawsuit. And the same Riverside court and judge
that had frst ruled the initiative illegal did so
again. Still, viewing the election as an opinion
poll if nothing else, the council kept the red-light
equipment turned of. Mostly.
While ATS shut of the cameras, it left on the
sensors that trigger them. But instead of being
impressed by data the company collected
regarding increased red-light running, the
council reacted indignantly, as if leaving the
sensors on represented a betrayal. On May 7,
2013, in front of a raucous, packed chamber, the
council voted unanimously to have ATS remove
its equipment. All of it.
toyota.com/tundra Prototype shown with options.
1
Before towing, conrm your vehicle and trailer are compatible, hooked up and loaded properly and that you have any necessary
additional equipment. Do not exceed any Weight Ratings and follow all instructions in your Owners Manual. The maximum you can tow depends on the total weight of any cargo, occupants
and available equipment. Calculated with new SAE J2807 method.
2
Payload is the GVWR minus curb weight and includes weight of occupants, optional equipment and cargo, limited by
weight distribution. Payload is not the Vehicle Capacity Weight as dened by FMVSS 110, which will vary according to installed optional equipment. 2013 Toyota Motor Sales, U.S.A., Inc.
TOW. HAUL. BUILD ANYTHING.
We gave the Tundra an available 5.7L V8 with 381 horsepower and 401 lb.-ft. of torque along with an available towing
capacity of more than 10,000 lbs.
1
and an available payload of 2,000 lbs.,
2
so you and your family can move pretty
much whatever you want. Whenever you want.
01. 2 014
030 . .
caranddriver.com
upfront
3 DEGREES
OF DYNO
1

In its most basic form, a
dynamometer is a rotating
steel drum weighing about
3000 pounds. Inertia
dynamometers measure
torque at the wheels by
tracking the time it takes
to accelerate the rotation
of a known mass.
Horsepower is calculated
from torque and rpm. An
inertia dynos simplicity
brings durability,
repeatability, and a
reasonable price, but it is
only good for sweep tests
over a wide rpm range. And
altering the driveline mass
with a lighter ywheel,
driveshaft, or wheels would
be wrongly interpreted by
an inertia dyno as an
increase in torque.
2

A dynamometer becomes
much more than an output
gauge when it utilizes a
power-absorption unit. By
altering the dynos
resistance in sync with road
speed, the absorber enables
part-throttle runs, transient
tests, and road-load
simulation outside the
inuence of trafc, weather,
and terrain. An eddy-
current brakea kind of
no-contact disc brakeuses
a magnetic eld to increase
the load at the cars tires.
Affordable prices make
eddy-current dynos popular
with tuning shops that use
them to calibrate and test
modied cars.
3

Automakers favor AC or
DC electric machines as
absorbers for their ability
to simulate downhill
coasting and to improve
control over resistance.
Emissions and fuel-
economy applications
demand less torque than
most other dyno tasks but
require greater accuracy,
making an AC motor ideal.
Low inertia is desirable,
and Horiba, which supplies
the Bentley of dynos to
automakers and the EPA for
emissions testing, claims
the lowest with a drum
weight of 2535 pounds. The
run-out (outer diameter
variation) on its four-foot-
diameter roll is less than
0.01 inch. With the most
complex setupa four-
wheel-drive unit that can
endure minus 40 degrees
Fahrenheit in a
temperature-controlled
cellthe cost for one dyno
swells from $500,000 to as
much as $1.5 million. But for
automakers, thats just one
chip of the huge ante
required to be in the game.
EXTRA ABSORBENT
The power absorber,
typically an eddy-current
brake or an electric
machine, simulates the
power lost to wind and
rolling resistance.
TAKE A LOAD OFF
Prior to the use of these
vibration-isolating
footers, up to eight tons
of concrete had to be
poured to securely
anchor a chassis
dynamometer. The entire
dyno assembly weighs
up to 20 tons.
ROLLIN
The steel roller
connects the tires to
the power absorber
and provides the
inertia that makes
transient behavior
more realistic.
Going
Nowhere
Fast
THE CHASSIS DYNAMOMETER
IS MORE THAN A MEASURING
STICK. by Eric Tingwall
THE DYNO S RISE in modern
car culture is well chronicled on
YouTube. Here, car guys while away hour
after mesmerizing hour watching dyno
pulls that depict unbelievable power, cata-
strophic consequences, or sometimes
both. But the dynamometers that most
enthusiasts have access to are crude
instruments compared with what these
machines are capable of. With the hard-
ware and software to raise prices from less
than $25,000 to more than $1 million, the
dyno becomes a real-world driving simula-
tor and a crucial development tool.
VULCAN
DEATH GRIP
Used for emissions testing, the
Horiba Vulcan dynamometer illustrated here
is one example of just how much an
OEMs or major suppliers dyno differs from
what youd nd at your neighborhood
shop. The Vulcan is so precisely tuned that
different nishes and textures are
available for the rollers to simulate
different road surfaces in various
markets. An auto-pilot system is
also optional.
TECH DEPARTMENT
Todays single-roll dynamometers are far more sophisticated than the twin-roll units that were common in the 1980s, with dynos now designed
for specic tasks. NVH engineers often rely on a 60-inch drum to reduce tire roar as well as a DC power absorber, which can be located outside the test
cell to isolate the noise it generates. A 72-inch roller maximizes traction for torquey, heavy-duty vehicles. Specialized engine, transmission, and axle
dynamometers can sniff out friction losses in individual links of the chain by evaluating components outside the chassis.
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caranddriver.com
01. 2 014
032 . . TOURI NG
The National Park Service
does a magnicent job of
running Civil War battleeld
sites, despite chronic budget
strangling by that moronic
assembly of yahoos called
the U.S. Congress.
Just out of
eyeshot: What
Johnny Reb
called Manassas,
the Union called
Bull Run. War is
not only hell, its
also hellishly
confusing.
Dont bring your metal
detector, you ghoul.
Cold Harbor is named not
for a body of water but for
this tavern, which happened
to be near the battle.
Posterity should be glad it
wasnt called Kozy Korner.
Suspiciously new-looking
cannons are ubiquitous
at Civil War battleeld
sites. Civil War surplus?
Civil Whir
Fredericksburg
The Wilderness
Spotsylvania
Cold Harbor
Chancellorsville
WHAT WOULD . . .
Ulysses S. Grant
liked to whittle
between giving
orders. Less
distracting than,
say, Grand Theft
Auto V.
Jeep Cherokee:
The Ofcial Chase
Car of the Five-Hour
Civil War Tour drank less
than Grant and ran
much quieter than the
Army of the Potomac.
Confederate icon
Stonewall Jackson
has two graves:
one for him and
this one for his
arm, blown off at
Chancellorsville by
friendly re.
Ambrose
Burnside: A dud
Union general
bungled the Battle
of Fredericksburg,
but his weird hair
did give us the term
sideburns.
Strutting before
Rebel guns, hubristic
Major General John
Sedgwick sneered,
They couldnt hit an
elephant at this
distance, seconds
before he was drilled
in the bean.
Cloth kepis,
standard North and
South headgear, couldnt
stop a buttery.
Why didnt anybody think of a
steel stovepipe helmet?
SO MUCH OF IT WAS FOUGHT in a few counties in northern Virginia
that you can spend an hour at each of the fve ma|or battlefeld sites shown here
and come away with a vivid sense of the lore and gore that was the Civil Warall between
lunch and supper time.
Lach site is anchored by an ofcial visitors center, providing troves of background and
blowbyblow battle exposition, plus a bigbudget movie. Lach center is manned by ami
able National Park Service personnel bulging with helpful information. Admission fees
are negligible. There's even a souvenir shop at every center, carrying huge selections of
books and maps as well as the usual bricabrac.
One eerie aspect of touring these scenes of carnage and horror e.g., hundreds of helpless
in|ured on both sides trapped in forest bracken in the Battle of the Wilderness, to be cooked
like hot dogs when the fghting ignited the woods) is their ordered dignity and reverent
calm. The ambience of a cemetery, mingling with the manicured crispness of an upper
crust country club, makes an ironic contrast with the cockpits of savage confict being com
memorated. On the other hand, it probably wouldn't do to have piles of lifelike amputated
limbs stacked outside an authentic medical tent in a muddy copse, surrounded by recorded
screams of the dying, in artifcially gener
ated sleet storms, in the pitch dark.
Most Civil War battles |ust sort of
erupted when two mutually surprised
opposing forces happened to collide in
unlikely places not of their choosing. You
wouldn't have chosen Chancellorsville or
Spotsylvania to have a picnic, much less a
mighty clash of arms. The locals were
never informed ahead of time and had to
stand by and watch as their felds became
quagmires and their houses and cattle got
blown to splinters.
RIDE ALONG ON OUR FIVE-HOUR CIVIL WAR TOUR!
ULYSSES
S. GRANT
DRIVE?
A Lincoln, of course! So poetically apt
but alas so factually wrong. Grant ran
the Union Army in the War Between the
States, but Lincoln was president of the
United States and commander in chief.
So the historical truth is that Lincoln
drove Grant. Thats why the Ofcial
Chase Car of the Five-Hour Civil War
Tour was a 2014 Jeep Cherokee. Pay
attention: Albeit 80 years apart, Grant
and the original Jeep were both
commissioned by the U.S. Army. Plus,
the Cherokee was not only designed in
the U.S. but was built in Ohio, the same
state from which Grant hailed.
words and
illustrations by
Bruce
McCall
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THE COLUMNI STS upfront
caranddriver.com
01. 2 014
036 . .
uring 11 consecutive days last month, I drove
Car and Drivers long-term electric-blue Subaru BRZ from Montana to Ann Arbor, then
drove all 60 of our 10Best nominees, then drove back to Montana in the bronze bus
our longterm MercedesBenz GLo. Those 8oosome miles inficted a silverdollar
sized blister atop my tailbone. During a routine physical, my doctor shouted, Hey,
Darlene, come in hereguy says he got this from car seats. Various patients in the wait-
ing room began craning their necks.
But I dont care, because 10Best is so intergalactically entertaining that I always half
expect my parents to descend and say, Okay, had your fun, now lets get back to the algebra
homework. I love 10Best. It reminds me of a trip to interview Alejandro de Tomaso in 1988.
The IeeToe," as I called him, installed me in the fnest suite in his Hotel Canalgrande, then
said, Stay as long as you like, but only if you allow my chef to cook your meals every day.
Let me think about it, I told him.
I logged my frst oBest in September p8p. The maximum base price then was
S,ooo, and there were nominees, including a Toyota Cressida. Making our list that
year was a Mazda MPV minivan whose inclusion so enraged then-editor-at-large Larry
Grifn that he punched a hole in a closet door opposite the art department. The hole was
never repaired. Heres how long ago that was: We had just sampled an ETAK Navigator
system that would get somewhat confused and drift of track," but we had yet to touch a
system that relied on satellites.
Also about to lap itself in the Indy 500
of Idiocy is Cadillac's CUL system, which
urged me to diferentiate between Info-
tainment Gestures by memorizing the
seven secret fnger movements: press
tap, press and hold, drag, nudge,
fing or swipe," spread," and pinch." I'm
not making this up. Turned out that my
personal favorite was punch real hard,
followed by a fnger gesture I already knew.
Yes, my electro-technical failures may
be related to crotchetiness, but youthful
videographer Mark Arnold was beside me
when I climbed into the Infniti Qo. Sadly,
I could summon no radio or HVAC at all. I
jammed my hands in my armpits and said,
You try." Mark squinted and fddled, then
said, Nothin, I got nothin. Meanwhile,
he was recording this tableau on a camera
that has almost no buttons at all. So we
voted to turn the car of and restart it
twice. Which worked. How stupid of us,
Mark mumbled, meaning me, I imagine.
I confess that I view any LCI screen in
a car as I'd view any other piece of ofce
equipment in a carsay, a Xerox photo-
copier or a Steelcase credenza. But if at any
point you have to consult an owners man-
ual, then the ergonomics are wrong.
Back home, I walked over to Wally
Karrs garage, where Wally (the Babbitt
King, I call him) was, as always, rebuilding
fathead Iords. Wally said, I've stopped
reading 10Best cause its always the
samebig buncha BMWs and Hondas. I
was a little stung, so I explained that the
winners tend to be so dominant in their
niches that it takes a few years for competi-
tors to respond. Good one, Wally said.
So I recorded all 10Best winners for all
31 years, searching for models that had a
suspiciously prolonged shelf life. Turns
out the longest unbroken winning streaks
belong to the Honda Accord (17 years, from
1998 through 2014) and to BMWs 3-series
(23 years, from 1992 through 2014).
So, Wally, you can expect a case of
Heineken and a spanking-fresh batch of
babbitt on your doorstep. Thursday,
maybe. Christmas, latest.
Which is funny, because this year at
10Best it felt as if every nominee were nav-
savvy. I know, because it's the frst thing I
attempt: Light up the nav system, tune the
radio, then see if there's an HVAC setting
called Christmas, Resolute Bay." It's a rou-
tine that has become as difcult as launch-
ing a missile strike on Iort Lauderdale. I
began recording the steps to pull up the
local NPR station. It ranged from 3 to 13
individual operations, with the latter appar-
ently routing me through one cars Doppler
Auto-Taser and into its Electrostatic Shoe-
lace Rejuvenator. It so frustrated me that I
was just about to call Industrial Light &
Magic but instead sat down in an Acura
RLX. It ofers a fat volume knob up high,
but the onof switch for the radio is a tiny,
black biscuit buried directly next to the vol-
ume control. So why couldnt the volume
control, when you spin it to the right, also
turn on the radio? Becauseand maybe
this has always been truebuyers equate
gratuitous buttons and knobbery with
quality. Or, in my case, with an explosion in
the Panasonic factory. Tangential to my
complaint, please note that Bill Maher,
when asked to characterize the 2000s in
Vanity Fair, said, We mass-produced the
frst minivan with television sets built into
the back seats, eliminating the car trip as
the last situation where white people ever
have to talk to their children.
Te Mazda so
enraged Larry
Grin that he
punched a hole
in a closet door.
Yet more complaints. / by John Phillips
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THE COLUMNI STS upfront
caranddriver.com
01. 2 014
038 . .
ne day in 1990, the heavenly incandescence of truth
blazed down on me and I sat bolt upright in professor Sidney Fines American History 102
lecture at the University of Michigan and thought: There was a hidden ramp. There was
always a ramp! A Dodge Diplomat that plows into the back of a Chevy Caprice will not nor-
mally launch into a suborbital corkscrew roll before landing somewhere over the state line.
It will just collapse like a steel milk carton into junk and busted plastic, which would make
bad television. So the bastards put ramps back there. Of course, I blame the media of my
youth for the fact that I didn't fgure this out until my early zos. When I grew up, well before
everybody on planet Earth was issued a video camera, the only places to reliably see car
crashes were in the cinema or on prime time. You knew when a crash was imminent because
the frame suddenly cut from the chase to some housewife unloading her cupcakes or a piano
truck pulling out of an alley. Then it cut back to the stunned face of the bad guy. And then,
time . . . slowed . . . down. As with everything else about the Cold War, the rules were under-
stood and life was reassuringly predictable. In 1980s TV land, the cars were as important
to a show as whatever campy name that Stephen J. Cannell, Glen A. Larson, or Donald P.
Bellisario gave a hero. Magnum prowled Oahu, Hawaii, in a borrowed Ferrari because hed
look like a hairdresser in a Datsun. Hardcastle and McCormick crammed into the Coyote
X, a fberglass fakeydoo McLaren that was Brian Keith's punishment for Iami|y A]air. And
the General Lee was the Souths devastating answer to books and opera.
fesh and a severed head crawling with
maggots. I dont care what these people
drive, and neither do the producers.
Theyve got other priorities.
In flm and on TV, cars are fading into
background props, nowhere more depress-
ingly than in Ron Howards Rush, the rare
movie about car racing. Rushs driving
sequences are short, choppy, and confused
montages, the camera constantly shaking
as if every F1 car in the 1976 season needed
its wheels balanced. Howard only cares
about the two drivers, Hunt and Lauda,
and how they deal with the pressures of
their lives. John Frankenheimers seem-
ingly unrepeatable 1966 take on Grand
Prix life made an efort to portray the
sports nuances. (Pete Aron explains to
an interviewer: At Monaco we change
gears 250 times per lap.) Howards cars,
on the other hand, are just enigmatic
instruments of death and injury, like the
weapons in a war fick.
Current television drama also doesnt
have much time for cars, though the pro-
ducers of 1ustic1 defnitely took a ratings
gamble recently by including an AMC
Gremlin cop car. Maybe the social mirror
that flm and TV strive to be is showing us
a nation losing interest in carsor, at
least, ceasing to believe in the cars indis-
pensable nature as a crimefghting tool.
YouTube may be partly to blame. When
millions of us have seen a Lamborghini
breaking in half around a tree, any fctional
car destruction might just elicit yawns.
Those who want cars as stars can go online
for hours of entertainment; they dont
need a Cannell or a Bellisario to script it
for them.
As we reported a while back, the Fast &
Iuricus franchise aims for reality plus 30
percent" in its car action. Those six flms
have grossed more than $2 billion world-
wide, so cars havent completely disap-
peared from the screenplay. But someday,
in some college lecture somewhere, a kid is
going to sit upright and suddenly yell out:
It was all computer animation! A cartoon
sham! Maybe.
Running an earlier and better version
of MyIord Touch, the Knight Industries
Two Thousand served the same function
as that one plot device that all action mov-
ies today hinge on: the computer whiz. Just
by hitting CTRL+ALT+F on his laptop, the
sidekick nerd can set up the hero for the
fnal confrontation by doing everything
from making escalators run backward to
crashing satellites. Nowadays, theres
probably a $1.99 app that changes red
lights to green all over Midtown, but back
then, it cost a billion dollars and had Turbo
Boost and Pyroclastic Lamination.
Of all of them, Ponch and Jon were my
favorites. Every episode of CHiPs was a lav-
ish color documentary of the L.A. freeway
system in the peaksmog era. And the of-
cers were always into something cool on
their days of besides snogging chicks in
bell-bottoms. From skateboards to speed-
boats to dirt bikes and go-karts, CHiPs was
basically the Bcy's Iijc channel, but with
skin. Trudging to school through the slush
of a Detroit February, I imagined an L.A.
that was boulevard after warm, sunlit bou-
levard of mini-bike shops and go-kart
tracks. Its why I moved there in 2004.
Television had to keep up with cable,
and that glossy era has given way to serial-
ized hyper-grittiness in which it doesnt
matter what you drive as long as you kill
the villain with a power drill through the
eyes. My wife likes a network crime show
on which Ive seen a suitcase full of rotting
Cars are fading into
background props,
nowhere more
depressingly than
in Rush.
O
Is Hollywood losing interest in cars?
/ by Aaron Robinson

040
.
01 . JANUARY _TWENTY-FOURTEEN. 201 4
10BEST CARS
FOR 2014
There are a lot of bests out therebest summer movies, best places to live, best
pizza joints within two miles of your current location. Our 10Best award is not one
of those. These are cars were talking about, people. We actually test these things.
Ior a full week each fall, we lock the ofce, turn of our phones, and engage
in the most comprehensive and focused driving in the car-evaluation business.
Lditors fog a dozen cars a day on the street and the track to determine everything
from turnin fdelity to the quality of a seat latch. What emerges is the fullest pic-
ture extant of the best cars on the market for under $80,000. These are the vehicles
that ofer the most value, that elegantly and comprehensively fulfll their missions,
and that engage their drivers in spirited conversation. They are not always the new-
est or the trendiest, but they are the consistent overachievers. Cars like these dont
escape from manufacturer focus groups all that often.
Which is why this year is so special. Five all-new cars replace a few stalwarts,
redefning excellence for the entire industry. And fully half of our awardees start
under $25,000. The following 28 pages tell the whole storyhow we drove and how
we argued over and how we fnally determined the winners. We think you'll fnd
that most are available within a two-mile radius of your location.
by The Editors // photography by Roy Ritchie
CAR AND DRIVER 10BEST
ORDINANCE OF 1983
ARTICLE I DEFINITIONS
1.1 Car: sedan, coupe, roadster,
convertible, or wagon less than 64.4
inches tall.*
1. 2 Base price: the current MSRP
of any vehicle including any and all
destination charges and gas-guzzler
tax, if applicable.
ARTICLE II PURPOSE
2.1 To determine 10 cars on a yearly
basis that most excel in the areas
of driving fun and execution of
intended purpose and that offer an
excellent value for the consumer.
ARTICLE III ELIGIBILITY
3.1 To qualify, a car must adhere
to 3.1.a, 3.1.b, 3.1.c or 3.1.d, 3.1.e,
and 3.1.f.
3.1. a Any all-new car or new
sub-model in a vehicle line that
previously competed in 10Best.
3.1. b Any signicantly updated
car, a denition that encompasses
changes to its powertrain, chassis,
or both. Any changes including
but not limited toexterior colors,
interior trim, restyled fascias, or
nonessential equipment such as
perfume atomizers do not meet 3.1.b.
3.1.c Any model unavailable for the
previous running of 10Best, so long
as the model does not violate 3.1.c.i
or passes a vote under 3.1.c.ii.
3.1.c. i If a vehicle is unavailable
for two consecutive years, it
will not get a third invitation.
Exception:
3.1.c. i i A car may be granted
a stay of execution if the
10Best committee chair-in-chief
(Alterman) calls for a vote and
committee members (everyone
else) reach a majority. This has
never happened. Ever.
3.1. d Any 10Best winner from
last year.
3.1.e A car must be on sale by
January 31 of the 10Best year and
in production, even if said car
qualies under 3.1.c or 3.1.d.
3.1.f Must have a base price of
$80,000 or less.
*The height of the original Subaru Forester,
which is the point at which a crossover
swings both ways.
The committee has 10 members, and the
chair-in-chiefs vote counts as 11 votes.
Often referred to as the diminishing-return
article, because above 80 grand youre
just paying for mink glove-box liners and
perfume atomizers. Sometimes.
THE 10BEST INVITEES OF
MODEL-YEAR 2014
Car,Why invited,Note,Article
qualication
Acura RLX,All-new car,3.1.a
Acura RLX Hybrid,All-new
car,Unavailable,3.1.a
Audi A6 2.0T Quattro,Not available
for 2013 10Best,Unavailable,3.1.c
Audi A6/A7 TDI,New powertrain for
2014,3.1.b
Audi A6/A7/S6 (2 examples),
Returning 10Best winner,3.1.d
Audi RS5 Cabriolet,All-new car,3.1.a
BMW ActiveHybrid 3,Not available
for 2013 10Best,Unavailable,3.1.c
BMW 3-series,Returning 10Best
winner,3.1.d
BMW 3-series GT,All-new car; late in
2013,3.1.a
BMW 320i,New sub-model; late in
2013,3.1.a
CUBE
ILLUSTRATIONS
BY CHRIS PHILPOT.
WATCH IT SPIN BY
FLIPPING THROUGH
THE UPPER-LEFT
PAGE CORNERS.
041
BMW 328d,New powertrain for
2014,Unavailable,3.1.b
BMW 4-series,All-new car,3.1.a
BMW 535d,New powertrain for
2014,Unavailable,3.1.b
Cadillac CTS (3 examples),
All-new car,3.1.a
Chevrolet Corvette Stingray,
All-new car,3.1.a
Chevrolet Corvette Stingray
Convertible,All-new
car,Unavailable,3.1.a
Chevrolet Cruze diesel,New
powertrain for 2014,3.1.b
Chevrolet Impala 2.5-liter inline-
4,All-new car,Unavailable,3.1.a
Chevrolet Impala 3.6-liter V-6,
All-new car,3.1.a
Chevrolet SS,All-new car,
Unavailable,3.1.a
Dodge Dart 2.4-liter inline-4,
New powertrain for 2014,3.1.b
Fiat 500L,All-new car,3.1.a
Ford Fiesta EcoBoost,New sub-
model for 2014,3.1.a
Ford Fiesta ST,New sub-model
for 2014,3.1.a
Ford Focus/ST (2 examples),
Returning 10Best winner,3.1.d
Ford Mustang GT,Returning
10Best winner,3.1.d
Honda Accord/Accord Coupe
(3 examples),Returning 10Best
winner,3.1.d
Honda Accord hybrid,New
sub-model for
2014,Unavailable,3.1.a
Honda Accord plug-in
hybrid,New sub-model for
2014,3.1.a
Honda Fit,Returning 10Best
winner,3.1.d
Hyundai Genesis,New
transmission late in 2013
MY,Unavailable,3.1.b
Inniti Q50 (2 examples),
All-new car,3.1.a
Jaguar F-type V-6,All-new
car,Unavailable,3.1.a
Jaguar XF 2.0T,New powertrain
for 2013; not available for 2013
10Best,3.1.c
Kia Cadenza,All-new car,3.1.a
Kia Forte (2 examples),All-new
car,3.1.a
Lexus IS (2 examples),All-new
car,3.1.a
Lexus LS460,Major update for
2013; not available for 2013
10Best,3.1.c
Lincoln MKZ (2 examples),
All-new car,3.1.a
Maserati Ghibli,All-new
car,Unavailable,3.1.a
Mazda MX-5 Miata,Returning
10Best winner,3.1.d
Mazda 3 (2 examples),All-new
car,3.1.a
Mazda 6,All-new car,3.1.a
Mazda 6 diesel,All-new
car,Unavailable,3.1.a
Mercedes-Benz CLA-class (2
examples),All-new car,3.1.a
Mercedes-Benz E-class (4
examples),Major update in
2014,3.1.b
Mini Paceman,All-new car,3.1.a
Mitsubishi Mirage,All-new
car,Unavailable,3.1.a
Nissan Versa Note,All-new
car,3.1.a
Porsche Boxster/Cayman
(2 examples [wanted
4]),Returning 10Best
winner,3.1.d
Scion FR-S/Subaru BRZ (2
examples),Returning 10Best
winner,3.1.d
Subaru XV Crosstrek
hybrid,New sub-model for
2014,Unavailable,3.1.a
Tesla Model S,All-new car in
2013; unavailable for 2013
10Best,Unavailable,3.1.c
Toyota Avalon,All-new car,3.1.a
Toyota Corolla (2 examples),All-
new car,3.1.a
Volkswagen Beetle
Convertible,All-new car in
2013; unavailable for 2013
10Best,3.1.c
Volkswagen Golf/GTI,Returning
10Best winner,3.1.d
Volkswagen Jetta,New
powertrains and major updates
for 2014,3.1.b
Volkswagen Jetta hybrid,New
sub-model; late in 2013,3.1.a
P
H
O
T
O
G
R
A
P
H
Y

B
Y

M
I
C
H
A
E
L

S
I
M
A
R
I
10BEST BY
THE NUMBERS
RED DOTS IN
THIS SECTION
QUANTIFY OUR
10BEST WEEK.
and the winners are . . .
042
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01 . JANUARY _
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CARandDRI VER.com
There is no rst place in oBest. Ofcially
then, the Porsche Boxster and its newly
reworked tintopped brother, the Cayman,
are exactly equal to the other cars on our list.
But lean in close now because we're
going to let you in on a secret: The Porsches
are the winners among these winners.
Unlike several of the other cars here,
the Porsches' place on the list was never in
doubt. Over our morning and midday, and
afternoon) doughnuts, we'd debate the rel
ative merits of the Honda Accord and the
Mazda 6 and whether the combined forces
of BMW's and series would be able to
meet the challenge presented by the Lexus
ISo. But there was no discussion of the
Boxster and Cayman. They were on every
one's list, and that was that.
We've spilled so much ink in praise of
these two, that this story could consist of
two words: Of course. But in case you've
missed our fawning, here's the rundown.
The secret to this duo's success is that
they somehow manage to feel so organic, so
genuine, in a world full of simulated, electro
distant experiences. That they achieve this
while employing the same tech
nologies that make other cars feel
synthetic is a type of magic.
The Boxster and Cayman's
steering system isn't of the non
assisted, puristpleasing variety.
It's not even hydraulically boosted. It is an
LPS electric power steering) system, three
letters that strike fear and revulsion into
the hearts of most sportscar fans. That
uniquely Porsche fatsix timbre is aug
mented by a facsimile of engine noise piped
into the snug little cabin. Optionally avail
able is the pricey sport exhaust system
Sz8z) that gives you efectively a two
stage volume controlthose two stages
being quiet and . There are available
ad|ustable shocks PASM, S;po), an auto
maticshifting dualclutch transmission
PORSCHE BOXSTER/CAYMAN
Best of the Best. by Daniel Pund
10BEST BY
THE NUMBERS
MILES DRIVEN:
13,770
043
10BEST DATA
ROUNDUP
HORSEPOWER
LOW:
Mazda 3 i
155
MEDIAN:
259
HIGH:
Chevrolet Corvette
460
MEAN:
267
SEE THE
PERFORMANCE
RANGE OF OUR
WINNERS, CAPTURED
IN INFOGRAPHICS
THROUGHOUT THIS
SECTION.
If every car were a Cayman,
we would achieve world peace.
Jeff Sabatini

044
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If youre looking for more sports-car fun beyond the Boxster/Cayman, youre doing it only to be noticed. John Phillips
(PDK, $3200), and a launch-control system
that relieves the driver from even having to
know what a holeshot is.
So how is it possible that, with all of this
interference by technology, the Boxster
and Cayman remain authentic feeling?
Dont know. But when you turn the
satin-aluminum-trimmed SportDesign
steering wheel ($490), its like turning a
highfdelity rheostat of |oy. With this level
of feel, accuracy, and composure, the steer-
ing system could be boosted by faming cow
patties and wed still park a Boxster or Cay-
man in our garage.
Your intentions zing from steering
wheel to suspension to tire almost before
HAVE I T OUR WAY_
Our 10Best Boxster S, larded up with
a positively Porschean level of pricey
options, cost $102,400. This on a car
with a base price of $63,050. Heres
what we would cut (in maroon) from
our test car, and more important, what
we would keep (blue) and add (green)
to get the full Boxster S experience for
less of the full Boxster S price.
AS TESTED PRICE: $102,400
BASE PRICE: $63,050
_
Premium Package: $1440
_
Infotainment Package with
Bose: $3990
_
Sapphire Blue Metallic: $710
_
Leather Interior in Agate Grey/Amber
Orange: $2815
_
Supplemental Safety Roll Bar Painted
in Exterior Color: $635
_
ParkAssist (Front and Rear): $860
_
Headlight Cleaning System Covers
Painted Exterior Color: $295
Porsche Torque Vectoring (PTV): $1320
_
Porsche Doppelkupplung (PDK): $3200
_
Porsche Ceramic Composite Brakes
(PCCB): $7400
_
Porsche Active Suspension
Management (PASM): $1790
_
Sport Chrono Package: $2370
Sport Exhaust System: $2825
_
20-inch SportTechno Wheels: $2915
_
Wheels Painted Black: $1425
_
Seat Ventilation: $730
_
Light Design Package: $340
_
Vehicle Key Painted: $335
_
Adaptive Sport Seats Plus
(18-way): $3465
_
SportDesign steering wheel: $490
+ Sport Seats Plus: $800
+ Nonadjustable Sport Suspension: $1235
With the Sport Seats Plus and Sport
Suspension options, we end up with
a Boxster S with nonmetallic paint,
19-inch wheels, the delicious six-speed
manual, and the right performance
xins for a much less insane price
of $69,230.
you realize you have any such intentions.
Yes, the car posts adult levels of grip on the
skidpad (right around 1.00 g for both base
and S Boxsters), but achieving those fgures
is childs play compared with what these
cars can do away from the calm of the
asphalt lake and out in the scarred, undu-
lating, unpredictable place known as the
real world. Nothing is better at staying the
course with absolute ease, come what may.
These cars never lose their cool, never
become perturbed. They simply go about
their work with efortless tenacity.
Yes, Porsche makes extensive use of its
own famed Weissach test track and the
equally famed Nrburgring Nordschleife
to hone the ride and handling characteris-
tics of its cars, including these two. But
then, developing a car at the Ring has
become commonplace enough that its use
alone cannot explain why the Boxster and
Cayman have transitional behavior so
lively, stable, and natural that their bodies
feel like extensions of their drivers, even as
other Ring warriors leave us cold. Could it
be that the diference here is |ust a group of
the worlds best engineers developing a car
with a clear and unwavering focus?
You can easily fnd quicker cars, cars
with higher top speeds, and goodness
knows you can fnd lessexpensive cars, but
you simply cannot fnd cars any more satis-
fying to operate than this duo. Oh, and
theyre gorgeous, too.
SPECI FI CATI ONS_
PORSCHE BOXSTER/
BOXSTER S/CAYMAN/
CAYMAN S
VEHICLE TYPE: mid-engine, rear-wheel-
drive, 2-passenger, 2-door roadster or coupe
BASE PRICE (Boxster) . . . $51,350$63,050
BASE PRICE (Cayman) . . . $53,550$64,750
ENGINES: DOHC 24-valve 2.7-liter at-six,
265 hp, 207 lb-ft; DOHC 24-valve 3.4-liter
at-six, 315 hp, 266 lb-ft; DOHC 24-valve
2.7-liter at-six, 275 hp, 213 lb-ft; DOHC
24-valve 3.4-liter at-six, 325 hp, 272 lb-ft
TRANSMISSIONS: 6-speed manual,
7-speed dual-clutch automatic with manual
shifting mode
CURB WEIGHT . . . . . . . . . . . . . . . . . 29002950 lb
EPA CITY/HWY . . . . . . . . . . . 2022/2832 mpg
10BEST BY
THE NUMBERS
EDITORS WHO
PARTICIPATED:
17
045
THE ROUTE
AND WHAT IT TELLS US
JOHN SINCLAIR
RALLY STAGE
After driving a dozen cars, the
loops start blending together.
To reset the brain, we engage
launch control on the low-
friction gravel roads of this
rally stage and then see
how a cars stability control
might react to snow
or an emergency
maneuver in the rain.
We can also gauge
how aggressively the
ABS is programmed
and how well the
clear-coat is applied.
STEEP PATH
This is one of the
fastest corners on our
loop. Its on-camber
and the apex is right at
the bottom of a hill, compressing a cars
suspension and yielding some serious
g-loading. It reminds us of Raidillon at
Spa-Francorchamps, which reminds us
of the drive-thru at the Kalamazoo Taco
Bell. Well-developed cars navigate the
corner with ease while less-polished ones,
most notably affordable front-drivers,
suffer bump steer. And bumpers. Porsche
schools all others in this corner.
CSABA CSERE
CSICANE
NORTH END
This shattered mess used to serve as our
ride-evaluation section before it was repaved
a few years back. Now the smooth asphalt
makes a ne tire-noise barometer and tourist
attraction for bemused Michiganders.
TORTUROUS ROAD
A straight-ish section
of road littered with
potholes, cracks, craters,
fallen-off Harley parts,
live ammunition, etc.
It can upset even the
cushiest-riding car.
Dynamic dampers, such
as those found in the A6/
A7 and CTS lineups, limit
head- and cookie-toss.
MAGNUM
XL-200
The Cedar Point
amusement park,
a.k.a. Americas
Roller Coast,
named its 205-
foot spine
compressor after
this undulating
section because
it makes teenage
girls scream.
Were told.
SAMMY HAGAR
COOL-DOWN SECTION
The speed limit here
is 40 mph.
LAP-RECORD CLAIM
Under 11 minutes, Fred
M.H. Gregory in a second-
generation Kia Rio, which
became a third-gen in the
middle of the lap.
HOURS OF
OPERATION
Post morning-school-bus
pick-up to pre afternoon-
school-bus drop-off.
OUR DIRT
RALLY STAGE
RUNS BY A
SWAMP, INTO
WHICH WE HAVE
YET TO FULLY
SINK A CAR.
Though we gather performance data at the track, this real-world loop has been our 10Best
route for decades. It offers more variety than its half-marathon length suggests. The coordinates
are classied, known only to us, locals, and every ride-development engineer in Detroit.
THESE BLOOD-
COLORED
MARKINGS DEPICT
SITES OF LATE-
FALL CARRION.
THE ESSES
This is the best 0.9-mile
section of public road for 100
miles in any direction. Daytime
trafc is scant and theres just
one driveway, making it a great
place to practice driving on
two wheels. Its tight and trees
limit sightlines, increasing
anxiety during a quick pass.
The pricier 10Bestersyour
Audis, Porsches, Cadillacs,
Corvettes, and BMWsexcel
here for obvious reasons.
Pleasant surprisesfor us, not
so much for oncomersare
those less costly cars that ace
this section, e.g., the Fiesta ST,
Accord, Mazda 3 and 6, and
GTI. Its nice to be reminded
how much fun a $25,000 car
can be, even going backward.
ELEVATION
0 13.5 MILES
LENGTH:
13.5
MILES
0
2
0
0
F
E
E
T
10BEST BY
THE NUMBERS
OVERHEATINGS:
2
10BEST BY
THE NUMBERS
CARS THAT
OVERHEATED:
1
046
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CHEVROLET CORVETTE STINGRAY &
CADILLAC CTS
10BEST BY
THE NUMBERS
DOUGHNUTS
PURCHASED:
240
10BEST BY
THE NUMBERS
DOUGHNUTS
CONSUMED:
239.7
047
CHASSIS MASTERS
General Motors gets the handling religion. by Tony Quiroga
048
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from the new Cadillac CTS and Chevrolet
Corvette, GM now knows how to bridge the
gap between the driver and the spread-
sheet. These cars arent simply about the
cold pursuit of data. Theyre about the
interaction between human and machine.
So what separates a numbers car from a
drivers car? Steering feel, for a start. Steer-
ing tells the story of the car in motion, and
in the Corvette it reports the squirm of the
tires and, by varying the resistance, every
tenth-of-a-g change in cornering force.
Information pulses through even more
staccato in the CTS, if you can believe it,
but the Corvettes steering is hugely
The numbers car: It looks great on paper,
and then you drive it. Though able to bruise
internal organs during acceleration, brak-
ing, and cornering tests, the numbers car is
usually too anodyne and too remote to
foster lasting relationships with serious
drivers. In most cases, its not much fun
unless its at a test track doing the one thing
it does wellgenerating numbers. Num-
bers might not lie, but sometimes they skip
to the last page.
GM has built its share of number gen-
erators in the past. But subordinating the
feel of a car to raw metrics doesnt lead to
great cars, |ust great Lxcel fles. Judging
049

improved over its C6 predecessors.
Second, the suspension tune has to har-
monize with the steering for the car to feel
right. Lngineers have to fnd the ideal
spring, damper, anti-roll-bar, and bushing
calibrations so the body and suspension
react in concert with the drivers inputs.
Add a structure stif enough to let the sus-
pension do its job and a gearbox that spurs
on the engine, and you have a car that will
provoke stupid grins every time you drive it.
It is true that previous Corvettes came
alive and got talkative when pushed to the
edge. While the Corvette was doing any-
thing else, though, such as fetching take-
SPECI FI CATI ONS_
CADILLAC CTS
VEHICLE TYPE: front-engine, rear- or
4-wheel-drive, 5-passenger, 4-door sedan
BASE PRICE . . . . . . . . . . . . . . . $46,025$59,995
ENGINES: turbocharged and intercooled
DOHC 16-valve 2.0-liter inline-4, 272 hp, 295
lb-ft; DOHC 24-valve 3.6-liter V-6, 321 hp, 275
lb-ft; twin-turbocharged and intercooled DOHC
24-valve 3.6-liter V-6, 420 hp, 430 lb-ft
TRANSMISSIONS: 6-speed automatic with
manual shifting mode, 8-speed automatic
with manual shifting mode
CURB WEIGHT . . . . . . . . . . . . . . . . . 37004000 lb
EPA CITY/HWY . . . . . . . . . . . . 1720/2530 mpg
HAVE I T OUR WAY_
Get the 420-hp CTS Vsport.
Avoid the top-shelf Premium
trim, with its Driver Assist
package, in favor of the base
Vsport ($59,995). It lacks the
head-up display and electro
gauges, but you can put the
$10,000 savings toward
better things, like tickets.
This thing feels nothing at all like
anything else in its classor
any other class. The CTS is the ballsiest
car here. Jared Gall
10BEST BY
THE NUMBERS
KEY FOBS
LOST:
3
10BEST DATA
ROUNDUP
WEIGHT (pounds)
LOW:
Ford Fiesta ST
2745
MEAN:
3346
HIGH:
Audi A6
4105
MEDIAN:
3364
050
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If I tried in the C6 what I just did on a wet road in the C7, Id be in a tree right now. Eddie Alterman
SPECI FI CATI ONS_
CHEVROLET CORVETTE
STINGRAY
VEHICLE TYPE: front-engine, rear-wheel-
drive, 2-passenger, 2-door targa
BASE PRICE . . . . . . . . . . . . . . . . . . . . . . . . . . . $51,995
ENGINE TYPE: pushrod 16-valve 6.2-liter
V-8, 455 or 460 hp, 460 or 465 lb-ft
TRANSMISSIONS: 7-speed manual, 6-speed
automatic with manual shifting mode
CURB WEIGHT . . . . . . . . . . . . . . . . . . . . . . . 3450 lb
EPA CITY/HWY . . . . . . . . . . . 1617/2829 mpg
out Thai food, the controls went mute. But
the new C7 is talking up a storm.
The thing is just so well honed. Not only
is its electrically assisted steering system
unexpectedly sensitive, you can practically
feel the thousands of man-hours spent
developing its Michelin tires, its stifer
structure, and, on Z51 models, its electron-
ically controlled limitedslip diferential.
Even on narrower rubber, the C7 has grip
fgures on par with the outgoing Zo6. So,
okay, numbers arent totally irrelevant.
Theyre just not everything.
The Cadillac hasnt quite made the
same leap as the Corvette, but it didnt have
to. The CTS has always been the Cadillac
for people who prefer solid handling to lan-
dau roofs. At its birth in 'o, however, the
CTS seemed to prioritize numbers ahead of
the driving experience. Whats unusual
about the CTS is that it represents GM per-
severing against its worst, most empirically
driven instincts, methodically evolving the
cars mechanicals and ladling on more feel
with each generation. Yes, the General has
firted with putting experience ahead
of the numbers before, but it never took.
Remember the Oldsmobile Achieva SCX,
Cutlass Calais 442 W41, and the Chevrolet
Citation X? No? That's because GM
stopped suckling those sales runts. But the
General has stuck with the CTS, making
each successive model a more refned and
entertaining sports sedan. The CTS is now
unequivocally the best-handling car in the
midsize luxury segment.
Ironically, by focusing less on the num-
bers and more on tactile sensations, GM
has achieved a rare numerical feat: two cars
on our oBest list.
HAVE I T OUR WAY_
The base Corvette ($51,995)
is tempting, but the
performance-oriented Z51
package ($2800) is just too
good not to buy, adding an
electronic limited-slip
differential, upgraded cooling,
and larger wheels, tires, and
brakes. Opting for the 1LT
trim level means youll forgo a
leather-lined instrument
panel, but the new interior is
excellent, even in base trim.
Were tempted by the $2495
Competition Sport bucket
seats, but weve yet to sit in
them, so well hang on to our
money for now. Just two
other options raise the MSRP
of our ideal Vette to $57,785:
Ad|usLable maqneLic shocks
that bring near-perfect
wheel control ($1795)
Perlormance exhausL LhaL
adds ve horses ($1195)
10BEST BY
THE NUMBERS
CLAY PIGEONS
LAUNCHED:
173
10BEST BY
THE NUMBERS
CLAY PIGEONS
HIT:
49
More and more an affordable exotic than just the most expensive Chevy. Aaron Robinson 051
5 WAYS GM KEEPS
THE CORVETTE CHEAP
GM manufactures more than a million Gen-V V-8s
for its cars and trucks each year at three North American
plants. All these engines have modern aluminum con-
struction, direct injection, and variable cam timing. While
the Corvettes 6.2-liter LT1 version has special features,
such as header-like exhaust manifolds and (optional) dry-
sump lubrication, its architecture is common to the Gen-V
family, enabling huge economies of scale.
By GMs measurements, the LT1 is 40 pounds
lighter and 4.3 inches shorter in height than BMWs twin-
turbo DOHC 4.4-liter V-8, which produces comparable
power and torque. The LT1s oft-disparaged pushrod
valve train saves more than 150 parts and signicant cost.
Figure on more than $25 saved on valves alone for each
LT1 engine.
To slip a light and stiff aluminum space frame under
all 2014 Corvettes instead of just the elite Z06 and ZR1
editions, GM moved the construction of that vital part in-
house. A new, $52 million line at the Corvette plant in
Bowling Green, Kentucky, uses robots and automated
laser welding to nearly eliminate the human aspect from
this phase of the manufacturing process.
Corvette supplier Plasan Carbon Composites
invented a hot oil pressure press system that the rms
chief technology ofcer, Gary Lownsdale, calls, the rst
major step toward mass production of carbon-ber com-
ponents. Compared with traditional autoclave molding and
curing techniques, the new methodology reduces process
time by 75 percentfrom 90 minutes to just 17 per part.
Corvette hood and roof panels come out of their molds
with such high quality that robots can be used for trim-
ming and scufng. The faster curing and 80-percent reduc-
tion in nishing time yield a 30-percent cost reduction.
To reduce the cost and complexity of maintaining
every last Corvette part in inventory, Chevrolet hired
Brembo to build C7 corner modules for just-in-time deliv-
ery to Bowling Green. Brembo gathers these subassem-
bliesincluding the suspension knuckles, wheel hubs,
brakes, speed sensors, and other parts in the Corvettes
wheel wellsand delivers them to the plant in batches of
four modules per car. But this is one cost savings
thats not exclusive to Corvette: Brembo has been
supplying Aston Martin, Ferrari, and Porsche
with corner modules for years. Don Sh erman
THE CORVETTE
ASSEMBLY LINE IN
BOWLING GREEN,
KENTUCKY, WHERE
OUR C7 WENT
AIRBORNE THE
FIRST TIME.
10BEST DATA
ROUNDUP
CENTER OF GRAVITY
(inches)
HIGH:
Ford Fiesta ST
23.0
MEDIAN:
21.8
LOW:
Chevrolet Corvette
17.5
MEAN:
21.1
DYN
052
.
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BMW 3-/4-SERIES & HONDA ACCORD
10BEST BY
THE NUMBERS
TIMES JOHN PHILLIPS
TOLD THAT STORY
ABOUT FALLING
BACKWARD OFF A LOG
AND WAITING FOR HIS
WIFE TO COLLECT HIM:
17
ASTIES
053
Alistair Cooke would have called it a quintessentially American suc-
cess story: Two foreigners land on our shores from nations once
defeated and destitute to seek fortunes in the land of their conqueror.
Lofted to unimaginable heights by the updraft of postwar prosperity,
they become business empires unto themselves.
How much should we read into the common narratives of Honda
and BMW? Both are smaller frms relative to the giants of the indus-
try, yet they have remained steadfastly independent as others have
In some families, greatness is inherited. by Aaron Robinson
054
.
01 . JANUARY _
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The Accord Sport is still a more gratifying car to heel-and-toe shift than most sports cars you could mention. Daniel Pund
buddied up into global conglomerates. Both
companies have an inordinately strong
sense of identity, rooted in engineering
and nurtured at some point in their histo-
ries by a single patron or family. Both make
motorcycles. And after nearly four decades
of continuous success in America, the
BMW 3-series and the Honda Accord are
themselves automotive dynasties.
The Honda Accord is perfectly named,
the result of a timely accord between Japans
burgeoning industrial might and Americas
rapidly changing post-OPEC market. The
frst Accord in p;6 was a huge stride
from the series of mostly
obscure subcompacts that
preceded it. Building on the
Civic CVCC, the Accord was
a polished and precision
Japanese instrument in the
mold of a contemporary Sony
tape recorder or a Nikon cam-
era, and it threw Detroits com-
placency into glaringly sharp relief.
Even so, the Accord is Americas Honda.
We own it, and it is ours. It was the frst
Japanese car to be assembled here
indeed, in the middle of America, in Rust-
Belt Ohioand it grew and morphed with
the needs of its prime constituency, the
baby-boom generation. It even contributed
to an American-style scan-
dal in the p8os when the
demand for Hondas far out-
stripped the supply and the
companys U.S. sales managers
skimmed millions in bribes and kickbacks
from dealers desperate for stock.
On the showroom foor, the Accord dis-
played engineering elegance that anybody
could appreciate, from the perfectly placed
cabin controls and the painstakingly ef-
cient packaging to the meticulously routed
SPECI FI CATI ONS_
HONDA ACCORD
VEHICLE TYPE: front-engine, front-
wheel-drive, 5-passenger, 2-door coupe or
4-door sedan
BASE PRICE . . . . . . . . . . . . . . $22,745$34,270
ENGINES: DOHC 16-valve 2.4-liter inline-4,
185 or 189 hp, 181 or 182 lb-ft; SOHC 24-valve
3.5-liter V-6, 278 hp, 252 lb-ft
TRANSMISSIONS: 6-speed manual, 6-speed
automatic, continuously variable automatic
CURB WEIGHT . . . . . . . . . . . . . . . . 32503550 lb
EPA CITY/HWY . . . . . . . . . . . 1827/2836 mpg
HAVE I T OUR WAY_
A six-speed Accord Sport
sedan for $24,505 rates as
the best all-around value for a
new car, period.
10BEST BY
THE NUMBERS
VEHICLES WEARING A
GRAN TURISMO
BADGE THAT WERE
ACTUALLY JUST BIG
HATCHBACKS:
1
hoses and cables under the hood. In
motion, an Accord was light, thrifty, fun,
practical, and incredibly durable. Honda
sealed its reputation with the Accord, and
the car has consistently adhered to its core
values through nine generations.
There isnt a bad apple in the bushel, but
the pppp; ffthgen is a particularly
warm memory. The sheetmetal was
wrapped tightly, the hoodline sloping down
to two illuminated slits for headlights. It
was the frst Accord with a V6 and the frst
with panache as well as purpose. It drove
like it, immediately rendering all other cars
in its class contenders for second place.
Since then, the Accord has grown and
maturedundoubtedly too much in the
|ustretired eighth generation. But the rede
signed 2013 Accord returned to form as a
slightly smaller but still unapologetically
practical vehicle with acres of glass for visi
bility, a capacious cabin, and that same spry
lightness to its controls and movements.
Once again, the Accord became the stand
ard by which the largest and most competi
tive class of passenger cars is judged.
As with Honda, BMW is, at heart, a
smallcar companyan ingrained idiosyn
crasy that is perhaps the reason it nearly
collapsed in the 1950s when it tried to pro
duce a series of expensive, handmade
sedans and coupes. The ensuing board
room turmoil and threat of takeover by
IaimlerBenz is what allowed Herbert
Quandt and his brother Harald to wrest
control of the company in 1959 and
steer BMW toward its destiny as the
purveyor of small and boxy ulti
mate driving machines. Its the
reason that the series has always
been better than the 5 and the 7.
Irom the start, the p;; BMW
E21 3er and its successors have been
built the way commonsense enthusi
asts would build their cars. The axle loads
are nearly equal on a trim and tidy rear
drive platform with exactly enough room to
serve practical needs. No inches or pounds
are wasted, and nothing but an inline engine
will do. Even as others have yielded to the
temptations of a V6 or frontdrive, with
their inherent packaging benefts, BMW has
stuck to its formula.
As each new series debuted, from Lo
to L6, and L6 to Lpo, there was never a
question of whether there would be a man
ual transmission ofered, never a doubt that
a sport package or an M version would cure
whatever plushness BMW had conceded for
wider market acceptance. Unquestionably,
055 055
10BEST DATA
ROUNDUP
1/4-MILE TIME/SPEED
SLOW:
Mazda 3 i
16.3 SEC @
87 MPH
MEDIAN:
14.5 SEC @
100 MPH
FAST:
Chevrolet Corvette
12.2 SEC @
117 MPH
MEAN:
14.4 SEC @
100 MPH
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By Jim Hall // Conventional wisdom says there is little white
space left in the mainstream automotive market. Yet even
with 60 cars at 10Best this year, there seemed to be some
stuff missing. Here are 10 could-be winners:
Audi R8 Target Edition. Install the 333-hp supercharged V-6,
lose the four-wheel-drive system, and swap out costly MagneRide for
old-fashioned shocks. Then drop the base price to $79,995.
BMW M550d xDrive Touring. BMW sells a diesel M Perform-
ance sedan in Europe with a triple-turbo 3.0-liter inline-six. Well take
ours as a four-wheel-drive wagon with a six-speed manual. Why?
Because were Car and Driver.
Chevrolet Impala SS. Put the powerful, 410-hp twin-turbo
3.6-liter V-6 and four-wheel-drive system from the Cadillac XTS
Vsport into the Impala, which has better-sorted steering and suspen-
sion. Should be as simple as rearranging Legos since both cars are
built on GMs Epsilon platform.
Chrysler 300C convertible. Yes, this idea is nearing its 10-
year anniversary, and chopping the top off this tired platform
would likely result in cars twisting themselves into pretzels. But
they would be pretzels with real road presence.
Honda CR-Z Si. Dump all the electric crap and stick
the 201-hp Civic Si engine under the hood. The CR-X lives
again in this sub-2500-pound hot hatch.
Kia Forte Elan Edition. Drop the 274-hp, 2.0-liter
turbo from the Optima SX into the hatchback Forte. Then
send it off to Lotus to tune the suspension. It wouldnt be the
rst time Kia has partied with Lotus.
Mazdaspeed Miata. Mazda needs to make the next genera-
tion of its budget sports car faster, and not just as an end-of-produc-
tion special. How does 250 horsepower sound?
Mercedes-Benz ELK350. Replacing the E-class wagons cargo
area with a pickup bed would make a nice modern El Kamino. And yes,
wed insist on keeping this Brat-wursts rear-facing third-row seats.
Porsche 912. Theres already a precedentand a namefor
an affordable 911. Power it with the Caymans 275-hp, 2.7-liter six
because the performance range of the Cayman already overlaps the
911, and we dont care if it does some more.
Toyota GT-86 sedan. Take this one away from Scion and kick
it upstairs to the parents. Were imagining something with the looks
and renement of a miniature Lexus IS that drives like a modern-day
BMW 2002. A light, fun, and affordable rear-drive sedan ought to be
an inalienable right.
10 WE WISH EXISTED
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I initially feared that the 4-series might be mere
marketing posturing. Is there any substance here?
Answer: Yes. Oh, God, yes. John Phillips
BMW benefted from the foundering of its
competitors, MercedesBenz answered with
a dynamic alsoran, and then its quality went
into a decadelong spiral before climbing
back out, and it took Audi zo years to recover
from unintended acceleration. The Japanese
and American brands were of the radar.
Lven people whose car passions fow
elsewhere have a favorite series genera
tion, but we couldn't develop a consensus
in the ofce. Was it the elemental Lo, the
fully fowered, doitall Lpo, or one in
between? At one time the series was half
of BMW's volume in the U.S., but the best
selling luxury brand in America has lately
borne a lot of kittens, and the lineup is
diluted. Lven at around ; percent of
BMW's U.S. sales for the frst nine months
of zo, the remains both a proft fountain
for BMW as well as the ideological center of
its brand.
Today, the wears a bull'seye on its back
as every luxury maker now takes aim at the
fat, lower end of the luxurycar segment,
which is the S,oooS,ooo or Spp
Sppmonth) compact sports sedan. The
current Io, which in its initial zoi, z8i,
and i form, or z8ii as per the coupe's
new designation, is softer than ever and
sufers from imperfect electrifed steering.
But it still bears the burdens of its
leadership with understated, everyday
excellence. Anchoring to the road with a
balletic balance and a satisfying exactness
to its controls, the also delivers the pre
mium experienceof powertrain isola
tion, switch feel, and ride quality
expected of its premium price.
In some ways, the series feels like an
expensive Accord, which feels like an econ
omy series. Which is exactly what has
ensured both such long tenures on our
oBest list.
SPECI FI CATI ONS_
BMW 3-/4-SERIES
VEHICLE TYPE: front-engine; rear- or
4-wheel-drive; 45-passenger; 2-door coupe,
4-door sedan, or 5-door wagon
BASE PRICE . . . . . . . . . . . . . . $33,675$48,925
ENGINES: turbocharged and intercooled
DOHC 16-valve 2.0-liter inline-4, 180 hp, 200
lb-ft; turbocharged and intercooled DOHC
16-valve 2.0-liter inline-4, 240 or 241 hp,
255 or 258 lb-ft; twin-turbocharged and
intercooled DOHC 24-valve 3.0-liter inline-6,
300 or 302 hp, 295 or 300 lb-ft
TRANSMISSIONS: 6-speed manual, 8-speed
automatic with manual shifting mode
CURB WEIGHT . . . . . . . . . . . . . . . . 33503750 lb
EPA CITY/HWY . . . . . . . . . 2024/2836 mpg
HAVE I T OUR WAY_
The best 3 is now the 4,
and while we love the twin-
turbo six, were going with
the four-cylinder to keep the
price reasonable. The Sport
Line is only $2100, which is
actually cheap for sport seats,
wheels, tires, trim, and the
M Sport suspension. A six-
speed manual is an even
better deal: free. Add the
following and youre out the
door for $45,725:
Cold WeaLher packaqe
because all cars must have
heated seats ($700)
Driver AssisLance packaqe
with rear camera and
parking sensors. Scrape
one bumper and its worth
the price ($950)
SeLLlinq lor black or whiLe
is criminal. Unless youre
colorblind, spring for
metallic paint. Liquid Blue
Metallic is pretty ($550)
10BEST BY
THE NUMBERS
DAYS WITH
RAIN:
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HAVE I T OUR WAY_
The Fiesta ST offers few options that add to its $22,195 base price,
though wed be tempted by the Molten Orange paint ($595). For those
5 feet 10 inches or taller, add $1995 for the Recaros. If youre directionally
challenged, spend your money on the $795 nav system instead.
10BEST BY
THE NUMBERS
TIMES DANIEL PUND
SAID, DID YOU
DRIVE THE FIESTA
ST? THAT THINGS
GREAT!:
11
SPECI FI CATI ONS_
FORD FIESTA ST
VEHICLE TYPE: front-engine, front-wheel-
drive, 5-passenger, 5-door hatchback
BASE PRICE . . . . . . . . . . . . . . . . . . . . . . . . . . . $22,195
ENGINE: turbocharged and intercooled DOHC
16-valve 1.6-liter inline-4, 197 hp, 202 lb-ft
TRANSMISSION: 6-speed manual
CURB WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . 2750 lb
EPA CITY/HWY . . . . . . . . . . . . . . . . . . . 26/35 mpg
PARTS CAR
How the
prosaic Fiesta
gets turned
into the
winning ST.
by K.C. Colwell
FORD FIESTA ST
059
The rear torsion beam uses heavier-gauge steel
than the non-ST versions, making it 70 percent
stiffer. Also, the rear tires have much less negative
camber, -0.6 degree versus -1.5, to reduce rear-
axle grip, thus providing a more neutral balance.
Bushings at the rear are also rmer than those
tted to a standard Fiesta.
Spring rates
are up all around,
by 20 percent in
the rear and 36
percent in the front.
A higher roll center
and stiffer springs
enable a smaller
front anti-roll bar
(0.7-inch diameter)
versus whats in the
regular Fiesta
(0.9-inch diameter).
Ford redesigned
the front suspension
knuckles for more
negative camber,
-1.2 degrees versus
-0.7, beneting at-
the-limit grip. The
knuckles slightly
shorter steering
arms quicken the
steering ratio from
14.3:1 in the base
car to 13.6:1 here.
The geometry
changes also raise
the roll center, thus
diminishing body
roll compared with
the base car.
The Fiesta ST lift-throttle oversteered into
10Best week like the champ it is. And aside
from a cramped back seat and cargo hold, its
bravado is |ustifed. Iord ofers its hot Iiesta
only with a six-speed manual mated to a
turbo charged, direct-injected 1.6-liter four
borrowed from the Iusion. At z;o pounds,
the ST is light and tossable, with a highly com-
petent chassis that can out-party cars costing
twice as much.
Unlike the zzhp tiresmoking Iocus ST,
every last one of the Iiesta's p; horses is
usable 100 percent of the time. Torque steer
is all but nonexistent, with just the tiniest lit-
tle tug in the wheel in frst and second gears,
as if the engine were a curious two-year-old
at your elbow asking questions. While you
should surely lift of the throttle on corner
entry to get this little enthusiast trainer's
back end to step out, you'll never fnd yourself
lifting on corner exitthere's |ust the right
amount of understeer baked into the balance.
Just the right amount of feedback, too, from
major controls that provide all the answers.
That this all starts with an economy car is
only surprising until you look at what Iord
changed. The company claims the ST has 164
special components, including most every-
thing that matters. The result is as good as
fun, cheap driving gets.
The 10.9-inch front brake rotors are larger than
a stock Fiestas by 0.7 inch. Ford also exchanges
the standard Fiestas rear drum brakes for 10.0-inch
discs. Bridgestone Potenza RE050A summer tires,
in size 205/40R-17, come standard.
The rear wing,
fascias, and side sills
are specic to the
ST, and though they
make the Fiesta
look like a WRC car,
thats all they do.
The optional Recaro
seats, on the other
hand, are the real
deal. If you can
get comfortable in
themnot everyone
canconsider your
money well spent.
060
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10BEST DATA
ROUNDUP
SKIDPAD (g)
LOW:
Mazda 3 i
0.82
MEDIAN:
0.87
HIGH:
Chevrolet Corvette
1.08
MEAN:
0.90
10BEST BY
THE NUMBERS
MOVING
VIOLATIONS:
0
061
Its not the size
of the dog
in the fight, but the
size of the fight
in the dog.
by Jeff Sabatini
BRAWLERS
MAZDA 6 & MAZDA 3
We have an $80,000 base-price cap for the vehicles invited
to 10Best, and for good reason: Its easier to build a great
car if it will command a great price. And frankly, the thrill
of some megabuck ber-cars fades even more rapidly than
those machines accelerate. Dont misunderstand us; were
not saying that squabbling over the keys to a Ferrari is not
worthy of fsticufs, or that driving a Bugatti shouldn't be
on your bucket list. But the cars of privilege are extremists,
pulling everything else along in their wake. It can be just
as gratifying to slide behind the wheel of those main-
stream models that have tucked into that slipstream.
Mazda proves it with two such standouts named to
10Best this year: the 3 and the 6. Even when theyre well
062
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Everywhere you look, selling out seems like the future. And then this happens. Its heartwarming how great the 3 is. Jared Gall
equipped, you could own the pair for less
than 80 grand and still have enough change
to buy a new Miata. Mazdas venerable
roadster dropped of our list this year, not
for being eclipsed by a direct competitor,
but in deference to its new siblingscars
brimming with the sort of vigor and per-
sonality that the Miata brought to the sum-
mer of 1989.
The compact 3 and mid-size 6 are per-
fectly timed products from a company that
many had presumed down for the count.
Two years ago, Mazda was losing billions,
and analysts talked of a potential bank-
ruptcy. Abandoned by Ford, its longtime
partner, Mazda would need its next crop of
cars to stand on its own, with zero margin
for error. Tiny Mazda fnished |ust th in
U.S. sales in 2012, at the back of the pack
with lowly Mitsubishi. Thats not much
higher than Maserati, which wishes it had a
sedan as beautiful as the 6 in its stable.
The new 6 delivers Mazdas 2010 Shi-
nari concept essentially intact to its 637
U.S. dealers. The 6 not only looks like a mil-
lion bucks inside and out, it drives like it.
Mazdas long-held reputation for selecting
suspension bushings is on prominent dis-
play in the 6, which has an imperturbable
chassis that is always comfortable and con-
trolled. Its steering, suspension, and struc-
ture coordinate deftly. A six-speed manual
is available, yet its automatic shifts so
quickly and efortlessly that the z.liter
four feels more robust than any 184-hp
engine has a right to.
The uncommon commonality of this
pair of Mazdas is that both are so much
SPECI FI CATI ONS_
MAZDA 3
VEHICLE TYPE: front-engine, front-
wheel-drive, 5-passenger, 4-door sedan or
5-door wagon
BASE PRICE . . . . . . . . . . . . . . . . $17,740$27,290
ENGINES: DOHC 16-valve 2.0-liter Atkinson-
cycle inline-4, 155 hp, 150 lb-ft; DOHC 16-valve
2.5-liter Atkinson-cycle inline-4, 184 hp, 185 lb-ft
TRANSMISSIONS: 6-speed manual, 6-speed
automatic with manual shifting mode
CURB WEIGHT . . . . . . . . . . . . . . . . . 28003100 lb
EPA CITY/HWY . . . . . . . . . . . . 2730/3741 mpg
SPECI FI CATI ONS_
MAZDA 6
VEHICLE TYPE: front-engine, front-wheel-
drive, 5-passenger, 4-door sedan
BASE PRICE . . . . . . . . . . . . . . . $21,785$30,490
ENGINE: DOHC 16-valve 2.5-liter Atkinson-
cycle inline-4, 184 hp, 185 lb-ft
TRANSMISSIONS: 6-speed manual, 6-speed
automatic with manual shifting mode
CURB WEIGHT . . . . . . . . . . . . . . . . . 31503300 lb
EPA CITY/HWY . . . . . . . . . . 2528/3740 mpg
HAVE I T OUR WAY_
Wed stick with the stick in
our 6, which means ordering
the $24,440 Touring trim,
preferably painted Soul Red
($300). Sand leatherette
brightens up the interior, and
a further $665 spent on fog
lamps and an auto-dimming
mirror with integrated
garage-door opener brings
the total MSRP to $25,405.
For $24,040, a manual Mazda
3 ve-door, 2.0-liter i with the
Grand Touring package is just
about perfect. No persuasion
needed to spec it in Deep
Crystal Blue Mica.
10BEST BY
THE NUMBERS
CONVERTIBLES
DRIVEN:
4
better than expected. Mazda tells us its
parts work better together because of its
Skyactiv concepta holistic approach to
design, manufacturing, and fuel-saving
technologies that began with the previous-
generation 3. But its in these newest mod-
els that Skyactiv seems most alchemical.
Stifer and lighter structuresthe 6 sheds
more than 200 pounds in its redesign
translate to improved handling. Engines
with a lofty 13.0:1 compression ratio and
direct injection help boost fuel economy as
high as 41 mpg on the EPA highway cycle.
Keeping with the companys iconoclasm,
its optional iLLOOP electrifcation sys-
tem makes Mazda the frst automaker to
employ capacitors in a regenerative brak-
ing system.
In some ways, the 3 is the more impres-
sive car here. Whether its the hatchback or
sedan, we cant stop admiring the long
hood and Italianate grille of the new 3,
which hides its front-drive underpinnings
as well as anything since the original
Oldsmobile Toronado. Interior appoint-
ments, including an excellent infotainment
system with a central command knob, set a
new, Audi-like standard for the class. An
optional head-up speedometer display pro-
jects its data onto a transparent pane on the
dash, fghter|ock style, and keeps your eyes
up and on the road.
Mazda ofers the 6's z.liter in the , as
well as an entrylevel hp z.oliter four,
but neither is neck-snappingly powerful.
The Mazdas arent here because of their
brawn. These are fnesse cars, balanced and
ergonomically perfect. Their cowls are low,
their sightlines are unencumbered, and
Mazda hasnt done anything silly such as
jacking the front seats H-points to make its
cars feel more like crossovers; its excellent
CX already serves that purpose.
Indeed, Mazda is punching above its
weight class when it comes to product. For
a company that builds one-sixth the num-
ber of vehicles of giants like General
Motors, Toyota, and Volkswagen, its
achievements are nothing short of shock-
ing, like Buster Douglas knocking out Mike
Tyson. Mazda has no luxury brand to gen-
erate Lexussize profts, not even a high
margin pickup truck in its lineup. No,
Mazda |ust sells efciently built small and
mid-size cars and crossovers, all of them
entertaining and none with a base price
above $31K. In an industry in which most
carmakers are trying to be everywhere at
once, Mazdas dedication to doing what it
does best earns it our highest acclaim.
063
GONGED BUT NOT
FORGOTTEN
By Eddie Alterman // Pour out some 40-weight for these
2013 10Besters, for they are off the list. That vehicles of
this caliber didnt make it this year means theres arguably
never been a better time to be a car enthusiast in the U.S.
Ford Mustang GT/Boss 302 The V-8 pony cars price has
crept up a bit since its 2010 face lift, making it harder to forgive its
crack-house interior and antediluvian stick axle. A Mercedes-Benz
costs 31 grand now, Ford. And youve discontinued our beloved Boss
302 for 2014. No Boss, your loss.
Ford Focus/Focus ST The Blue Oval gets kicked in the shorts
yet again, and with its own foot. Except for a real back seat, the Fiesta
ST provides everything the Focus ST doeslift-throttle oversteer and
small-animal noisesand for about ve grand less, nicely equipped.
The Mazda 3 beats the Focus in the court of our comparison tests
and drops off its ex-mates house key with a colorfully worded
note attached.
Scion FR-S/Subaru BRZ The chassis that was
such a revelation in 2013 is still squirming under these
Japanese twins, but its brilliance so blinded us that it
took a year to notice that almost every other aspect
is only average or worse. Still, keep either one in the
garage for track days and canyon-road blasts.
Honda Fit and Mazda MX-5 Miata Our record
on both is pretty clear: Theyre great. But each is soon to be
replaced, and we needed to make room for the other worthies
here. We gured it was only fair to allow them a dignied exit by not
bringing any of that up.
10BEST BY
THE NUMBERS
STEPS A TURKEY VULTURE
MAKES RETREATING
FROM ROADKILL
AS TRAFFIC NEARS:
2,
sometimes
less
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00006 06 006 06 06 06 06 06 0066 006 000006 0666 06666666 0006 0000000 333333333333333333333333333333333
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AUDI A6/S6/A7
Polish to perfection, then switch
to a finer grit. by Jared Gall
That life is not fair is one of its most impor-
tant lessons. Some are born with what oth-
ers work for; some are born to be who others
work for; and some are born without any
real concept of what work even is, but they
get elected to public ofce |ust the same.
10BEST BY
THE NUMBERS
LANDAU VINYL
TOPS:
0, sadly
065
well. When youve got 1000 freeway miles
separating the morning's frst cup of cofee
and the comfort of your own bed, the A6,
S6, and A; are as serene as a suite at the
Four Seasons. But when your fortunes take
a turn toward blind crests and sphincter
cinching kinks, the Audis prove their adapt
ability with exemplary steering and body
control. No matter the task, an overwhelm
ing sense of solidity and unfappability per
vades every move these Audis make.
They are as crisply designed as they are
engineered, with deceptively simple ex
terior styling. And their interiors are not
|ust well ordered, but meticulously and art
fully so. Woods that look as though they
might once have been the end tables in
Neuschwanstein Castle segue into spears
If you're the sort who's upset by such
karmic imbalances, Audi's midsizers
might bother you, as these cars have been
given more than their fair share of gifts.
They certainly bother BMW and Mercedes
Benz. There's nothing the Audis don't do
The S6 is a leather-covered cannonball. Daniel Pund
066
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Even if I inherited the U.S. Treasury, an A6 would still be the only luxury sedan in my garage. John Phillips
SPECI FI CATI ONS_
AUDI A6/S6/A7
VEHICLE TYPE: front-engine, 4-wheel-drive,
5-passenger, 4-door sedan or 5-door wagon
BASE PRICE . . . . . . . . . . . . . . . . . . $55,995$74,295
ENGINES: turbocharged and intercooled
DOHC 24-valve 3.0-liter diesel V-6, 240 hp,
428 lb-ft; supercharged and intercooled DOHC
24-valve 3.0-liter V-6, 310 hp, 325 lb-ft; twin-
turbocharged and intercooled DOHC 32-valve
4.0-liter V-8, 420 hp, 406 lb-ft
TRANSMISSIONS: 7-speed dual-clutch
automatic with manual shifting mode, 8-speed
automatic with manual shifting mode
CURB WEIGHT . . . . . . . . . . . . . . . . . 41004400 lb
EPA CITY/HWY . . . . . . . . . . . . . 1724/2738 mpg
of satin chrome and rich stitched leathers,
lending the impression that Audi is some-
how budgeting three to fve times more on
materials than its competitors. Regardless
of whether they control the HVAC, audio
system, or the side mirrors, knurled knobs
provide a rare consistency of feel thanks to
a faction of the interior-design team that
focuses solely on haptics, the science of
touch. And the MMI infotainment system
[see the following page] sets the standard
for the rest of the industry.
Between the A6 and A;, Audi ofers a
choice of maximum passenger volume or a
seductive roofine atop the same faultless
mechanical base. Powertrain choices range
from hyperefcient8 mpg highway
with the .oliter turbodiesel V6to
simply hyperzo horsepower from the
S6's twinturbo V8. Audi ofers a z.oliter
engine in the A6, but, as good as that engine
is, Audi has never provided that model for
evaluation. Audi's wing in the oBest
clubhouse is reserved for six and eightcyl-
inder engines. With all of these various
powertrain and body-style combinations,
theres no way to go wrong, just a handful
of diferent ways to go right.
Places on this list are awarded based on
more than just numbers, but the S6s
deserve special mention. Turn of stability
control and fatfoot the throttle with the
brake applied, and the launch control revs
the engine to ooo rpm before dumping the
clutch. Not a single power stroke goes
unused as all four fat tires hurl the car to 6o
mph in |ust .; seconds and through the
quartermile in z. at mph. That makes
this sedatelooking sedan quicker even
than the new Corvette.
The Audi midsizers' only downside is
cost. With a V-6, the A6 starts at $55,995;
the A; at S6,p. The S6's base price is
HAVE I T OUR WAY_
The S6 is nearly perfect as is. All it needs is the $2000 Comfort
Seating package for a total MSRP of $76,295. For the A6 and A7,
once you commit to a V-6, your trim-level choices narrow to two:
Premium Plus and Prestige. We like the Prestige trims sportier S-line
fascias and rocker panels. For $2800 ($2900 in the A7), it also
includes a laundry list of features, including blind-spot monitoring,
ambient lighting, and ventilated front seats. Avoid the Driver
Assistance package at all costs. Incorporating adaptive cruise with
automatic panic braking, lane-keeping assist, and other equipment,
this $2800 bundle is cheaper than running the car into a wall but has
the same effect: utter ruination.
We would also add the following equipment, bringing the total
MSRP to $62,695 for the A6 and $71,895 for the A7:
FullLLD headliqhLs ($^00)
SporL packaqe lor a lrmer suspension and spliLspoke wheels
in the standard 19-inch size ($1000 on the A7, $1500 on the A6)
Layered Oak 1rim ($500 on Lhe A6, $700 on Lhe A7)
Cold WeaLher packaqe lor Lhe heaLed sLeerinq wheel and rear
seats ($500)
S;,zp, and a Soo price bump from zo
to ' put the S; over our S8o,ooo base
price cap, which was the only thing pre-
venting its inclusion on this year's list.
Lven at these prices, though, the cars
are worth it. There are nocompromise
sports cars and no-compromise luxury
cars, but those sports cars typically com-
promise on comfort, and those luxury cars
frequently compromise on performance.
The Audis are genuine nocompromise
cars: They don't |ust ofer something for
everyone, they ofer everything for anyone
who can aford it.
10BEST BY
THE NUMBERS
NAPS TAKEN:
5
10BEST BY
THE NUMBERS
NAPS INTERRUPTED
BY THE SOUND
OF TREE TRUNKS
SNAPPING:
1
067
DOING IT RIGHT
By Jared Gall // As people who care more about computers than cars demand more integration of the
former into the latter, infotainment systems are becoming a huge deal. So huge, in fact, that infotain-
ment is generally accepted as a real word. Just this past year, NHTSA side-stepped into the fray, pub-
lishing suggestions regarding control operation, screen location, and smartphone integration. Audi,
on the other hand, has been rening infotainments exemplar for years. Its agship technology, MMI
touch, blends a central control knob with an array of hard buttons, soft buttons, disappearing buttons,
and even a ngertip sketch pad, making it the least frustrating infotainment system weve ever used.
10BEST DATA
ROUNDUP
BRAKING (700 mph, feet)
LONG:
Volkswagen GTI
187
MEDIAN:
170
SHORT:
Chevrolet Corvette
146
MEAN:
166
P
H
O
T
O
G
R
A
P
H
Y

B
Y

M
A
R
C

U
R
B
A
N
O
LARGE, IN CHARGE
More proof that touch screens
are not the answer. Poking at a
eld in the middle of the dash
requires far more focus than
does twirling a knob.
EXTREMELY LOUD? INCREDIBLY CLOSE
Ever notice how some radio stations are
louder than others? Or that your iPod is
quieter than the radio? Many infotainment
systems leave all the major functions
down on the center console but strand the
volume knob up on the center stack. But
here, just a small wrist ick separates the
major system controller from the volume
knob. Immediately below the volume knob
are the seek/skip buttons.
WRITE NOW
Normally, six virtual buttons
here call up the six radio presets.
When you want to enter a
destination, though, or use the
onboard internet connection
to look one up on Google, this
touchpad turns into a ngertip-
writing surface. That might
sound distracting, but MMI is
so good at discerning even the
most illegible, absent-minded
chicken scratch that it isnt.
HOT AND COLD
Capacitive touch systems
may look sleek, but how
far do you need to swipe
your nger to increase
temperature by ve
degrees? Here, you always
know: ve degrees, ve
clickstactile, audible,
Audi-spec clicks.
INNER CIRCLE
In each submenu, these
buttons take on different
functions as indicated by
labels in the corners of
the MMI screen.
ON SPEED DIAL
These hard buttons
immediately call up
the major submenus
navigation, phone,
car setup, radio, and
connected media.
067
068
.
01 . JANUARY _
TWENTY-FOURTEEN
. 201 4
.
CARandDRI VER.com
IN OUR
LONG-TERM TEST OF
A 2006 VOLKSWAGEN GTI
[DECEMBER 2007], WE
BROKE A REAR-SEAT CUP
HOLDER. REPLACEMENT
COST:
$121
VOLKSWAGEN GOLF/GTI
Mutiny on the high fees. by John Phillips
It doesnt matter whether our German
brothers dub it a Golf or a Rabbit or a pine
marten. What we have here, folks, is a win-
ner with momentum. This is the eighth
consecutive year that the VW Golf lineup,
the lone GTI, or both have earned 10Best
laurels. What Belushi and Aykroyd did for
rumpled black suits, Volkswagen has done
for hatchbacks.
Lven the starterkit fvedoor Golf auto-
matic is a piquant stew of nearfawless fun-
damentals, and you can slide your cheeks
into one for as little as $20,815. The TDI
turbo-diesel is the Earth Firsters happy
hummer, a torque weasel that will make
you feel marginally less guilty about cli-
mate change. With a manual shifter, a TDI
fvedoor starts at Sz6,ozo. Both of these
Golfs are gratifyingly balanced and com-
posed if very diferent in acceleration.
Their cabins are swathed in
uplevel materials and pleasing
surfaces. The unibody is a
Mason jar of airtight rigid-
ity. The suspension is
unfustered by scabrous
pavement. The steerings
efort builds naturally of
center. And the IP is dedi-
cated to the serious minded.
As weve said several times
before, the Golf remains an unlikely
partnership of practicality and refnement.
Rarely do economy cars so fervently reward
precise inputs. Rarely has an
econohatch been hobbled by
so few compromises.
Of course, its the driver-
focused GTI that is the wolf
in Wolfsburgs clothing. You
can own a fvedoor manual
Wolfsburg Edition GTI for only $25,915.
This little comet still defnes the hothatch
class it created way back in p;6, and it
still begs to be booted around like
a hacky sack. The damper cali-
brations feel like the out-
come of engineers who
really care, with roll gor-
geously controlled, yet the
ride remains creamy and
the brakes dont fade.
The taut GTI glides to
fame with one of automobile-
doms all-star drivelines: VWs
200-hp, rev-happy, turbocharged
2.0-liter inline-fourwith its delightful
punch of midrange torquemated to the
I like the GTI better than the Focus ST in
much the same way most adults prefer the sound
of vinyl to an MP3. Eddie Alterman

069
SPECI FI CATI ONS_
VOLKSWAGEN GOLF/GTI
VEHICLE TYPE: front-engine, front-wheel-
drive, 5-passenger, 5-door hatchback
BASE PRICE . . . . . . . . . . . . . . . $20,815$26,020
ENGINES: turbocharged and intercooled
DOHC 16-valve 2.0-liter diesel inline-4,
140 hp, 236 lb-ft; DOHC 20-valve 2.5-liter
inline-5, 170 hp, 177 lb-ft; turbocharged and
intercooled DOHC 16-valve 2.0-liter inline-4,
200 hp, 207 lb-ft
TRANSMISSIONS: 6-speed manual, 6-speed
dual-clutch automatic with manual shifting
mode, 6-speed automatic with manual
shifting mode
CURB WEIGHT . . . . . . . . . . . . . . . . . 31003200 lb
EPA CITY/HWY . . . . . . . . . . 2130/3042 mpg
optional paddle-shift dual-clutch DSG
automatic ($1100). Never has plaid felt so
fashionable or more happily been hustled.
Drive it to the Home Depot on Saturday
morning; enter an SCCA autocross at noon.
How unlikely is it for a car this basic to feel
so sophisticated, so mature, as if hatched in
Munich or Ingolstadt? One C/D editor
noted, The GTI pours itself down the
road, a fuid stream of disciplined control."
Okay, so thats not exactly Faulkner, but
were trying.
The GTI is not without pimples, of
course. We still wish its clutch and brake
pedals telegraphed slightly more info up the
drivers leg. On dry days with unlimited
downrange visibility, wed like to disable the
traction controlcompletely. If it were up to
us, wed redact a smidgen of the existing
understeer, and wed also undertake all of
our GTI motoring exclusively on summer
tires, right until the moment that two snow-
fakes coalesce above.
Its amazing that this sixth-gen Golf
landed on 10Best again, because its what
we call almost over, not yet out." The sev-
enth-gen Golfriding on the so-called
MQB platformwill arrive this spring. It
will be lighter, stronger, and longer by 2.2
inches, and in GTI spec, its engine should
be at least 10 horses healthier. Note also
that it will be assembled in Mexico for the
frst time since the thirdgen cars. We've
already sampled Euro-spec versions. They
again seem likely to become the canny gray
wolf that somehow gets dropped into a box
of Labrador puppiesbig toothsome bites
of fun in a scary-good way. (Thats not
Faulkner, either. More like the Columbus
Zoos Jack Hanna.)
HAVE I T OUR WAY_
A GTI in Candy White
is $25,915 with a stick or
$27,015 with the dual-
clutch automatic.
10BEST BY
THE NUMBERS
BAR TAB FOR
THE WEEK-
ENDING DINNER:
$836
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CHEVROLET SS
PRICE > $45,770
POWER > 415 hp
TORQUE > 415 lb-ft
WEIGHT > 3931 lb
C/D OBSERVED MPG > 17
078 comparo .
RAIN
SUPREME
SS MEETS SRT IN A
PRECIPITOUS BATTLE OF
MODERN-DAY MUSCLE.
by MIKE SUTTON
photography by DANIEL BYRNE
DODGE
CHARGER SRT8
PRICE > $55,150
POWER > 470 hp
TORQUE > 470 lb-ft
WEIGHT > 4371 lb
C/D OBSERVED MPG > 17
079
comparo
caranddriver.com
01. 2 014
080 .
tested in Chelsea, Michigan, by DYNO DON SHERMAN

VEHICLE
BASE PRICE
PRICE AS TESTED
DIMENSIONS
LENGTH
WIDTH
HEIGHT
WHEELBASE
FRONT TRACK
REAR TRACK
INTERIOR VOLUME
TRUNK
POWERTRAIN
ENGINE
POWER HP @ RPM
TORQUE LB-FT @ RPM
REDLINE
LB PER HP
DRIVELINE
TRANSMISSION
DRIVEN WHEELS
GEAR RATIO:1/
MPH PER 1000 RPM/
MAX MPH
AXLE RATIO:1
CHASSIS
SUSPENSION
BRAKES
STABILITY CONTROL
TIRES
C/D TEST RESULTS
ACCELERATION
030 MPH
060 MPH
0100 MPH
0150 MPH
1/4-MILE @ MPH
ROLLING START,
560 MPH
TOP GEAR,
3050 MPH
TOP GEAR,
5070 MPH
TOP SPEED
CHASSIS
BRAKING, 700 MPH
ROADHOLDING,
300-FT-DIA
SKIDPAD
610-FT SLALOM
WEIGHT
CURB
%FRONT/%REAR
CG HEIGHT
FUEL
TANK
RATING
EPA CITY/HWY
C/D 700-MILE TRIP
SOUND LEVEL
IDLE
FULL THROTTLE
70-MPH CRUISE
CHEVROLET
SS
$45,770
$45,770

195.5 inches
74.7 inches
57.9 inches
114.8 inches
62.6 inches
62.4 inches
F: 56 cubic feet
R: 51 cubic feet
16 cubic feet
pushrod 16-valve V-8,
376 cu in (6162 cc)
415 @ 5900
415 @ 4600
6000 rpm
9.5

6-speed automatic
rear
1
4.03/5.8/35
2
2.36/9.9/59
3
1.53/15.3/92
4
1.15/20.3/122
5
0.85/27.5/160
6
0.67/34.9/160
3.27
F: struts, coil
springs, anti-roll bar
R: multilink, coil
springs, anti-roll bar
F: 14.0-inch vented
disc
R: 12.7-inch disc
fully defeatable,
traction off,
competition mode
Bridgestone
Potenza RE050A
F: 245/40R-19 98Y
R: 275/35R-19 100Y
1.8 sec
4.5 sec
10.5 sec
28.6 sec
12.9 sec @ 111
5.1 sec
2.6 sec
3.1 sec
160 mph (gov ltd)

153 feet
0.95 g
43.7 mph

3931 pounds
52.6/47.4
21.5 inches

18.8 gallons
91 octane
14/21 mpg
17 mpg

45 dBA
82 dBA
71 dBA
DODGE
CHARGER SRT8*
$47,475
$55,150

200.3 inches
74.2 inches
58.3 inches
120.2 inches
63.4 inches
63.1 inches
F: 56 cubic feet
R: 51 cubic feet
16 cubic feet
pushrod 16-valve V-8,
391 cu in (6410 cc)
470 @ 6000
470 @ 4300
6250 rpm
9.3

5-speed automatic
rear
1
3.59/7.5/47
2
2.19/12.3/77
3
1.41/19.1/119
4
1.00/26.9/168
5
0.83/32.4/178

3.06
F: multilink, coil
springs, anti-roll bar
R: multilink, coil
springs, anti-roll bar
F: 14.2-inch vented,
grooved disc
R: 13.8-inch vented,
grooved disc
fully defeatable,
traction off,
launch control
Goodyear
Eagle F1 SuperCar
245/45ZR-20 99Y
1.7 sec
4.2 sec
9.9 sec
25.3 sec
12.6 sec @ 114
4.7 sec
2.6 sec
2.6 sec
178 mph (drag ltd)

152 feet
0.90 g
43.2 mph

4371 pounds
54.0/46.0
22.0 inches

19.1 gallons
91 octane
14/23 mpg
17 mpg

46 dBA
81 dBA
71 dBA
*
2
0
1
3

m
o
d
e
l
.
N
71 dBA
C
hevrolet laid its groundwork for the
new SS with a profle body for the
2013 NASCAR circuit. The racing
Chevy SS and the racing Iodge
Charger would have each been that
rarest of things: a V-8 rear-drive
Sprint Cup competitor modeled
after a V-8 rear-drive production
car. But the SS arrived |ust as Iodge
quit the series, so fans were cheated.
Instead, the speedway rivalry that never was has simply
moved out to the parking lot. The production SS squares of
here, on a rainy weekend, against the Iodge Charger SRT8. The
latter has strutted alone in Ietroit's arena of civilian rear
wheel-drive muscle sedans since 2009, when GM pulled Pon-
tiac's plug and with it the SS's excellent predecessor, the G8.
While both the Charger and SS are more sensible than their
twodoor siblings, the Challenger and the Camaro, these old
school tire smokers cement their relevance by not really giving
a damn about it.
Still, Chevrolet wants you to know that its new halo sedan
is the brand's frst reardrive fourdoor V8 in nearly zo years.
The SS is as American as can be for a Luroinspired car built in
Llizabeth, South Australia, which is absolutely nowhere near
Sydney or any place with a working telephone. Known as the
Holden Commodore SS in its home market, the Chevy SS is
GM's third attempt to domesticate one of its Australian
modelsafter the ill-fated Pontiac GTO coupe and G8 sedan.
The Commodore's current VI chassis so named for the
Aussie fashion of giving each new version of a model its own two-
letter code) has been updated from the VL structure that we
loved in the G8, but it's still similar to what's underneath the
stubbier Chevrolet Camaro and the stretched Caprice PPV
police cruiser. Additional aluminum in the suspension, sub-
frames, hood, and trunklid helps the SS shed more than 100
pounds from a comparable G8. GM paid special attention to
overall refnement and noise insulation, while a new electrical
system supports all of the company's latest safety and entertain-
ment gear, including the feared switch to electric power steering.
A lowvolume unicorn for the brand, the handful of SSs to
be imported will all be pretty much fully equipped and ready to
boogie for S,;;o, including a Soo gasguzzler fee slapped
on the sole enginea hp, 6.zliter LS V8. GM's six
speed 6L8o automatic is sadly the only transmission ofered.
Although a power sunroof Spoo) and a spare tire Soo) are
optional, the sporty suspension, Brembo front brakes, and
19-inch wheels with performance tires are all standard.
The Charger SRT8 was last updated in zoz. It's now a thor-
oughly modern muscle car, with a sinister mien, a ;ohp 6.
liter Hemi V8, driverad|ustable adaptive suspension, and even
larger Brembo brakes all around. The Charger also is auto-
maticonly, with |ust an old fvespeed unit until ZI's ubiqui-
tous eight-speed enters service.
Although budget Super Bee versions of the zo SRT start
at S,8o including Sooo in guzzler tax), the regular SRT is
Top: We leave it to you to
answer the question,
Are two grilles better than
one? Left and bottom: Even
muscle cars wear Brembos.
081
comparo
caranddriver.com
01. 2 014
082 .
E
$3000 more and closer to 50 grand when
equipped like the Chevrolet. Our test car
was a 2013 model mechanically identical to
the 2014 SRT; it blossomed from its $47,475
base price to $55,150 with the 2013-only
392 Edition appearance package ($2495),
as well as a Harman/Kardon audio system
($1995) and Laguna leather seats ($1495),
plus summer performance rubber and a
few electronic watchdogs and gizmos that
DODGE CHARGER SRT8
+ A Hemi V-8, classic Mopar
tude, user-friendly controls.
_
Brutal ride, feels massive,
muted steering, can get
expensive.
= A retro powerhouse proudly
short on grace.
The Chargers extra-strength Hemi
rumbles to life with authority and always
feels ready to overwhelm the rear Goodyears
with its 470 pound-feet of torque. Our best
runs happened without the cars launch-
control software and required a careful
throttle foot to optimize wheelspin. Get it
right and 60 mph passes in 4.2 seconds,
three ticks quicker than in the SS. A similar
gap exists at the quarter-mile mark (12.6 sec-
onds to 12.9), with the Charger reaching 114
mph to the Chevys 111. The momentum con-
tinues to a drag-limited 178 mph, long after
the SSs 160-mph governor kicks in.
While the SRT8s 0.90 g of grip on the
skidpad cant match the Chevrolets amaz-
ing o.pg efort, it did need one less foot to
stop from 70 mph (in a short 152 feet). It
almost tied the SSs speed in our slalom test
and returned the same 17-mpg average dur-
ing our 700-mile road trip. Recognizing the
are standard on the SS.
As chest-thumping totems for their
respective makes, these cars are here to
claim bragging rights. So, after the obliga-
tory burnouts, we headed for the last ves-
tiges of fall color in rain-soaked northern
Michigan to see which car best re-imagines
the great American performance sedan.
2. DODGE CHARGER SRT8
With roots in the DaimlerChrysler era, the
Charger, like the Chevy, has global genes.
(Its imported, too, from an assembly plant
in Ontario, Canada.) But as a proper Mopar,
the SRT8 is simply bigger and badder than
the Chevy ever will be.
The Dodge Charger SRT8 offers drivers a
plain-spoken layout, easy-to-understand
infotainment, and seats of purest butterscotch.
CHEVROLET SS
+ Excellent handling balance,
refned interior, great looks, an
LS3 V-8.
_
Limited availability, can
be mistaken for a Malibu, no
manual ofered.
= The gifted ofspring of a BMW
M and a Chevy Camaro SS.
importance of such fgures to owners,
Iodge includes a nifty performance meter
in the Charger's cluster, as well as cup
holderlike recesses in the underhood plas-
tic for lengthy driveway debates about
pushrods and engineblock paint.
The big Iodge looks the bruiser, too,
particularly with our pz's black accents and
darkened zoinch wheels. A numbered
badge on the console lends some exclusivity,
even though the black roof and rollers are
available on all SRTfettled Chargers. Com-
bined with the beat of a largedisplacement
V8, the SRT8 channels the oldtimey vibe
of the Pentastar's Nixonera classics.
But with p points separating it and the
SS, along with higher base and astested
prices, the Charger would need to actually
transport us back to Woodward Avenue in
its heyday to be considered the winner. At
; pounds, the Iodge is o pounds
heavier than the Chevy and feels every
ounce of it. Its dashboard is as wide as a Ram
pickup's, and the pinched windows and high
cowl amplify the sense of corpulence.
An overly stif suspension carries the
bulk. Body roll is tolerable and the ad|ust-
able dampers give tight control with auto,
sport, and track settings, but all the choices
are excessively frm. The stif legs unsettle
the chassis over sections of road that didn't
faze the Chevrolet. Along with hydrauli-
cally assisted steering that's somehow less
communicative than the SS's electric
setup, the Charger is a blunt weapon that
feels large and detached in rough use.
Iespite the intuitive touch screen,
heatedandcooled cup holders, and adap-
tive cruise control, the Iodge's inferiority
creeps into its cabin like a haze of burnt rub-
ber. Some of us preferred a few of the interi
ortrim fnishes and liked the comfort and
support of the thickly bolstered SRT seats,
but overall material quality and refnement
fall short of the overachieving Chevy's.
The SRT8's loudandproud character
is true to musclecar tradition, and that's
sufcient for many in the Mopar choir. But
the SS is simply the better car in every
other measure.
1. CHEVROLET SS
GM's exexecutive car guy Bob Lutz said the
Pontiac G8 was too good to waste and might
return to the U.S. someday as a Chevrolet,
and he did not lie. The SS is proof.
Largely inspired by the pp;zoo Lp
BMW series, the SS's Holden chassis is a
monument to sportssedan fundamentals.
Whereas the Charger bucks about and
struggles for grip on rough, twisty pave-
ment, the Chevrolet's nonad|ustable, one
sizeftsall suspension keeps it compliant
yet planted on sticky Bridgestones. The
accelerator pedal can ad|ust the car's cor-
nering attitude as efectively as the precise
steering, which progressively builds in
feedback and efort despite some numbness
oncenter. With plenty of confdence, the
SS's lateral grip bests not only that from
GM's last Cadillac CTSV, but the current
The Chevys interior is commensurate with
its greater chassis and engine renement. It
looks the business, because it is the business.
comparo
caranddriver.com
01. 2 014
084 . FI NAL RESULTS
RANK
M
a
x
i
m
u
m

p
o
i
n
t
s

a
v
a
i
l
a
b
l
e
VEHICLE
DRIVER COMFORT
ERGONOMICS
REAR-SEAT COMFORT
REAR-SEAT SPACE*
TRUNK SPACE*
FEATURES/AMENITIES*
FIT AND FINISH
INTERIOR STYLING
EXTERIOR STYLING
REBATES/EXTRAS*
AS-TESTED PRICE*
SUBTOTAL
POWERTRAIN
1/4-MILE ACCELERATION*
FLEXIBILITY*
FUEL ECONOMY*
ENGINE NVH
TRANSMISSION
SUBTOTAL
CHASSIS
PERFORMANCE*
STEERING FEEL
BRAKE FEEL
HANDLING
RIDE
SUBTOTAL
EXPERIENCE
FUN TO DRIVE
GRAND TOTAL
10
10
5
5
5
10
10
10
10
5
20
100
20
5
10
10
10
55
20
10
10
10
10
60
25
240
* These objective scores
are calculated from the
vehicles dimensions,
capacities, rebates and
extras, and/or test results.
C
h
e
v
r
o
l
e
t

S
S
D
o
d
g
e

C
h
a
r
g
e
r

S
R
T
8
10
9
5
5
5
5
9
9
10
0
20
87
19
4
10
9
9
51
20
8
9
9
9
55
23
216
9
9
4
5
5
10
8
8
7
0
16
81
20
4
10
9
7
50
19
6
7
8
7
47
19
197
1 2
Audi S6 and BMW M5 as well.
Much of the SSs poise is due to good
front-rear distribution of its 3931 pounds,
barely 100 more than the latest front-drive
Impala sedan with a V6. The frm brakes
feel more responsive managing the lower
mass, and the car changes direction more
assertively than Dodges freighter does.
Although the 6.zliter smallblock is
down 55 horsepower to the big Hemi, the
Chevys lighter weight and better traction
make it easier to launch at the test track and
|ust as quick as its rival out in the real world.
The 12.9-second quarter-mile pass is a solid
performance. A superior transmission
helps to hurry things, with the six-speed
shifting smoothly and never hunting for
the proper ratio. The SS still deserves a true
manual, but the 6L80s sport setting
wakes up the car without being annoying,
and the wheelmounted paddles click of
rev-matched downshifts that the Chargers
smaller, slipperier spoke toggles can't.
The Chevrolet is more pleasant to cruise
in, too, with great seats all around and pre-
miumlooking details. The SS doesn't have
the supercharged pull or the premium price
tag of the burly CTSV, but it feels like the
Caddy's equal in refnement and overall
quality. Chevy's latest MyLink interface
works well in the SS's sensible layout, which
no longer includes the odd, foreignmarket
quirks found in the old G8 and GTO.
While the LS gently rocks the car at
idle and emits a rowdy snarl from its pipes,
the SS lacks the Charger's outright swagger
on the street. Its classier and more
reserved in its athleticism, despite its pur-
poseful stance. Having to correct the unac-
quainted that this is not a fancy Malibu is
one of the SS drivers few irritants, along
with the cars limited availability. We
expect that Chevy will import only a cou-
ple thousand examples each year, priced
higher than the G8 ever was. After our time
in both comparo cars, though, the SSs 45
grand feels completely |ustifed.
The SS is a rare gem whose name under-
scores its well-deserved place in Chevys
heritage. It may not be made in America,
but the SS is perfectly at home here.
Thus equipped, the Dodge is up 55 horses,
55 pound-feet, and about 10 grand versus the
Chevy. But its the SS that feels $10,000 dearer.
Experience the difference
driving on TRUE winter tires.
1-800-981-3782
2013 Tire Rack
www.tirerack.com
Tire Racks Tire & Wheel Packages make it easy to change
your tires with the seasons. With winter tires mounted on
their own wheels, you can install the seasonal package
yourself when the weather changes.
Its easy to find one near your home or office and
your order can be shipped directly to an installer
location from one of our six strategically located
distribution centers.
TIRE + WHEEL
+ TPMS =
NOW OVER 8
,
000
INDEPENDENT RECOMMENDED INSTALLERS
DO IT
YOURSELF!
WINTER TIRE & WHEEL PACKAGES
Since 1979

Tire Buying
INSTALL DELIVER BUY RESEARCH
Now is the time to buy! Below are just a few of the special offers available this month.
See them all at www.tirerack.com/specials
To find out about special offers in the future, sign up for our emails at www.tirerack.com/email
OVER 500 MODELS
FROM 18 MANUFACTURERS
IN STOCK AND READY TO SHIP!
Tire Rebates and Special Offers
Pirelli Visa

Prepaid Card
Via mail-in rebate
WHEN YOU BUY 4 SELECT
PIRELLI WINTER TIRES FROM
NOV. 15
TH
- DEC. 31
ST
,

2013
Offer subject to availability and full terms and conditions.
Visit www.tirerack.com/specials for details.
WINTER CAR KIT &
Get A
$50
50
*
$
Buy 4 tires.
Get
Offer valid 9/1/13 - 12/31/13
*Receive a $50 Visa prepaid rebate card when you
purchase a set of four (4) Kumho Ecsta PA31, Ecsta
4X, Ecsta LX Platinum or Ecsta LE Sport tires from
in-stock inventory.
FOR THE WAY
YOU ROLL
Ofer Valid 10-1-13 to 12-31-13
$
80
With the
purchase of a
set of four select
Goodyear

tires.
GET REBATES UP TO
What About Installation?
www.tirerack.com/installer
Ship your order to their location
if you prefer then call to make
your installation appointment.
Find one near you!
www.tirerack.com/packages
TIRE & WHEEL
PACKAGES!
OVER 8,000 INDEPENDENT
RECOMMENDED INSTALLERS!
Arrives ready to bolt
on mounted and
balanced, with all
necessary hardware.
2013
Tire Rack 1-800-981-3782 www.tirerack.com
M-F 8am-8pm
SAT 9am-4pm
Hours
EST:
Four Main Circumferential Grooves
Increase steering ability in snow
Directional Tread Design
Enhances rain, slush and snow evacuation
3-D Zig-Zag Sipes
Upgrade traction in snow and on ice
Studless Ice and Snow
Coupes, Sedans, Minivans and Crossovers
Bridgestones NanoPro-Tech silica-enhanced tube
multicell compound has thousands of microscopic
tubes, cells, and bite particles uniformly distributed
to help wick away water from between the tire
and road, as well as provide extra traction in slush,
packed snow and on ice. T-Speed Rated
All8rlogestonetlresllsteoonthlspagemeettheseveresnowservlcepertormancestanoarosotthePubberManutacturersAssoclatlon(PMA)ano
the Pubber AssocMatMoR ot CaRaoa (PAC) tor sRow tractMoR, aRo are braRoeo wMth the mouRtaMR/sRowNake symbol. Duetothetractloncapabllltlesot
the 8lMzzak wMRter tMres, 8rMogestoRe recommeRos usMRg them oRly MR sets ot tour to provMoe the best haRolMRg characterMstMcs aRo tMre pertormaRce.
Performance Winter / Snow
Sports Cars, Sporty Coupes and
Performance Sedans
Featuring a directional tread design comprised
of stepped independent tread blocks employing
Lamellen sipes, Blizzak LM-32 tires combine
hydroplaning resistance on wet and slush-
covered roads with enhanced traction in snow
and on ice. H-, V- or W-Speed Rated
Performance Winter / Snow
Sports Cars, Sporty Coupes and
Luxurious Performance Sedans
The high silica tread compound is molded
into a directional tread design made up of
independent tread blocks featuring 3-D
zig-zag sipes to combine durability and
handling with traction on winters dry, wet
and snow-covered roads. H-Speed Rated
Studless Ice and Snow
Pickups, Crossover
Vehicles and SUVs
The Multicell Z compound features microscopic tubes
and cells to absorb the thin lm of water that forms as
tires run over packed snow and ice, while micro bite
particles contribute to the edge eect that improves
grip in wintry conditions.
R-Speed Rated
Ask about our Tire Road
Hazard Service Program
2013
Tire Rack 1-800-981-3782 www.tirerack.com
M-F 8am-8pm
SAT 9am-4pm
Hours
EST:


Asymmetric tread pattern blends dry road
handling with foul-weather traction.
High-void central and inboard shoulder blocks
separated by inclined longitudinal grooves provide
swift removal of water, slush and snow.
High-density zigzag sipes oer multiple gripping
edges to promote packed snow and ice traction.
Advanced high-tech winter tread compound

remains exible in freezing and near-freezing
temperatures to enhance cold weather traction.
Low-void outboard shoulder blocks tied
together by elevated lateral grooves increase
dry road steering response and stability.
Call or visit tirerack.com/continental
for up-to-date pricing and availability
Install ExtremeWinterContact in sets of four only.
Due to the wintertime traction capabilities of the
ExtremeWinterContact, Continental recommends using
ExtremeWinterContact only in sets of four to provide the
best handling characteristics and tire performance.
ExtremeWinterContact tires meet the industrys severe snow service requirements and
are branded with the mountain/snowake symbol.
Developed for the drivers of coupes, sedans and minivans, as well as
pickups, crossovers and SUVs looking for traction on winters clear,
cold, slushy, snow-covered and icy roads, the ExtremeWinterContact
is designed to deliver serious performance in bitter winter weather.
185/ 55 R- 15
185/ 65 R- 15
XL

195/ 60 R- 15
XL

195/ 65 R- 15
XL

205/ 60 R- 15
205/ 65 R- 15
205/ 55 R- 16
XL

205/ 60 R- 16
XL

215/ 55 R- 16
XL

215/ 60 R- 16
XL

215/ 65 R- 16
XL

215/ 70 R- 16
225/ 55 R- 16
XL

225/ 65 R- 16
205/ 50 R- 17
XL

215/ 45 R- 17
215/ 55 R- 17
XL

215/ 60 R- 17
225/ 45 R- 17
XL

225/ 55 R- 17
XL

225/ 60 R- 17
225/ 65 R- 17
235/ 45 R- 17
235/ 55 R- 17
XL

235/ 65 R- 17
XL

245/ 65 R- 17
Available Sizes
Studless Ice and Snow
Ask about our Tire Road
Hazard Service Program
2013
Tire Rack 1-800-981-3782 www.tirerack.com
M-F 8am-8pm
SAT 9am-4pm
Hours
EST:
ENKEI PERF. SVX
18 20
STARTING AT
$
180 ea.
ENKEI PERF. IMOLA
17 18
STARTING AT
$
138 ea.
ENKEI PERF. BR7
16 17 18
STARTING AT
$
128 ea.
MODA MD14
16 17 18
STARTING AT
$
112 ea.
SPORT EDITION A7
15 16 17 18
STARTING AT
$
85 ea.
SPORT EDITION CS1
14 15 16 17
STARTING AT
$
78 ea.
SPORT EDITION A8
17 18
STARTING AT
$
109 ea.
BRAKES SUSPENSION
RIAL SALERNO silver
16 17 18
STARTING AT
$
124 ea.
MSW TYPE 25 matte grey
15 16 17 18
STARTING AT
$
89 ea.
MSW TYPE 22 black
14 15 16 17
STARTING AT
$
90 ea.
MSW TYPE 14 silver
14 15 16 17 18
STARTING AT
$
78 ea.
ANZIO VISION
14 15 16 17 18
STARTING AT
$
95 ea.
ENKEI PERFORMANCE RSF5
15 16 17 18
STARTING AT
$
120 ea.
MODA MD17
16 17 18
STARTING AT
$
100 ea.
BBS SR anthracite
16 17 18
STARTING AT
$
175 ea.
ASA GT5 silver
17 18
STARTING AT
$
159 ea.
O.Z. FORMULA HLT matte grey
17 18 optional cap incl.
STARTING AT
$
289 ea.
A HUGE SELECTION OF OVER 950 DIFFERENT WHEELS
ANZIO TURN black
14 15 16 17 18
STARTING AT
$
87 ea.
ANZIO LIGHT bright silver
14 15 16 17
STARTING AT
$
84 ea.
See Them On Your Vehicle!
Visit the Upgrade Garage
at www.tirerack.com.
Experience one-click
access to everything
that ts your vehicle,
and keep a wishlist of
your favorites.
What About TPMS?
If your vehicle came equipped with a
direct tire pressure monitoring system,
we can assist you in selecting wheels that are
compatible with its sensors. We also offer an
extra set of sensors for all TPMS systems, so
your tire and wheel package
can arrive with sensors
already installed.
Want More Info?
Call and talk to our highly
trained experts.
2013
Tire Rack 1-800-981-3782 www.tirerack.com
M-F 8am-8pm
SAT 9am-4pm
Hours
EST:
Prices Subject to Change
Prices Vary by Application
MSW TYPE 19 silver
14 15 16 17 18
STARTING AT
$
79 ea.
SPARCO ASSETTO GARA
16 17 18
STARTING AT
$
109 ea.
O.Z. ITALIA 150
17 18 19
STARTING AT
$
246 ea.
O.Z. ALLEGGERITA HLT
16 17 18
STARTING AT
$
259 ea.
Proud Sponsor of
Tire Racks Winter Tire & Wheel Packages make changing to winter tires easy and efcient.
With winter tires mounted on their own wheels, you can install a seasonal package yourself at your convenience.
These high quality, vehicle-specic, exact tments arrive ready to bolt on your vehicle.
READY-TO-BOLT-ON
DUNLOP
SP WINTER
SPORT 4D
MICHELIN
PRIMACY
ALPIN PA3
CONTINENTAL
EXTREMEWINTER
CONTACT
MICHELIN
PILOT ALPIN PA4
DUNLOP
WINTER MAXX
GENERAL
ALTIMAX
ARCTIC
PIRELLI
WINTER
SOTTOZERO
MICHELIN
X-ICE Xi3
GOODYEAR
ULTRA GRIP
ICE WRT
PIRELLI
SCORPION
WINTER
BRIDGESTONE
BLIZZAK DM-V1
BRIDGESTONE
BLIZZAK LM-32
BRIDGESTONE
BLIZZAK WS70
FIRESTONE
WINTERFORCE
Sample
Tire & Wheel
Packages
Build your own package at
tirerack.com/snow
205/ 50 R- 17 $ 173
225/ 45 R- 17
XL
215
245/ 50 R- 17 $ 238
245/ 45 R- 18 288
255/ 40 RF- 20 $404
285/ 35 RF- 20 444
Blizzak LM-25 RFT (Runat)
235/ 45 R- 17
X
$ 174
235/ 50 R- 17 172
235/ 55 R- 17
XL
170
245/ 40 R- 17 186
225/ 45 R- 18
XL
199
P 225/ 60 R- 18 144
235/ 50 R- 18
XL
217
245/ 40 R- 18
XL
205
255/ 40 R- 18
X
$ 168
265/ 35 R- 18
XL
189
275/ 35 R- 18 157
225/ 40 R- 19 168
255/ 35 R- 19
XL
256
255/ 50 R- 19
XL
248
265/ 35 R- 19 253
275/ 45 R- 19
XL
227
245/ 40 R- 20 $202
255/ 50 R- 20
XL
280
RFT (Runat)
195/ 55 R- 16 $ 158
205/ 45 R- 17 180
225/ 40 R- 18 240
235/ 55 R- 18 257
255/ 55 R- 18
XL
289
Blizzak LM-60
205/ 55 R- 16
X
$ 135
215/ 45 R- 17
XL
163
225/ 45 R- 17
XL
167
225/ 40 R- 18
XL
194
225/ 50 R- 18 210
235/ 40 R- 18
XL
200
235/ 45 R- 18
XL
219
245/ 45 R- 18
XL
226
255/ 40 R- 18
XL
217
255/ 45 R- 18
X
$ 234
275/ 35 R- 18 264
225/ 40 R- 19 246
225/ 45 R- 19
XL
233
245/ 40 R- 19
XL
264
255/ 35 R- 19
XL
287
265/ 35 R- 19
XL
300
275/ 35 R- 19 315
275/ 40 R- 19 306
245/ 40 R- 20 $308
245/ 40 R- 20 325
245/ 45 R- 20 291
255/ 35 R- 20
XL
327
295/ 35 R- 20
XL
409
RFT (Runat)
225/ 55 R- 17 $ 194
Blizzak LM-32
215/ 70 R- 15 $ 105
235/ 75 R- 15 115
215/ 70 R- 16 121
225/ 70 R- 16 122
P 225/ 75 R- 16 115
235/ 60 R- 16 132
235/ 70 R- 16 128
245/ 70 R- 16 132
P 245/ 75 R- 16 124
275/ 70 R- 16 146
215/ 70 R- 17 124
235/ 65 R- 17
XL
130
P 235/ 70 R- 17
XL
129
P 235/ 75 R- 17 134
245/ 65 R- 17 139
P 245/ 70 R- 17 $ 132
245/ 75 R- 17 141
255/ 60 R- 17 157
P 255/ 65 R- 17 147
265/ 65 R- 17 157
265/ 70 R- 17 154
235/ 55 R- 18 154
235/ 60 R- 18
XL
155
235/ 65 R- 18 161
245/ 60 R- 18 162
P 255/ 65 R- 18 173
P 255/ 70 R- 18 152
265/ 60 R- 18 176
265/ 65 R- 18 180
P 265/ 70 R- 18 159
P 275/ 65 R- 18 $ 185
285/ 60 R- 18 191
225/ 55 R- 19 151
P 255/ 60 R- 19 188
275/ 45 R- 19
XL
207
P 245/ 50 R- 20 188
P 245/ 60 R- 20 195
255/ 45 R- 20 201
P 265/ 50 R- 20 193
275/ 45 R- 20
XL
218
P 275/ 60 R- 20 207
275/ 50 R- 22 255
P 285/ 45 R- 22 254
Blizzak DM-V1
LT 215/ 85 R- 16
E
$ 155
LT 225/ 75 R- 16
E
155
LT 245/ 75 R- 16
E
$167
LT 265/ 75 R- 16
E
171
LT 245/ 70 R- 17
E
$182
LT 265/ 70 R- 17
E
193
Blizzak W965
175/ 65 R- 14
XL
$ 87
185/ 65 R- 14 84
145/ 65 R- 15 77
155/ 60 R- 15 83
175/ 55 R- 15 93
195/ 55 R- 15 $ 89
205/ 60 R- 15 91
185/ 55 R- 16
XL
107
195/ 60 R- 16 92
205/ 50 R- 16 121
225/ 55 R- 16 $127
235/ 60 R- 16 117
245/ 50 R- 18
XL
131
Blizzak WS60
175/ 65 R- 15 $ 81
185/ 60 R- 15 85
185/ 65 R- 15 86
195/ 60 R- 15 88
195/ 65 R- 15 89
205/ 65 R- 15 96
215/ 70 R- 15 93
185/ 55 R- 16
XL
112
195/ 55 R- 16
XL
117
205/ 55 R- 16 119
205/ 60 R- 16 102
205/ 65 R- 16 102
215/ 55 R- 16 123
215/ 60 R- 16 106
215/ 65 R- 16 $105
225/ 60 R- 16 112
225/ 65 R- 16 107
235/ 65 R- 16 117
205/ 50 R- 17
XL
134
215/ 45 R- 17 144
215/ 50 R- 17
XL
154
215/ 55 R- 17 128
215/ 60 R- 17 114
215/ 65 R- 17 111
225/ 45 R- 17 157
225/ 50 R- 17 160
225/ 55 R- 17 132
225/ 60 R- 17 120
225/ 65 R- 17 $ 119
235/ 45 R- 17 169
235/ 55 R- 17 144
235/ 60 R- 17 124
235/ 65 R- 17 125
245/ 45 R- 17 173
P 215/ 55 R- 18 165
225/ 40 R- 18 173
225/ 45 R- 18 159
225/ 60 R- 18 147
235/ 40 R- 18
XL
187
245/ 40 R- 18 188
245/ 50 R- 18
XL
178
Blizzak WS70
185/ 65 R- 15
XL
$ 76
195/ 60 R- 15
XL
76
205/ 60 R- 16
XL
88
225/ 65 R- 16 $ 104
205/ 50 R- 17
XL
119
215/ 45 R- 17 141
225/ 65 R- 17 $123
235/ 55 R- 17
XL
141
ExtremeWinterContact
235/ 40 R- 19 $ 284 265/ 40 R- 19 $ 312
ContiWinterContact TS830 P
215/ 65 R- 16 $ 98
225/ 45 R- 18 152
225/ 50 R- 18 157
225/ 55 R- 18 157
235/ 45 R- 18 $ 157
235/ 55 R- 18 139
235/ 65 R- 18 143
245/ 60 R- 18 145
245/ 55 R- 19 $161
245/ 50 R- 20 173
Ultra Grip Ice WRT
265/ 60 R- 17 $ 156 P 225/ 60 R- 18 $ 156
Eagle Ultra Grip GW-3
195/ 55 R- 16 $ 133
Eagle Ultra Grip GW-3 RunOnFlat
205/ 55 R- 16 $ 146
ContiWinterContact TS830 P ContiSeal
225/ 60 R- 17 $ 139
Blizzak LM-50
RFT (Runat) 265/ 45 R- 21 $ 337
Blizzak DM-Z3
235/ 55 R- 18 $ 225
Blizzak LM-25
4X4 RFT (Runat)
225/ 70 R- 16 $ 109
265/ 65 R- 17 142
P 255/ 70 R- 18 $137
P 265/ 60 R- 18 158
P 265/ 65 R- 18 $ 162
P 275/ 55 R- 20 181
Ultra Grip Ice WRT SUV (studdable $15/tire)
175/ 65 R- 14 $ 64
175/ 70 R- 14 63
185/ 60 R- 14 68
185/ 65 R- 14 68
185/ 60 R- 15 73
195/ 55 R- 15 $ 83
205/ 60 R- 15 77
205/ 70 R- 15 72
215/ 70 R- 15 74
235/ 75 R- 15 86
235/ 65 R- 16 $ 99
215/ 65 R- 17 100
225/ 55 R- 17 116
235/ 60 R- 18
XL
145
245/ 55 R- 19 150
Ultra Grip Winter (studdable $15/tire)
255/ 50 R- 21 $ 419
Ultra Grip
Performance 2
RunOnFlat 225/ 40 R- 18
X
$ 188
Ultra Grip
Performance 2
LT 265/ 70 R- 17
E
$ 170
Ultra Grip Ice WRT LT (studdable $15/tire)
P 255/ 65 R- 18 $ 158
Ultra Grip Ice
255/ 55 R- 18
X
$ 237
Ultra Grip SUV
RunOnFlat
Many winter tires have limited availability. Order now for best selection!
14 Chevrolet Camaro SS
18x8 Anzio Turn
235/60R-18 Pirelli Winter Carving Edge
XL
Total Package Price: $1,244
Optional Set of TPMS Sensors: $196
13 Honda Fit Sport
14x6 New Steel Wheels w/Covers
185/70R-14 Dunlop Winter Maxx
Total Package Price: $468
Optional Set of TPMS Sensors: $132
14 Nissan Altima 3.5 S
16x7 MSW Type 22
205/65R-16 Bridgestone Blizzak WS70
Total Package Price: $768
185/ 70 R- 14 $ 60
185/ 60 R- 15 65
185/ 65 R- 15 70
195/ 55 R- 15 85
195/ 65 R- 15 70
205/ 60 R- 15 72
205/ 65 R- 15 73
205/ 70 R- 15 67
215/ 70 R- 15 75
205/ 55 R- 16 90
205/ 60 R- 16 80
215/ 55 R- 16 $ 95
215/ 60 R- 16 84
215/ 65 R- 16 89
225/ 55 R- 16 110
225/ 60 R- 16 92
225/ 70 R- 16 92
235/ 60 R- 16 103
235/ 70 R- 16 98
235/ 75 R- 16 102
245/ 75 R- 16 98
265/ 75 R- 16 106
205/ 50 R- 17
X
$ 107
215/ 45 R- 17 114
215/ 50 R- 17 113
215/ 60 R- 17 113
215/ 65 R- 17 113
225/ 45 R- 17 119
235/ 55 R- 17 132
245/ 65 R- 17 126
245/ 70 R- 17 117
265/ 65 R- 17 137
265/ 70 R- 17 130
AltiMAX Arctic (studdable $15/tire)
LT 235/ 85 R- 16
E
$ 136
LT 235/ 80 R- 17
E
155
LT 245/ 70 R- 17
E
$156
LT 285/ 70 R- 17
D
190
AltiMAX Arctic LT (studdable $15/tire)
Pricing Effective December 1-31, 2013
Prices Subject to Change 1-800-981-3782 www.tirerack.com
M-F 8am-8pm
SAT 9am-4pm
Hours
EST:
2013
Tire Rack
4 tires and 4 wheels, mounted and balanced
Free scratchless mounting and free Hunter Road Force balancing
All necessary hardware at no extra cost!
An extra set of TPMS sensors is also available for most
systems, and can arrive pre-installed on your package!
Package
Includes
What About
TPMS?
LT 215/ 85 R- 16
E
$ 139
LT 225/ 75 R- 16
E
138
LT 235/ 85 R- 16
E
158
LT 245/ 75 R- 16
E
157
LT 265/ 75 R- 16
E
$ 154
LT 225/ 75 R- 17
E
144
LT 235/ 80 R- 17
E
161
LT 245/ 70 R- 17
E
162
LT 245/ 75 R- 17
E
$162
LT 255/ 75 R- 17
C
169
LT 275/ 65 R- 18
E
205
Winterforce LT (studdable $15/tire)
P 155/ 80 R- 13 $ 47
175/ 70 R- 13 51
175/ 65 R- 14 65
185/ 60 R- 14 68
185/ 65 R- 14 69
185/ 70 R- 14 57
P 185/ 75 R- 14 54
195/ 70 R- 14 60
P 195/ 75 R- 14 57
205/ 70 R- 14 60
215/ 70 R- 14 63
185/ 60 R- 15 $ 68
185/ 65 R- 15 72
195/ 60 R- 15 72
195/ 65 R- 15 76
205/ 60 R- 15 74
205/ 65 R- 15 76
P 205/ 75 R- 15 61
215/ 60 R- 15 80
215/ 65 R- 15 77
215/ 70 R- 15 64
205/ 55 R- 16 94
205/ 60 R- 16 $ 79
215/ 55 R- 16 97
P 225/ 50 R- 16 98
225/ 60 R- 16 93
225/ 50 R- 17 129
225/ 55 R- 17 106
225/ 60 R- 17 102
235/ 55 R- 17 108
225/ 60 R- 18 112
Winterforce (studdable $15/tire)
P 215/ 75 R- 15 $ 76
225/ 70 R- 15 82
P 225/ 75 R- 15 81
P 235/ 70 R- 15 89
P 235/ 75 R- 15
XL
91
215/ 65 R- 16 97
P 215/ 70 R- 16 $87
P 225/ 70 R- 16 93
P 225/ 75 R- 16
XL
93
P 235/ 65 R- 16 104
P 235/ 70 R- 16
XL
99
P 245/ 75 R- 16 101
P 255/ 70 R- 16 $ 107
P 265/ 70 R- 16 111
P 235/ 65 R- 17 124
245/ 65 R- 17 131
P 245/ 70 R- 17 112
P 265/ 70 R- 17 114
Winterforce UV (studdable $15/tire)
185/ 65 R- 14 $ 70
145/ 65 R- 15 85
175/ 60 R- 15 98
185/ 60 R- 15 72
195/ 55 R- 15 $ 88
205/ 60 R- 15 80
205/ 65 R- 15 80
175/ 60 R- 16 88
225/ 55 R- 17 $ 121
225/ 50 R- 18 148
235/ 45 R- 18 147
235/ 40 R- 19
XL
180
Graspic DS-3
195/ 65 R- 15 $ 88
205/ 55 R- 16 102
215/ 65 R- 16 114
215/ 50 R- 17
XL
150
215/ 55 R- 17
XL
145
225/ 45 R- 17 156
225/ 55 R- 17 145
235/ 55 R- 17
XL
166
235/ 65 R- 17
XL
144
245/ 40 R- 17
XL
177
245/ 45 R- 17
XL
171
235/ 40 R- 18
X
$ 208
235/ 45 R- 18 206
245/ 40 R- 18
XL
239
255/ 40 R- 18 234
265/ 35 R- 18
XL
265
265/ 45 R- 18 245
235/ 45 R- 19
XL
202
235/ 50 R- 19 201
245/ 45 R- 19
XL
230
255/ 35 R- 19
XL
285
265/ 50 R- 19
XL
225
255/ 35 R- 20
X
$ 330
265/ 35 R- 20
XL
305
265/ 40 R- 20
XL
244
275/ 30 R- 20
XL
320
275/ 45 R- 20
XL
241
275/ 35 R- 21
XL
368
DSST (RunOnFlat)
195/ 55 R- 16 $ 126
225/ 45 R- 17 190
225/ 55 R- 17
XL
188
245/ 45 R- 18
XL
265
SP Winter Sport 3D
175/ 70 R- 13 $ 59
175/ 65 R- 14 74
175/ 70 R- 14 67
185/ 60 R- 14 76
185/ 65 R- 14 72
185/ 60 R- 15 81
185/ 65 R- 15 81
195/ 60 R- 15 82
195/ 55 R- 16
XL
$ 99
205/ 55 R- 16
XL
99
205/ 65 R- 16 94
215/ 55 R- 16
XL
107
215/ 60 R- 16
XL
99
225/ 60 R- 16
XL
100
205/ 50 R- 17 121
225/ 45 R- 17
XL
139
235/ 45 R- 17
X
$ 146
245/ 45 R- 17
XL
151
225/ 55 R- 18 149
235/ 50 R- 18
XL
159
255/ 45 R- 18
XL
166
245/ 45 R- 19 179
Winter Maxx
215/ 45 R- 17
X
$ 145
235/ 45 R- 18
XL
207
SP Winter
Sport M3
225/ 45 R- 17
X
$ 169
225/ 50 R- 17 175
225/ 55 R- 17
XL
164
235/ 55 R- 17 $ 169
225/ 40 R- 18
XL
198
225/ 45 R- 18
XL
189
235/ 45 R- 18
X
$ 205
235/ 50 R- 18 228
245/ 40 R- 18
XL
234
SP Winter Sport 4D
205/ 55 R- 16 $ 148
225/ 50 R- 17 184
SP Winter
Sport M3 ROF
205/ 70 R- 16 $ 85
Grandtrek SJ6
255/ 50 R- 19
X
$ 220
Grandtrek WT M3
255/ 55 R- 18
X
$ 262
Grandtrek WT
M3 ROF
215/ 70 R- 16
X
$ 120
225/ 70 R- 16
XL
118
245/ 70 R- 16
XL
134
235/ 55 R- 17
XL
163
235/ 65 R- 17
XL
149
245/ 65 R- 17
XL
155
235/ 50 R- 18
XL
183
235/ 55 R- 18
X
$ 186
235/ 60 R- 18
XL
199
255/ 55 R- 18
XL
208
225/ 55 R- 19 172
275/ 45 R- 19
XL
270
245/ 45 R- 20
XL
289
255/ 45 R- 20
XL
293
255/ 50 R- 20
X
$ 305
265/ 45 R- 20
XL
325
275/ 45 R- 21
XL
329
295/ 35 R- 21
XL
348
RFT (Runat)
255/ 55 R- 18
X
$ 232
Scorpion Winter
195/ 45 R- 16
XL
$ 89
Winter Snowcontrol Serie II
195/ 55 R- 16 $ 112
195/ 60 R- 16 110
235/ 50 R- 17
XL
197
235/ 50 R- 18
XL
218
245/ 45 R- 18
XL
212
255/ 35 R- 18
XL
238
255/ 45 R- 18 $ 255
285/ 40 R- 18 348
245/ 35 R- 19
XL
287
285/ 35 R- 19
XL
355
285/ 40 R- 19 338
285/ 30 R- 20
XL
436
305/ 35 R- 20 $ 510
RFT (Runat)
205/ 50 R- 17 $ 187
275/ 35 R- 19
XL
385
Winter Sottozero
215/ 55 R- 16 $ 132
215/ 55 R- 16
XL
134
215/ 65 R- 16 129
215/ 50 HR- 17
XL
166
215/ 50 VR- 17
X
$ 173
225/ 55 H R- 17 173
225/ 55 VR- 17
XL
188
235/ 45 R- 17
XL
169
235/ 45 R- 17
X
$ 177
245/ 40 R- 18
XL
225
RFT (Runat)
225/ 45 R- 17 $ 198
Winter Sottozero 3
175/ 65 R- 15 $ 83
Winter Snowcontrol
195/ 50 R- 16 $ 132
265/ 35 R- 18
XL
250
Winter Snowsport
205/ 55 R- 16 $ 125
205/ 55 R- 16
XL
149
225/ 50 R- 16
XL
174
205/ 45 R- 17
XL
166
205/ 55 R- 17
XL
142
205/ 55 R- 17 168
215/ 45 R- 17
XL
170
215/ 50 R- 17 152
225/ 45 H R- 17
XL
183
225/ 45 VR- 17
XL
184
225/ 50 R- 17 162
235/ 45 R- 17
XL
199
235/ 50 R- 17 206
245/ 45 R- 17
XL
191
245/ 55 R- 17 215
215/ 45 R- 18
XL
187
225/ 45 R- 18
XL
193
235/ 40 R- 18
XL
225
235/ 45 R- 18 208
245/ 50 R- 18 230
265/ 40 R- 18 255
265/ 45 R- 18 294
275/ 45 R- 18 330
295/ 35 R- 18 $317
235/ 35 R- 19 280
235/ 40 R- 19 268
235/ 50 R- 19 280
255/ 35 R- 19
XL
281
255/ 35 ZR- 19
XL
340
255/ 40 R- 19
XL
255
255/ 45 R- 19
XL
276
265/ 35 R- 19
XL
392
285/ 30 R- 19
XL
376
285/ 35 R- 19 313
285/ 40 R- 19
XL
337
295/ 30 R- 19
XL
330
295/ 35 R- 19 374
235/ 45 R- 20
XL
309
245/ 35 R- 20 343
245/ 35 ZR- 20
XL
421
245/ 40 R- 20
XL
361
255/ 40 R- 20
XL
383
265/ 45 R- 20
XL
431
275/ 35 ZR- 20
XL
468
275/ 40 R- 20
XL
495
285/ 35 R- 20
XL
419
285/ 35 R- 20
X
$ 474
295/ 30 R- 20 375
295/ 30 ZR- 20
XL
489
RFT (Runat)
205/ 55 R- 16 $ 146
205/ 55 R- 17 188
225/ 45 R- 17 205
225/ 50 R- 17 200
225/ 40 R- 18
XL
237
225/ 45 R- 18 221
225/ 45 HR- 18
XL
243
225/ 45 VR- 18
XL
232
245/ 35 R- 18
XL
326
245/ 45 R- 18
XL
274
255/ 35 R- 18
XL
305
255/ 40 R- 18 261
275/ 40 R- 18
XL
379
225/ 40 R- 19 280
245/ 45 R- 19
XL
306
255/ 35 R- 19 348
275/ 40 R- 19 398
245/ 40 R- 20
XL
448
275/ 35 R- 20
XL
545
Winter Sottozero Serie II
195/ 45 R- 16
XL
$ 98 RFT (Runat)
195/ 55 R- 16 $126
Winter Snowcontrol Serie 3
175/ 65 R- 14 $ 76
175/ 70 R- 14 71
185/ 60 R- 14 84
185/ 65 R- 14 81
185/ 60 R- 15
XL
85
195/ 65 R- 15 101
205/ 55 R- 16
XL
108
205/ 60 R- 16
XL
119
215/ 55 R- 16
XL
127
215/ 60 R- 16
XL
110
215/ 65 R- 16 115
225/ 55 R- 16
XL
120
235/ 60 R- 16 126
225/ 45 R- 17
XL
144
225/ 50 R- 17
XL
159
225/ 65 R- 17
XL
122
235/ 45 R- 17
X
$ 150
235/ 55 R- 17 151
235/ 55 R- 17
XL
149
235/ 65 R- 17
XL
144
245/ 45 R- 17
XL
159
225/ 55 R- 18
XL
161
235/ 55 R- 18
XL
164
235/ 60 R- 18
XL
172
245/ 40 R- 18
XL
187
245/ 50 R- 18 189
255/ 55 R- 18
XL
183
255/ 60 R- 18
XL
187
235/ 55 R- 19
XL
186
255/ 40 R- 19
XL
226
255/ 50 R- 19
XL
218
265/ 50 R- 19
XL
215
275/ 45 R- 19
X
$ 236
265/ 50 R- 20
XL
232
275/ 40 R- 20
XL
249
275/ 45 R- 20
XL
272
275/ 45 R- 21 314
295/ 40 R- 21
XL
347
RFT (Runat)
225/ 50 R- 17
X
$ 183
245/ 50 R- 18
XL
212
245/ 45 R- 19
XL
244
275/ 40 R- 19
XL
278
245/ 40 R- 20
XL
266
275/ 35 R- 20
XL
299
275/ 40 R- 20
XL
299
315/ 35 R- 20
XL
342
Winter Carving Edge (studdable $15/tire)
225/ 55 R- 18 $ 214
255/ 55 R- 18
XL
205
Latitude Alpin
P 235/ 75 R- 15
X
$ 115
215/ 70 R- 16 129
235/ 65 R- 16 147
235/ 70 R- 16 154
265/ 70 R- 16 148
245/ 65 R- 17 145
245/ 70 R- 17 155
265/ 70 R- 17 $ 158
235/ 65 R- 18 196
245/ 60 R- 18 204
255/ 55 R- 18
XL
179
255/ 65 R- 18 197
265/ 65 R- 18 228
235/ 55 R- 19 228
255/ 50 R- 19
X
$ 261
255/ 55 R- 19
XL
242
P 255/ 60 R- 19 222
245/ 50 R- 20 222
275/ 55 R- 20 175
Latitude X-Ice Xi2
235/ 40 R- 18 $ 264
255/ 40 R- 18 292
265/ 40 R- 18
X
$ 300
295/ 35 R- 18 300
Pilot Alpin PA2
225/ 50 R- 17 $ 189
Pilot Alpin
PA2 ZP (Runat)
195/ 55 R- 16 $ 146
205/ 55 R- 16 182
225/ 45 R- 17 233
Primacy Alpin
PA3 ZP (Runat)
245/ 45 R- 17
X
$ 243
235/ 40 R- 18
XL
245
235/ 45 R- 18
X
$ 219
255/ 45 R- 19 246
285/ 40 R- 19 $327
Pilot Alpin PA3
225/ 40 R- 18
X
$ 245
245/ 40 R- 18
XL
266
245/ 45 R- 18
X
$ 263
245/ 50 R- 18
XL
272
245/ 40 R- 19
X
$ 332
255/ 35 R- 19
XL
337
Pilot Alpin PA4
235/ 40 R- 19 $ 325
265/ 40 R- 19 347
245/ 35 R- 20 $335
295/ 30 R- 20 410
Pilot Alpin PA4 N-Spec for Porsche
175/ 70 R- 14 $ 87
X-Ice Xi2
175/ 65 R- 15
XL
$ 96
185/ 60 R- 15
XL
103
195/ 55 R- 15
XL
120
195/ 60 R- 15
XL
102
195/ 65 R- 15
XL
103
205/ 60 R- 15
XL
118
205/ 65 R- 15
XL
110
205/ 70 R- 15 99
215/ 70 R- 15 122
205/ 50 R- 16
XL
145
205/ 55 R- 16
XL
140
205/ 60 R- 16
XL
115
205/ 65 R- 16
XL
124
215/ 55 R- 16
X
$140
215/ 60 R- 16
XL
127
225/ 60 R- 16
XL
135
225/ 65 R- 16 133
235/ 60 R- 16
XL
137
205/ 50 R- 17 162
215/ 55 R- 17
XL
146
225/ 45 R- 17
XL
161
225/ 50 R- 17
XL
172
225/ 60 R- 17 138
235/ 45 R- 17
XL
197
235/ 55 R- 17 166
245/ 45 R- 17
XL
206
215/ 45 R- 18
X
$195
225/ 45 R- 18 199
225/ 50 R- 18
XL
192
225/ 60 R- 18 179
235/ 45 R- 18
XL
211
235/ 50 R- 18
XL
209
245/ 40 R- 18
XL
221
245/ 45 R- 18
XL
218
255/ 45 R- 18
XL
226
245/ 40 R- 19
XL
249
245/ 45 R- 19
XL
241
X-Ice Xi3
275/ 55 R- 17 $ 205
235/ 60 R- 18
XL
168
235/ 65 R- 18
XL
174
245/ 60 R- 18 179
255/ 55 H R- 18
XL
199
255/ 55 VR- 18
XL
222
265/ 60 R- 18 219
245/ 50 R- 19
X
$ 192
255/ 50 R- 19
XL
243
255/ 50 R- 19
XL
248
265/ 50 R- 19
XL
276
285/ 45 R- 19 290
275/ 45 R- 20
XL
322
275/ 50 R- 20 368
265/ 45 R- 21 $368
295/ 35 R- 21
XL
353
RFT (Runat)
275/ 40 R- 20
X
$ 346
315/ 35 R- 20
XL
412
285/ 35 R- 21
XL
410
325/ 30 R- 21
XL
432
Scorpion Ice & Snow
235/ 50 R- 18 $ 222
265/ 55 R- 19 308
Latitude Alpin HP
255/ 55 R- 18
X
$ 287
Latitude Alpin
HP ZP (Runat)
205/ 55 R- 16 $ 145
205/ 45 R- 17
XL
189
205/ 55 R- 17
X
$ 167
225/ 45 R- 17 186
Primacy Alpin PA3
LT 245/ 75 R- 16
E
$ 179
LT 245/ 70 R- 17
E
206
LT 265/ 70 R- 17
E
$212
LT 275/ 65 R- 18
E
249
LTX Winter
14 Volkswagen Passat V6 SE
16x7.5 MSW Type 19
215/60R-16 Goodyear Ultra Grip lce WRT
Total Package Price: $828
14 Chevrolet Tahoe
17x8 Sport Edition TK6
265/70R-17 General AltiMAX Arctic
Total Package Price: $1,096
Optional Set of TPMS Sensors: $148
13 Ford F-150 4WD Super Crew
17x8 Sport Edition TX6
265/70R-17 Michelin Latitude X-lce Xi2
Total Package Price: $1,184
Optional Set of TPMS Sensors: $128
185/ 70 R- 14 $ 82
195/ 60 R- 15 96
225/ 55 R- 17
X
$ 138
Winter Carving (studdable $15/tire)
Ask about our Tire Road
Hazard Service Program
Pricing Effective December 1-31, 2013
Prices Subject to Change 1-800-981-3782 www.tirerack.com
M-F 8am-8pm
SAT 9am-4pm
Hours
EST:
2013
Tire Rack
01. 2 014
092 feature
caranddriver.com
.
photography by NAME HERE
BMW i3 BMW i3 ii
092
093
BMWs i3 has four wheels. Otherwise, it
shares so little with cars as weve known
them that automotive archeologists of
tomorrow will fgure there had to be some
developmental step, some missing link between the stock of
modelyear zo and this electrically driven Bimmer.
Iirst, there's the socalled skateboard" chassis. While a few
concept cars have showcased this architecture over the past
decade, this is its frst production application. Here, the welded
aluminum structure, what BMW calls a Irive module,"
supports the battery, steering, suspension, and midmounted
electric motor. Aside from the steel rearsuspension links, most
of the chassis components are aluminum. Atop that sits the
Life module," which you or I would |ust call the cabin. Its struc
ture is molded carbon fber, the body panels are thermoplastic,
and the dash crossmember is a magnesium casting.
Nothing this attainable has ever used such an exotic mix, but
all the highbuck, hightech components are employed to one end:
THE ELECTRIC
FUTURE STARTS HERE.
WE MEAN
IT THIS TIME.
photography by MARK BRAMLEY
by JARED GALL
first drive . 093
01. 2 014
094
caranddriver.com
. first drive
weight reduction. Batteries are heavy. The
i3s 22-kWh lithium-ion pack weighs more
than 500 pounds, but even so, the car should
ring in around 2700. Thats nearly 700
pounds lighter than a Nissan Leaf and half a
ton less than a Chevy Volt.
The batteries are good for about 100
miles in the comfort drivetrain setting
and for up to 125 in the stingiest, Eco Pro
Plus. A full charge will take three hours on
240 volts and too long on 120. BMW will
ofer optional IC fastcharger compatibil-
ity, which will drop the time to top of a dis-
charged battery to just 30 minutes or so. To
stretch the driving range to 185 miles, BMW
makes available a 34-hp, 647-cc two-cylin-
der lifted from its scooter portfolio. This
optional engines only role is to drive a gen-
erator that replenishes the batterys charge,
so the electric motors 170 horsepower and
184 pound-feet are all you get for propul-
sion. The engine and generator nest next to
the AC drive motor beneath the cargo foor,
while the 2.4-gallon fuel tank sits between
the front axle and the fre wall, meaning
youll have to pop the hood to gas up your
electric car. All this radicalism starts at
$42,275 before tax credits, while the range
extender opens up the world beyond a 100-
mile radius for just $3850 more.
True to BMW form, the i3s static weight
distribution is right around 50/50. Adding
about 300 pounds for the range extender
shifts the balance slightly to the rear, but
BMW wont say by how much. Fold in some
careful chassis tuning and the net efect is a
crazy-looking electric box that still feels like
a BMW. Its 155/70R-19 low-rolling-resistance
tires dont have any more grip than their
scrawny specs suggest, but the i3 boasts an
impressive, familiar balance and disciplined
body control. And while the electric steering
has approximately zero feel, its response is
surprisingly quick and precise. On our frst
pass through a tight slalom, we clipped a
cone because we were unprepared for the
immediacy of the i3s turn-in behavior.
In sedate maneuvers, the aluminum
Irive module's rigidity imparts solidity
and serenity, a confdent ride, and none of
the stripped-out, tinny feeling of some EVs.
Thats because BMWs ground-up design
naturally netted acceptable poundage
without having to scrimp on noise insula-
tion and the like.
With just 2700 pounds to push around,
the i3s electric motor feels strong enough.
Figure on a zero-to-60-mph time right
around seven seconds, but the motors
immediate torque makes it feel much
quicker. An aggressively calibrated regen
program charges the batteries when the
Below: No stranger to bizarre gear
selectors, BMW pushed the boundaries
of shifter weirdness for its odd little i3.
SPECIFICATIONS
VEHICLE TYPE: mid-motor, rear-wheel-drive,
4-passenger, 3+2-door hatchback
BASE PRICE . . . . . . . . . . . . . . . . . . . . . . . . . . . $42,275
MOTOR TYPE: AC permanent magnet
synchronous, 170 hp, 184 lb-ft
GENERATOR ENGINE (optional): DOHC 8-valve
647-cc inline-2, 34 hp
TRANSMISSION: 1-speed direct drive
DIMENSIONS
WHEELBASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101.2 in
LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157.4 in
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69.9 in
HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62.1 in
CURB WEIGHT . . . . . . . . . . . . . . . . . 26502950 lb
PERFORMANCE (C/D EST)
ZERO TO 60 MPH . . . . . . . . . . . . . . . . . . . . 6.9 sec
1/4-MILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.8 sec
TOP SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 mph
HEAL THE
WORLD*
If theres any type of
vehicle in which a
manufacturer can pitch the
use of recycled materials
as a philosophical
synergy, its an electric
car. Its long list of recycled
and sustainable materials
gives the i3 bonus eco
cachet, but we have to
admit that the green stuff
is laid on in pretty stylish
ways, too.
*If you want 100-percent renewable
and recyclable transport, get a horse.
The carbon-ber roof panel is
formed partially from recycled
scraps from the manufacture
of other carbon-ber i3 parts,
none of which is reported to be
manufactured in part from
recycled i3 roof panels.
The dashtop and interior-door panels
are reinforced with plant bers.
Wood trim comes exclusively from
fast-growing eucalyptus trees.
driver lifts of the accelerator, meaning
that after minutes in the car, you're
hardly using the brake at alla good thing,
as the pedal is pretty grabby.
Inside, there's little reprieve from the
i's unconventionalnay, sillyexterior
styling. The dashtop and door panels are
reinforced with kenaf plant fbers and look
like we imagine the underside of other
dashboards might. Ior more than
So,ooo, you would expect
something classier on the spec
sheet, but as funky as the i's
interior is, it doesn't actually
look cheap. The daring
design and overall material
deployment lend the cabin a
richness rarely con|ured by
the words kenaf plant fbers."
The skateboardchassis fat foor and
lack of a center tunnel gave BMW a chance
to invent yet another in its storied line of
confusing shift levers. This one is column
mounted, but instead of pivoting, the stalk
is capped with a vertical protuberance that
rotates forward for drive and backward for
reverse. A button on top of the stalk selects
park. Ion't confuse that with the button
facing you, which turns the car on and of.)
It makes sense, except that it's the exact
opposite of BMW's other automatic shifter.
Pushing that one forward engages reverse,
but pushing this one forward engages
drive. Same diference, right?
But maybe that's a bit of an evolutionary
smoke screen, an intentional break with
convention. What BMW has done with the
i is keep the best aspects of the modern car
enclosed body, tillerless steering, auto
matic climate control, wheels) and carry
over virtually nothing else.
Leather (from only the happiest
vegan cows) is tanned using
olive-leaf extract.
SUPPORT
SYSTEMS
BMW isnt just dabbling in the
electric-car business, its working
to dismantle the various hurdles to
EV ownership. A suite of
smartphone apps aims to help
drivers nd and schedule charging,
and theres a real-car rental
program for i3 drivers who need to
take a long trip but forgot to spec
their EV with the range extender.
And, in conjunction with supplier
Siemens and German power
company E.ON, BMW is building a
charging network between
Munich and Berlin, la
Teslas budding
Supercharger
infrastructure in
North America. The
networks rst stage
(yellow dots) will be
completed later this
year, and plans are in
place to expand it.
One-quarter of
both the interior
and exterior plastic
panels are made
with either recycled
or renewable
materials.
Above: Due to the i3s 100-mile range, its
owner will often need to ChargeNow. Above
right: Concept-car doors for the real world.
GERMANY
BERLIN
MUNICH
095
097 gearbox .
w
RADAR
UNDER THE
We want to help you keep your record
clean, so we tested two top-of-the-line
models in ticket defensethe venerable
Valentine One, our previous champ, and
Escorts new Passport Max. With the
help of the speed-trap-subversion
experts at Laser Interceptor, a laser-jam-
mer manufacturer, we measured each
detector's range with fve radar sources
in four diferent scenarios. We also
tested sensitivity to POP radar and
LIDAR [see sidebar]. Finally, to examine
how these units deal with false alerts, we
drove a 22-mile suburban loop and
recorded the number of warnings each
detector issued. Heres what we found:
X-BAND
Almost always a false alert,
this frequency is still used
by some smaller, rural police
departments that have
old X-band units kicking
around, so dont tune it out
completely.
K-BAND
Commonly used for automatic
door openers and car safety
systems, K-band wreaks
havoc with radar detectors,
especially since K-band radar
guns are also fairly popular
with police.
KA-BAND
There are few false alarms
on Ka, which has three
frequencies dedicated to
speed measurement. When
your detector calls out
Ka-band, heed its warning.
POP RADAR
A trademarked brand name
from radar-gun-maker MPH
Industries, POP radar is a
mode in which the cops gun
emits bursts of K- or Ka-band
radar for less than a tenth
of a second. Police arent
supposed to write tickets
with POP radar, but this type
can grab a speed reading
without alerting detectors.
The ofcer will then switch
to a longer radar pulse to
conrm a vehicles speed. Not
widely used, but potentially
lethal even to those who rely
on a detector.
LASER
LIDARs narrow beam makes
it nearly impossible to detect
until its directed at your
vehicle. In most cases, a
laser alert means the ofcer
already knows your speed.
KNOW YOUR ENEMIES
ESCORT PASSPORT MAX VS. VALENTINE ONE: WHO BUILDS THE BEST HIGH-END DETECTOR?
by ERIC TINGWALL / photography by JOHN ROE
e live in a world increasingly polluted by radar.
Automatic doors, trafcmeasuring devices, adap-
tive cruise control, and blind-spot-monitoring
systems can all emit the same frequencies used by
law-enforcement agencies. To avoid the roadside
tax collector while traveling at a brisk pace, radar-
detector users need to distinguish the real threats
from the noise.
caranddriver.com
01. 2 014
098 . gearbox
2. Valentine One PRICE: $399
In the era of disposable cellphones, the
Valentine Ones 22-year-old design cant
hide its age. Ion't write it of, though,
because the simple shape packs clever,
enduring engineering. You can install,
ad|ust, and remove the mount with one
hand, and the front-facing controls are
smartly canted toward the driver.
Inside the magnesium case, Valentine
has updated the V's internals throughout
the years to preserve its reputation as the
most sensitive radar detector on the mar-
ket, a title we're not about to rescind.
Admittedly, we haven't put it up against
Escorts hyper-paranoid RedLine detec-
tor.) In each of our range trials, the V pro-
vided generous warning, and its second,
rearfacing antennaan exclusive in this
testgives it a leg up in rearward detec-
tion. The V also reported POP radar and
laser alerts more consistently than the
Passport Max.
One annoyance is incessant false
alarmsthe Valentine's fltering isn't very
efective. On our zzmile loop, the V called
out threats in its most selective mode,
which reduces but doesn't eliminate
Xband alerts. Turning of Xband is an
involved process that you wouldn't bother
with on an interstate exit ramp. Ietermin-
ing whats a cop and whats not is left to the
driver, who faces a steep learning curve to
decipher the V's bogey count, band indica-
tors, signalstrength meter, and the signa-
ture arrows at a quick glance.
To reduce its chattiness, the V can be
reprogrammed to ignore any radar band or
to quiet Kband signals that are weak or
located behind you, and a S6p peripheral
that plugs into your car's onboard diagnos-
tics port mutes the detector below a set
speed. Also, there's a Sp concealed display
that provides a mute button closer at hand.
Still, none of this is as convenient as the
Max's intelligent lockouts, auto mute, and
standard plugmounted mute button.
1. Escort Passport Max PRICE: $550
As in its predecessor, the Passport
pooix, an internal GPS antenna gives the
Passport Max astute awareness of its sur-
roundings. The Max's alerting behavior
changes with your speed, and it automati-
cally locks out false alerts after you've
WARNINGS IN
RESPONSE TO
10 THREATS
KA-BAND POP
LASER, FRONT
LASER, REAR
Neither detector warned
of K-band POP radar or a
laser threat when a car in an
adjacent lane was targeted.
driven by the same signal three times. You
can also lock out locations manually.) The
result is a detector that's silent on your
daily commuteuntil a cop sets up camp.
This newest and most expensive Pass-
port uses a new type of digital signal pro-
cessing ISP), which can reduce false
alarms from some nonpoliceradar sources.
Think of ISP as a pair of Bose noisecancel-
ing headphones for radar reporting. By reli-
ably identifying noise, the Max can focus on
real police-radar threats, leading to faster
MINIMUM AND MAXIMUM RANGE (IN FEET) USING X-,
K-, AND THREE FREQUENCIES OF KA-BAND RADAR
0 1 2 3 4 5 6 7 8 9 10 11
feet x 1000
and more accurate warnings.
Lven with its database cleared of known
false locations, the Max proved adept at fl-
tering radar signals, sounding only nine
alerts on our suburban route in Auto No X
mode. Its audible warnings are also less
frantic than the Valentine's thanks to an
automute function that snubs the volume
after the initial alarm. A mute button on
the plug allows you to silence the detector
without stretching.
The Passport picked out police radar as
ATTRIBUTES
PRICE
MAX 10
FEATURES
MAX 10
MOUNT
MAX 5
ERGONOMICS
MAX 5
5
10
10
4 4
4 6
7
TOTAL
MAX 70
54
57
RADAR
SENSITIVITY
MAX 20
LASER
SENSITIVITY
MAX 10
SELECTIVITY*
MAX 10
19
18
9
4
1
10
PERFORMANCE
VALENTINE ONE
ESCORT PASSPORT MAX
TICKET RANGE
The distance at which the radar
unit provides a speed reading.
STRAIGHT
STRAIGHT, RADAR BEHIND
OVER THE HILL
AROUND THE BEND
* Filtering to diminish false alarms
CHEAP INSURANCE
HOW MUCH PROTECTION
DO YOU GET FOR $100?
WED BE HESITANT to jeopardize
our driving record with anything less
than the Escort Passport Max or the
Valentine One, but the price of these
high-end units had us asking the
burning question: Can a $100 radar
detector save you from a $150 speeding
ticket? The short answer: Yes.
The long answer: It depends on how
you interpret the results. Our test unit
was the Cobra SPX 5400, and in most
scenarios, its range was several hundred
feet shorter than that of the Max and
the Valentine. In our straight test, it
picked up four of ve radar bands less
than 4000 feet from the source, while
the more expensive detectors always
gave more than 6500 feet of warning.
Yet the Cobra still provided enough
leeway to slow down before the radar
unit grabbed a speed readingusually.
In two of ve around-the-bend tests,
though, the SPX 5400 didnt warn us
until we were within sight of the police
cara guaranteed ticket. The Cobra
also exhibited lower POP and laser
sensitivity than the competitors, though
it did beat the Max by reporting four
of ten rear laser hits. Whether due to
the detectors deliberate ltering or its
lower sensitivity, we recorded just four
false warnings on our suburban route.
We bought our SPX 5400 at a $30
discount directly from Cobra for just
$100 and, as the price suggests, this is
a detector with few frills. Adjusting the
mounting angle requires bending the
thin metal bracket, and there are limited
options for changing the detectors
settings. Still, its a better alternative
to speeding without protection. Just
know that while it doesnt report many
false alerts, it may also inspire false
condence.
capably as the Valentine One, claiming the
best range in eight of our 20 tests. That
said, the Max acknowledged only one rear
laser hit, and we also had a closebut not
costlycall detecting K-band radar around
a bend. The Knight Riderlike status lights
can be distracting, and we grew frustrated
with a power plug that wiggled out of its
socket three times in a month of use. The
aptly named StickyCup windshield mount
is covered in a gel adhesive tacky enough
to make removal difcult at times, though
we still experienced three accidental
detachments. With only one suction cup,
the heavy detector then crashed into the
dashboard.
Although the V1s range matches or
slightly exceeds the Passports in some
cases, the Passports near elimination of
false alarms provides a higher level of real-
world protection. Its user-friendly for a
frsttime buyer but powerful enough for
the most hard-core user.
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drivelines
we test em FI RST
photography by MARC URBANO
. WAGON
The cues are all there in the
SQ, Audi's frst entry in
the performance mini-ute arena. Grip its
smalldiameter, thickrimmed, fatbot-
tomed, three-spoke steering wheel with
its prominent contrast stitching, fnger-
tips poised behind the shift paddles,
eyes registering the positions of the white
needles on the grayfaced gauges.
Securely belted and bolstered in the sport
seat, you're in charge of a tool devised for
AUDI SQ5
TESTED
Sweet exhaust notes, crisp shifts, deep well
of power. No-feel steering, 2.2-ton Tessie, why are
we sitting way up here? by Kevin A. Wilson
drivers of serious intent. Lverything you
see declares it.
Which amounts to a tease when sitting
in miles of stopandgo trafc behind an
accident. Plenty of time, then, to fddle
with the giant glass sunroof (standard at
the Sz,;p base price) and explore the
infotainment alternatives in the MMI
Navigation Plus package Soo, the prici-
est of the seven options that lifted our
car's sticker to S6,zo). There's another
collision a few miles away, the radio tells
us, so we head for Lxit Plan B. Glancing
down into the ad|acent Volvo wagon, we
see its driver texting with his left thumb
while guzzling Red Bull with his other
hand. How do these crashes ever happen?
It takes most of an hour of detours and
delays before we fnd open road and can
goose the hp supercharged .oliter
V6, whereupon two terrifc things hap-
pen that dont in the more quotidian Q5:
Lxhaust faps open so the quad tailpipes
can cut loose with a blat, and the every-
body'sgotone ZI eightspeed automatic
snaps of crisperfeeling shifts than any-
thing this side of a dualclutch gearbox.
The sharp shifts are attributable to the
special tuning of the Tiptronic controls.
The SQ's enginespecifc to North
America, since the Luropean SQ is a
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Exper i ence
DRI VER
'
S
SEAT
THE
WAGON
dieselis closely related to the 333-hp ver-
sion in the S4 and S5 (itself an uprated
version of the 272-hp six in the Q5 3.0T).
But the SQ5 gets revisions that raise out-
put another 21 horsepower, mostly in the
higher reaches of the rev band, as sug-
gested by the 347 pound-feet of torque
plateauing way up at 4000 rpm.
Sporty shifts notwithstanding, driving
the SQ5 quickly is not so much a dive for any
available corner as its like being carried for-
ward on a tidal wave, a giant swell propel-
ling the vehicle. The broad torque delivery
and responsive transmission render driver-
selected gearchanges more useful for adjust-
ing the volume of that delightful exhaust
note than for managing velocity. The shift
paddles are fun toys, but theyre likely to
see as much daily action as that wafe iron
in the bottom kitchen cupboard.
SPECIFICATIONS
VEHICLE TYPE: front-engine, 4-wheel-drive,
5-passenger, 5-door wagon
PRICE AS TESTED . . . . . . . . . . . . . . . . . . . . $61,420
BASE PRICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . $52,795
ENGINE TYPE: supercharged and
intercooled DOHC 24-valve V-6, aluminum
block and heads, direct fuel injection
DISPLACEMENT . . . . . . . . . . 183 cu in, 2995 cc
POWER . . . . . . . . . . . . . . . . . . . . 354 hp @ 6500 rpm
TORQUE . . . . . . . . . . . . . . . . 347 lb-ft @ 4000 rpm
TRANSMISSION: 8-speed automatic with
manual shifting mode
DIMENSIONS
WHEELBASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110.5 in
LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183.0 in
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75.2 in
HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65.3 in
CURB WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . 4427 lb
C/ D TEST RESULTS
ZERO TO 60 MPH . . . . . . . . . . . . . . . . . . . . . 5.2 sec
ZERO TO 100 MPH . . . . . . . . . . . . . . . . . . . . . . 13.1 sec
ZERO TO 140 MPH . . . . . . . . . . . . . . . . . . . . . 35.3 sec
ROLLING START, 560 MPH . . . . . . . . . . 5.9 sec
1/4-MILE . . . . . . . . . . . . . . . . . . 13.7 sec @ 102 mph
TOP SPEED (governor limited) . . . . . . . . 152 mph
BRAKING, 700 MPH . . . . . . . . . . . . . . . . . . . . . . 153 ft
ROADHOLDING,
300-FT-DIA SKIDPAD . . . . . . . . . . . . . . . . . . . . 0.87 g
FUEL ECONOMY
EPA CITY/HWY . . . . . . . . . . . . . . . . . . . . . . . 16/23 mpg
C/D OBSERVED . . . . . . . . . . . . . . . . . . . . . . . . 18 mpg
TEST NOTES: No hint of wheelspin at
launch. Transmission upshifts before the
6800-rpm redline even in manual mode.
Oh, the tangled web of alphanumeric
labels! This vehicle deserves to have a
name, so weve christened it the Squive.
The extra thrust the SQ5 gains over the
S4/S5 mostly compensates for the cross-
overs added mass. Its 4427 pounds on our
scales, or 18 pounds above the claimed
curb weight (ours had $800 21-inch wheels
replacing the standard 20s). Thats more
than 400 pounds heftier than the S4
sedan. Ingolstadt wont sell the S4 wagon
here because . . . well, because American
buyers strongly prefer that their lifestyle
vehicles sit high, so Q5 sales are actually
outpacing those of the A4, long Audis
bestselling model.
Audi has been claiming a zero-to-60-
mph time of 5.1 seconds since it unveiled
the SQ5 at the 2013 Detroit auto show. We
got 5.2, or 0.3 second slower than the 2010
S4 we tested. Still, a quarter-mile time in
the 13s at more than 100 mph makes this
one quick way to fetch giant sacks of dog
food from Tractor Supply. Audi states a top
speed of 155 mph; our tester says 152.
The brakes ofer up a frm pedal, easily
modulated, and deliver consistent stops
from 70 mph in 153 feet with little dive and
no fadethats 14 feet shorter than what
we got in the 2010 S4 sedan equipped with
similar Dunlop SP Sport Maxx GT sum-
mer tires.
It's more of a mixed bag when we fnally
get closer to home on roads that snake
around lakes. Here, the S models tight-
ened suspension pays of with noticeably
less roll, dive, and squat than in a standard
Q5. The 255/40R-21 Dunlops registered
0.87 g on the skidpad where the lower,
lighter S4 circled at 0.93 g. The SQ5 feels a
bit tentative in rapid transitions, making
us wonder how much that sunroof up there
weighs. Steering responds quickly ofcen-
ter, but the systems feel fares no better for
all the tuning and grip; theres little feed-
back from the road to the drivers hands,
and the available adjustments just vary the
weight from too light to awfully heavy.
But overall it's a noble efort. The zo
Audi SQ5 puts the right sounds and most
of the sensations of a sports sedan into a
crossover for people intent on hauling
their cake and eating two-lanes, too.
drivelines
01. 2 014
102 . .
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NEW PACK
WAGON
NISSAN VERSA NOTE S
TESTED
Newer than a used car. If you cant aord
to buy a vowel, its the Not. by Je Sabatini
Car companies generally do
not like to provide base
models for review because they fear harsh
judgment for what those vehicles lack. And
with the new Nissan Versa Note, we will
indeed |udge harshly, though |ustifably.
But frst, a question: Why is Nissan enter-
ing the cheapest-car-in-America contest,
anyway?
The 545-hp GT-R and the Leaf electric
already create an identity crisis for the
brand that also builds New York City taxis.
Yet, even amid this confusion, the Versa
seems of message. Irrespective of their
successes or failures, those other Nissans
at least have noble missions. The Versa is
just a cut-rate econobox, a car so ruthlessly
accounted that, by modern standards, it is
barely more than a rolling chassis with a
capacious back seat. We would list the
common equipment missing from this
$14,800 hatch, but then wed have so many
words on the page that there would be no
room for pictures of the car. Which would
be unfortunate, as Nissans fresh take on
fvedoor styling is the Note's most
redeeming quality.
Just like the Versa sedan, the Note is
powered by a 1.6-liter inline-four making
109 horsepower and 107 pound-feet of
torque. If you want a manual transmis-
sion, youll have to give up everything else
because a fvespeed is only available in the
stripper trim, appropriately designated
with an S. How cheap is it? Nissan didnt
Sadly, the Versas note is more of a moan
the kind of low, plaintive bleat you might
hear around the barnyard in late fall.
even put a stripe of orange paint on the
manual door locks. Two decades ago,
before ubiquitous power door locks, a cen-
tral locking system might have been
included, though you won't fnd one here.
The windows are also manual, but at least
air conditioning is standard. The Notes
signature feature is a rather clever method
of securing the rear seatbelts out of the
way of the split-folding seatbacks, but its
just a slot cut into the plastic trim for
inserting the male end of the buckle.
All this cheapness might be forgiven if
the Versa Note drove better, but a soft sus-
pension and poor roadholding mean
theres as little joy to be had behind the
wheel as Nissans designers brought to the
drab cabin. Not even the manual shift
drivelines
01. 2 014
104 . .
SPECIFICATIONS
VEHICLE TYPE: front-engine, front-wheel-
drive, 5-passenger, 5-door wagon
PRICE AS TESTED . . . . . . . . . . . . . . . . $14,800
BASE PRICE . . . . . . . . . . . . . . . . . . . . . . . . . $14,800
ENGINE TYPE: DOHC 16-valve inline-4,
aluminum block and head, port fuel
injection
DISPLACEMENT . . . . . . . . 98 cu in, 1598 cc
POWER . . . . . . . . . . . . . . . . . 109 hp @ 6000 rpm
TORQUE . . . . . . . . . . . . . 107 lb-ft @ 4400 rpm
TRANSMISSION: 5-speed manual
DIMENSIONS
WHEELBASE . . . . . . . . . . . . . . . . . . . . . . . . . 102.4 in
LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163.0 in
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66.7 in
HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60.5 in
CURB WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . 2413 lb

C/ D TEST RESULTS
ZERO TO 60 MPH . . . . . . . . . . . . . . . . . 9.5 sec
ZERO TO 100 MPH . . . . . . . . . . . . . . . . . 30.4 sec
ROLLING START, 560 MPH . . . . . . 9.8 sec
1/4-MILE . . . . . . . . . . . . . . . . 17.2 sec @ 81 mph
TOP SPEED (drag limited) . . . . . . . . . . . 114 mph
BRAKING, 700 MPH . . . . . . . . . . . . . . . . . . . 181 ft
ROADHOLDING,
300-FT-DIA SKIDPAD . . . . . . . . . . . . . . . . . 0.76 g
FUEL ECONOMY
EPA CITY/HWY . . . . . . . . . . . . . . . . . . . 27/36 mpg
C/D OBSERVED . . . . . . . . . . . . . . . . . . . . 28 mpg

TEST NOTES: Even with its modest
allotment of power, this little Versa
wagon suffers from wheel hop during an
aggressive launch.
lever warrants any enthusiasm with its
imprecise engagement and lazy throws.
Our test car was slow, loud, sloppy, and as
much fun as living below the poverty level.
Lven if you do fnd yourself there, you can
do better. A Honda Fit comes to mind. So
do a lot of used cars.
You can do worse, too. Spending an
extra $1250 for the S Plus trim buys you a
CVT. The price goes up to $16,800 for the
SV, which includes such luxuries as power
windows and door locks and keyless entry.
Loading up your Note with the SL Tech
package, which includes Nissans Around
View Monitor and a hands-free text-mes-
saging system, means spending nearly
$20,000. Thats real money that would be
better spent on almost anything else. P
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SEDAN
HONDA ACCORD HYBRID
TESTED
First number in EPA city estimate is a 5,
same roominess and dynamics as the base Accord,
Spock approves. CVT-like disconnect between
engine and road speed. by Ron Sessions
If Lieutenant Commander
Spock were shopping for a
midsize sedan, we think he'd fnd the
Honda Accord hybrid to be an entirely logi-
cal mode of transport. Luxury-car roomy
inside with a quiet cabin suitable for Vul-
can cogitation: check. Cogently arrayed
controls and consistently engaging vehicle
dynamics: afrmative. Classleading
energy conservation: The Accord hybrids
50-mpg EPA city rating is particularly ger-
mane here. Thats Prius territory and not
a number weve associated with mid-size
sedans capable of comfortably transport-
ing, say, fve Klingons.
As with the Accord plug-in hybrid intro-
duced last year, this no-plug hybrid Accord
features a 141-horse Atkinson-cycle 2.0-
liter four-cylinder augmented by a 166-hp
AC permanent-magnet electric-drive
motor. The diference is the battery. The
regular hybrid doesnt need the big lith-
ium-ion battery the plug-in uses to achieve
its 13-mile gasoline-free range, instead
employing a smaller, lighter 1.3-kWh unit
that gives back 4.1 cubic feet of trunk space
and shaves about 200 pounds.
Youll notice that we didnt talk about
the new Accord hybrids transmission
because, technically, it doesnt have one.
The Accord hybrids powertrain has
three ways of moving the car: EV drive,
engine drive, and hybrid drive. In EV drive,
the electric drive motor powers the front
wheels via energy stored in the lithium-ion
battery. In engine drive, such as when
cruising or accelerating lightly on a fat
road at higher speeds, the 2.0-liter four
helps drive the wheels through a clutch.
And in hybrid drive, the engine powers a
SPECIFICATIONS
VEHICLE TYPE: front-engine, front-wheel-
drive, 5-passenger, 4-door sedan
PRICE AS TESTED . . . . . . . . . . . . . . . . . . . $32,695
BASE PRICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . $29,945
ENGINE TYPE: DOHC 16-valve 2.0-liter
Atkinson-cycle inline-4, 141 hp, 122 lb-ft; AC
permanent-magnet synchronous electric
motor, 166 hp, 226 lb-ft; combined system,
196 hp
TRANSMISSION: 1-speed direct drive
DIMENSIONS
WHEELBASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109.3 in
LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192.2 in
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72.8 in
HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57.5 in
CURB WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . 3575 lb
C/ D TEST RESULTS
ZERO TO 60 MPH . . . . . . . . . . . . . . . . . . . . . 7.2 sec
ZERO TO 100 MPH . . . . . . . . . . . . . . . . . . . . 20.6 sec
ZERO TO 110 MPH . . . . . . . . . . . . . . . . . . . . . . 27.6 sec
ROLLING START, 560 MPH . . . . . . . . . . 7.6 sec
1/4-MILE . . . . . . . . . . . . . . . . . . . 15.7 sec @ 90 mph
TOP SPEED (governor limited) . . . . . . . . . 114 mph
BRAKING, 700 MPH . . . . . . . . . . . . . . . . . . . . . . 184 ft
ROADHOLDING,
300-FT-DIA SKIDPAD . . . . . . . . . . . . . . . . . . . 0.80 g
FUEL ECONOMY
EPA CITY/HWY . . . . . . . . . . . . . . . . . . . . . . 50/45 mpg
C/D OBSERVED . . . . . . . . . . . . . . . . . . . . . . . . 41 mpg
TEST NOTES: Battery quickly recharged
by engine-driven generator and during
deceleration. Driveline makes a high-pitched
squeal during acceleration and braking.
generator, which supplements the current
drawn from the battery. In this mode,
there is no physical connection between
the engine and the drive wheels.
Hybrid mode is where this Accord
spends most of its time, and here engine
speed will fare" to what the hybrid sys-
tem's brain thinks is the most efcient rpm
for any given road load and throttle posi-
tion. There is a prominent wail when the
drivelines 106 . .
01. 2 014
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feel a little more exciting.
SEDAN
Hondas rst Accord hybrid incorporated a
V-6 and delivered lackluster fuel economy.
This time around, Honda nailed the formula.
car accelerates briskly or climbs a grade.
We were also mildly annoyed by a whirring
electric-motor sound at low speeds and a
slight, momentary sag when the electric
motor/generator spools up the engine
prior to clutch engagement as it switches
from EV mode to engine-drive mode.
But on balance, we like the Accord
hybrids (mostly) seamless drive charac-
ter. Compared with its arch rival, the
Camry hybrid, Hondas planet-saver
doesn't sacrifce the driving experience
on the altar of eco frugality. The Accord
hybrids electrically boosted steering mir-
rors the gas-engine Accords steering ratio
and efort, and it gives the fnegrained
response weve come to appreciate in the
nonhybrid car.
The same goes for the Accord hybrids
new electrically assisted brakes: While
totally reengineered to use mostly regener-
ative braking, they give crisp top-of-pedal
response thats easy to modulate. The
brakes are neither grabby nor laggy like
those in many other brands hybrids and
electrics (they can get rather binary in panic
snubs, however). We also like the Accord
hybrids amplitude-reactive shocks that
give curt jounce and rebound response
they ofer a softer rate for puttputting
around town and a stifer one for hustling
over back roads. Low-rolling-resistance
tires do sacrifce some grip, but the hybrid's
184-foot 70-to-zero stopping distance was
only four feet longer than that of the last
nonhybrid Accord we tested.
Speaking of numbers, our Accord
hybrid test car went from rest to 30 mph
in 2.9 seconds and reached 60 in 7.2, both
0.2 second quicker than the nonhybrid
Accord CVT. Not exactly warp speed,
but the hybrid gains those tenths thanks
to its 11-hp combined gas/electric power
advantage and the electric motors 226
poundfeet of maximum torque |ust of
throttle. It does this despite being 202
pounds more afected by gravity than the
nonhybrid Accord.
Still, the most pertinent reason to buy
the new Accord hybrid is fuel economy.
Even with our typically heavy collective
right foot, we saw observed mileage in the
low 40scompelling for a mid-size car.
But how does it pencil out? Theres about a
$3600 delta between a comparably
equipped, EX-Ltrimmed regular Accord
and the Accord hybrid. Using the EPA-
recommended guidelines of $3.50 per gal-
lon and 15,000 miles driven per year, and
calculating in the Monroney stickers com-
bined EPA ratings of 30 mpg for a nonhy-
brid four-cylinder CVT and 47 mpg for the
hybrid, the latter models annual fuel sav-
ings are $633. That computes to a 5.7-year
break-even point, which happens after the
three-year/36,000-mile bumper-to-bum-
per and fveyear6o,ooomile powertrain
warranties expire although the expensive
lithium-ion battery is warranted for a min-
imum of eight years and 100,000 miles).
So whats a Vulcan to do? It doesnt hurt
that the regular Accord is a 10Best winner
for the 28th time since 1983 (although the
hybrid was unavailable this year). We
think Spock, logically, would take the long
viewone that looks at Hondas new
mainstream hybrid to conserve known

fossilfuel resources without sacrifcing
performance. We would be more inclined
to stick with the nonhybrid Accord.
Just a few years ago, pundits were won-
dering how in the world 2025-model-year
cars would achieve the government-man-
dated 54.5 mpg CAFE bogey. Now we
know: without a transmission.
drivelines
01. 2 014
108 . .
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WI NGED BEAST
Mercedes-Benzs technical
director in the 1950s, Rudi
Uhlenhaut, had what is arguably the cool-
est company car in history. It was a gull-
wing version of the W196S 300SLR race
car powered by a 306-hp, 3.0-liter version
of Mercedes Formula 1 straight-eight
engine. His daily driver sprang from his
own genius, and the car is now widely
known as the Uhlenhaut Coupe. We just
spent a week with the 21st-century edition
Uhlenhaut Coupe.
The 2014 SLS AMG Black Series
doesnt have a straight-eight, but it does
have the most potent 6.2-liter V-8
Mercedes-Benz has ever built. This is
likely the last naturally aspirated gasp of
the brands heavy-breathing M159 engine
well ever hear.
As a retirement gift, AMG has given
the engine new camshafts, specially
coated bucket tappets, a more efcient
intake tract, more-durable crankshaft
bearings, and a titanium exhaust system
that shaves 29 pounds. The mighty V-8
goes out barking, spitting, and spinning
all the way up to 8000 rpm. All 622 horse-
power (up from 583 in the SLS GT) show
up at 7400 rpm with 468 pound-feet
of torque coming in at 5500 rpm. An angry
Sprint Cup carlike thrum pulses out of
the Blacks four exhaust tips to warn the
MERCEDES-BENZ SLS AMG BLACK
TESTED
Revving a 6.2-liter V-8 to 8000 rpm; the
doors, speed, sound, grip, and steering. Even Teddy
Roosevelt didnt ride this rough. by Tony Quiroga
SPECIFICATIONS
VEHICLE TYPE: front-engine, rear-wheel-
drive, 2-passenger, 2-door coupe
PRICE AS TESTED . . . . . . . . . . . . . . . . . $296,950
BASE PRICE . . . . . . . . . . . . . . . . . . . . . . . . . $276,800
ENGINE TYPE: DOHC 32-valve V-8,
aluminum block and heads, port fuel injection
DISPLACEMENT . . . . . . . . . 379 cu in, 6208 cc
POWER . . . . . . . . . . . . . . . . . . . . . 622 hp @ 7400 rpm
TORQUE . . . . . . . . . . . . . . . . 468 lb-ft @ 5500 rpm
TRANSMISSION: 7-speed dual-clutch
automatic with manual shifting mode
DIMENSIONS
WHEELBASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105.5 in
LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182.6 in
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76.3 in
HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49.7 in
CURB WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . 3723 lb
C/ D TEST RESULTS
ZERO TO 60 MPH . . . . . . . . . . . . . . . . . . . . . 3.2 sec
ZERO TO 100 MPH . . . . . . . . . . . . . . . . . . . . . . 7.0 sec
ZERO TO 160 MPH . . . . . . . . . . . . . . . . . . . . . . 19.6 sec
ROLLING START, 560 MPH . . . . . . . . . . 3.6 sec
1/4-MILE . . . . . . . . . . . . . . . . . . 11.2 sec @ 128 mph
TOP SPEED (drag limited,
manufacturers estimate) . . . . . . . . . . . . . . . . 196 mph
BRAKING, 700 MPH . . . . . . . . . . . . . . . . . . . . . . 151 ft
ROADHOLDING,
200-FT-DIA SKIDPAD . . . . . . . . . . . . . . . . . . . . 0.98 g
FUEL ECONOMY
EPA CITY/HWY . . . . . . . . . . . . . . . . . . . . . . . 13/17 mpg
C/D OBSERVED . . . . . . . . . . . . . . . . . . . . . . . . . 14 mpg
TEST NOTES: Launch control engages
the clutch at 3000 rpm for consistently fast
initial acceleration. Some understeer on
the skidpad doesnt hinder crisp turn-in on
the road.
drivelines
01. 2 014
110 . .
photography by ROBERT KERIAN
hard of hearing. Uhlenhauts car was also
an eardrum destroyer; it had to wear a
goofy Samsoniteshaped mufer tacked
onto its front fender, presumably to keep
Uhlenhaut from getting deported to East
Germany.
Turn the transmissioncontrol knob to
the race start setting and the seven-
speed dual-clutch gearbox is primed for
launch. With your feet on the brake and
accelerator, the engine revs to 3000 rpm,
and the clutch dumps when you lift of the
brake. Weight distribution is so biased it's
almost bigoted, with a meaningful 54.1
percent over the rear tires. Coupled with
If you seek proof that the mighty SLS Black
is capable of achieving warp speed, these
pages provide ample photographic evidence.
an electronically controlled limited-slip
diferential and sticky rubber, this allows
for very repeatable 3.2-second zero-to-60
sprints. Keep it buried, and the quarter-
mile falls in 11.2 seconds at 128 mph, the
same time as a Lamborghini Gallardo.
In a world packed with Hondas and
Chevys, this level of power is as out of
whack as Uhlenhaut's coupe was when it
ran like a cheetah through herds of Opel
Rekords and Iord Anglias. You can only
use this glorious engines full power very
briefy, and restraining great machinery is
frustrating. Maybe thats why Uhlenhaut
drove his SLR into the Alps on ski vaca-
tions. We drove the Black Series to Ralphs
to buy milk. The Iude abides, Rudi. The
Iude abides.
Eventually, we did escape the city for
the peaks north of Los Angeles. Mountain
roads unwind with little efort in the Black
Series. Pilot Sport Cup 2 tires that are
nearly as plump as those on a Viper sup-
port a suspension with widened front and
rear tracks. Turnin grip is staggering, and
the rear stays stuck to the road. The Black
has a coilover suspension that ofers no
comfort mode for the shocks, only sport
and sport plus. It's brutally stif either way.
We did appreciate the directness of the
faux-suede-covered steering wheel, which
transmits road texture with little fltering
and provides the right amount of efort.
We measured o.p8 g of grip on the skidpad
and found you can use every bit of that
adhesion with confdence. More than dou-
bling the posted speed through corners is
almost boring in this car. Almost.
Part of the Black Series deal is a wide
body kit that brings new sills and fared
fenders and more carbon than a West Vir-
ginia coal shaft. Placing the SLSs long
proboscis takes some ad|ustment, as this
is a large sports car with a tiny cabin for
two that doesnt admit much light.
Inspired by the SLS GT3 racer, theres also
a carbonfber chin splitter and carbon
fber aero vanes at the corners that look
like a pencil mustache. Perched on the
trunk is an ad|ustable carbonfber spoiler
hiding a carbonfber Gurney fap. There's
a lighter carbonfber hood and carbon
ceramic brakes. The Black Series isn't
exactly insubstantial at 3723 pounds, but
it is 95 pounds lighter than the last SLS
AMG we tested.
Rudis rude coupe was never sold to the
public, but anyone with $276,800 can buy
the SLS Black Series. Still, an SLS Black
will probably never again be parked at a
Ralphs, but it seems a shoo-in for the lawn
at Pebble Beach in 2064.
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SEDAN
VOLKSWAGEN JETTA SE
TESTED
Quicker, better mileage, and no more thrum.
Could still use a little more salt. by Tony Quiroga
GTI cousin. Nor does it have a charismatic
sound, just a subdued hum. But its the tall
gearing, presumably chosen for fuel econ-
omy, that really relieves the engine of most
of its charm. Second gear is good for 71
mph in the long fvespeed, which keeps
the revs low and the fervor lower. A shorter
fnaldrive ratio would go a long way
toward waking up this engine.
Then again, altering ratios would hurt
fuel economy, and mediocre fuel economy
is much of the reason the fve is no longer
alive. The new engine's highway number is
6 mpg, with z6 mpg in the city test
improvements of three mpg over the old
engine. Opt for the six-speed dual-clutch
automatic and mileage drops by only one
mpg in the city. Despite the turbocharger,
regular fuel is all that is required.
Engine aside, not much has changed in
Jettaville. In SL trim, as in our Sz,zo test
car, you get a hard-plastic dashboard,
but at least VW upgraded all Jettas to rear
disc brakes last year
and an independent
rear suspension for
zo. There's a mature
ride-and-handling com-
promise at play here
that errs on the softer
side of sporty. The
SPECIFICATIONS
VEHICLE TYPE: front-engine, front-wheel-
drive, 5-passenger, 4-door sedan
PRICE AS TESTED . . . . . . . . . . . . . . . . . . . . $21,240
BASE PRICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $16,365
ENGINE TYPE: turbocharged and intercooled
DOHC 16-valve inline-4, iron block and
aluminum head, direct fuel injection
DISPLACEMENT . . . . . . . . . . . . 110 cu in, 1797 cc
POWER . . . . . . . . . . . . . . . . . . . . . 170 hp @ 4800 rpm
TORQUE . . . . . . . . . . . . . . . . . 184 lb-ft @ 1500 rpm
TRANSMISSION: 5-speed manual
DIMENSIONS
WHEELBASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104.4 in
LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182.2 in
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70.0 in
HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57.2 in
CURB WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . 3040 lb
C/ D TEST RESULTS
ZERO TO 60 MPH . . . . . . . . . . . . . . . . . . . . . 7.2 sec
ZERO TO 100 MPH . . . . . . . . . . . . . . . . . . . . . 19.0 sec
ZERO TO 120 MPH . . . . . . . . . . . . . . . . . . . . . . 31.6 sec
ROLLING START, 560 MPH . . . . . . . . . . . 8.1 sec
1/4-MILE . . . . . . . . . . . . . . . . . . . 15.8 sec @ 91 mph
TOP SPEED (drag limited) . . . . . . . . . . . . . . 126 mph
BRAKING, 700 MPH . . . . . . . . . . . . . . . . . . . . . . 176 ft
ROADHOLDING,
300-FT-DIA SKIDPAD . . . . . . . . . . . . . . . . . . 0.82 g*
FUEL ECONOMY
EPA CITY/HWY . . . . . . . . . . . . . . . . . . . . . . 26/36 mpg
C/D OBSERVED . . . . . . . . . . . . . . . . . . . . . . . 22 mpg
*Stability-control inhibited.
TEST NOTES: Though the redline is
6000 rpm, shifting at 6500 (400 rpm
before fuel cutoff) benets acceleration.
It now has an independent rear suspension
and swaps its ve for a four, but dont
worry: The Jetta SE remains stubbornly stoic.
structure is solid. And, while the Jetta's
steering speaks as earnestly as a Bible
salesman, the brakes mumble like a oth
grader who's |ust discovered goth. The
spacious interior and back seat are more
adult friendly. This Jetta never grins, what
it has is an over-the-road stoicism that nei-
ther excites nor ofends.
The new engine fts right in.
Volkswagen is killing the
Jetta and Passat's fvecylin-
der engine. Upon learning this news,
exactly no one in our ofce observed a
moment of silence or shot of a gun in a
salute to VW's fve. Why not? Well, the
engine's heavy iron block, lackluster
power, unimpressive fuel economy, and
odd thrum didn't win any admirers. In
exchange for the fve, VW is ofering a new
turbocharged 1.8-liter direct-injection
fourcylinder that, according to Volks
wagen, is related to the GTI's turbo four.
Learning that an engine is related to
the GTI's is like hearing that your blind
date is with Kate Upton's sister. Lxpecta-
tions rise. At ;o horsepower, the new
turbo makes the same peak output as the
z., but does so at lower rpm. Torque is up
seven poundfeet to 8, and the maxi-
mum arrives at oo rpm, or z;o rpm
lower than in the larger fve. Acceleration
to 6o mph in the fvespeedmanual ver-
sion takes ;.z seconds, which is a full sec-
ond quicker than the fve could muster
with a stick.
Quiet and brimming with torque, the
new engine lacks the revvy nature of its
drivelines
01. 2 014
112 . .
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Not legal for sale or use on pollution-controlled vehicles in the State of California or states that use the CARB emissions standard.
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No Hassle Return Policy
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ANY SINGLE ITEM!
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OFF
SUPER COUPON!
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LOT NO. 2696 /61277
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700 LB.
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LOT NO.
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69397 /
61427
MOVER'S DOLLY
LOT NO.
93888 /60497

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LOT NO. 68053 /
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WEIGHS
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1
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3-1/2" SUPER BRIGHT
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ITEM 65020/
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VALUE
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450 Stores Nationwide
SAE
LOT NO.
93923/61401
METRIC
LOT NO.
93922
SAVE
68%
7 FT. 4" x 9 FT. 6"
ALL PURPOSE WEATHER
RESISTANT TARP
LOT NO. 877/69137/
69249/69129/69121
REG. PRICE $8 .99

$
2
79
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95578/69645 /
60625
4-1/2" ANGLE GRINDER
REG. PRICE
$19.99

$
9
99
SAVE
50%
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4000 PEAK/
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6.5 HP (212 CC)
GAS GENERATORS
LOT NO. 68528/ 69676/69729
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CALIFORNIA ONLY
70 dB
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Level
SUPER
QUIET!
REG.
PRICE
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$
299
99

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49
REG. PRICE $12 .99
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AIR COMPRESSOR
LOT NO.
4077 /61740

$
9
99

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PRICE
$24 .99
LOT NO.
5889
29 PIECE TITANIUM
NITRIDE COATED
DRILL BIT SET
SAVE
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99
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REG.
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99

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1/2" INDUSTRIAL QUALITY
SUPER HIGH TORQUE
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700 FT. LBS.
MAX. TORQUE
LOT NO.
68424 /2623
"Top of its Class in Quality
at a Really Great Price"
Hot Bike Magazine

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40 LB. CAPACITY
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CABINET
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93608/68893
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56", 11 DRAWER
INDUSTRIAL
ROLLER CABINET

$
699
99

REG. PRICE $999 .99
LOT NO. 67681/69395
3458 LB.
CAPACITY
SAVE
$300
42"
56"
1500 WATT DUAL
TEMPERATURE
HEAT GUN
(572/1112)
7 PIECE STUBBY
RATCHETING COMBINATION
WRENCH SETS
10 FT. x 20 FT.
PORTABLE
CAR CANOPY
LOT NO.
96289
LOT NO.
69034/68218/60728
SAVE
69%
SAVE
50%

$
7
99

$
19
99
REG.
PRICE
$25 .99
REG.
PRICE
$39 .99
S
U
P
E
R

C
O
U
P
O
N
!
REG.
PRICE
$69 .99
LOT NO. 32916 /
69886/69520
1000 LB. CAPACITY
ENGINE STAND

$
45
99
SAVE
34%
SAVE
50%
9" x 6 FT. 2 PIECE STEEL
LOADING RAMPS
LOT NO. 44649/
69591/69646

$
39
99
REG.
PRICE
$79 .99
1000 LB.
CAPACITY
YOUR CHOICE!
S
U
P
E
R

C
O
U
P
O
N
!
SAVE
56%
WIRELESS DRIVEWAY
ALERT SYSTEM
LOT NO.
93068/69590

$
12
99

REG. PRICE $29.99
SAVE
$50
LOT NO.
68887/61207/61849
90 AMP FLUX
WIRE WELDER
REG. PRICE
$149.99

$
99
99
NO GAS
REQUIRED!
LOT NO. 4030 /
69323/69380/61591
105 PIECE TOOL KIT

$
35
99
REG. PRICE $89.99
SAVE
60%
4 DRAWER TOOL CHEST
INCLUDED!
60" WORKBENCH WITH
FOUR DRAWERS

$
139
99

REG. PRICE $249 .99
LOT NO.
93454 /
69054/
61488
SAVE
$110
SAVE
40%

$
17
99

REG. PRICE $29. 99
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3/8" x 50 FT.
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01. 2 014
road-
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digest
122
HIGHLIGHTS
MOST EXPENSIVE
Bugatti Veyron 16.4 $1,657,700
LEAST EXPENSIVE
Chevrolet Spark $15,895
HIGHEST TOP SPEED
Bugatti Veyron 16.4 253 mph
LOWEST TOP SPEED
Mitsubishi i 80 mph
QUICKEST 060 MPH
Bugatti Veyron 16.4 2.5 sec
SLOWEST 060 MPH
Mitsubishi i 13.0 sec
QUICKEST 1/4-MILE
Bugatti Veyron 16.4 10.1 sec
SLOWEST 1/4-MILE
Mitsubishi i 20.3 sec
SHORTEST STOPPING DISTANCE
Porsche 911 GT3 135 feet
LONGEST STOPPING DISTANCE
Jeep Wrangler Unlimited Rubicon 204 feet
MOST GRIP
Porsche 911 GT3 1.12 g
LEAST GRIP
Jeep Wrangler Unlimited Rubicon 0.61 g
BEST FUEL ECONOMY
Mitsubishi i 126/99 city/hwy MPGe
WORST FUEL ECONOMY
Bugatti Veyron 16.4 8/14 city/hwy mpg
ACURA ILX 2.4 (9/12) 30,095 6.9/15.4 138 178 0.81 22/31
ACURA MDX (9/13) 57,400 6.4/14.9 114 178 0.85 18/27
ASTON MARTIN RAPIDE S (5/13) 223,593 4.7/13.1 190* 158 0.93 13/19
ASTON MARTIN VANQUISH (7/13) 303,635 4.1/12.3 183 155 0.95 13/19
AUDI A4 2.0T QUATTRO (5/12) 43,075 5.6/14.4 128 166 0.88 21/29
AUDI A6 3.0T (12/13) 62,745 5.6/14.0 129 171 0.88 18/27
AUDI A7 3.0T (9/12) 67,170 5.1/13.7 130 162 0.90 18/28
AUDI A8L 4.0T (5/13) 107,645 3.9/12.4 131 169 0.86 16/26
AUDI Q5 2.0T (3/13) 45,120 6.9/15.3 130 169 0.86 20/28
AUDI RS5 (11/12) 77,320 4.4/12.8 178 158 0.96 16/23
AUDI RS7 (10/13) 130,000* 3.4/11.6 190* 143 16/27
AUDI R8 V-10 PLUS (7/13) 191,445 3.2/11.4 197* 148 0.96 13/22
AUDI S6 (7/12) 79,000* 3.7/12.1 155* 157 0.87 17/27
AUDI S8 (4/13) 125,995 3.6/11.9 155 156 0.90 15/26
BENTLEY CONTINENTAL GTC V-8 (12/12) 225,740 4.2/12.7 187 175 0.85 14/24
BMW M3 (1/12) 66,125 4.3/12.7 161 153 0.95 14/20
BMW M5 MANUAL (4/13) 100,795 4.0/12.1 160 158 0.93 15/22
BMW M6 CONVERTIBLE (5/13) 132,145 3.8/12.2 160 165 0.94 14/20
BMW M6 GRAN COUPE (10/13) 145,155 3.5/11.7 190* 144 14/20
BMW X1 xDRIVE28i (1/13) 45,095 6.2/14.9 130 189 0.82 22/33
BMW X3 xDRIVE28i (3/13) 52,345 6.2/14.8 127 180 0.86 21/28
BMW X5 M (8/12) 96,045 4.0/12.5 159 172 0.90 12/17
BMW X5 xDRIVE35d (6/13) 69,645 6.9/15.3 128 178 0.85 19/26
BMW 320i (10/13) 34,775 6.5/15.1 155 163 0.87 24/36
BMW 328i (11/12) 45,145 5.6/14.3 154 172 0.88 22/34
BMW 335i (6/13) 51,545 4.6/13.3 155 164 0.89 23/33
BMW 528i (4/12) 58,995 5.9/14.5 155* 170 0.85 23/34
BMW 535i xDRIVE (12/13) 67,600 5.3/13.9 127 172 0.86 20/29
BMW 650i xDRIVE GRAN COUPE (7/13) 115,045 4.6/12.9 146 162 0.93 16/24
BUGATTI VEYRON 16.4 (12/08) 1,657,700 2.5/10.1 253 158 1.00 8/14
BUICK ENCORE (4/13) 31,530 9.3/17.1 116 175 0.82 25/33
BUICK REGAL GS (6/12) 39,060 6.4/15.0 142 163 0.88 19/27
BUICK VERANO TURBO (2/13) 30,485 6.4/15.2 130 178 0.84 20/31
CADILLAC ATS (3/13) 40,380 7.4/15.6 138 161 0.88 22/33
CADILLAC ATS 3.6 (6/13) 49,185 5.6/14.2 152 163 0.91 19/28
CADILLAC CTS VSPORT (11/13) 60,095 4.4/12.9 172* 149 0.97 17/25*
CADILLAC CTS 3.6 (12/13) 67,075 6.0/14.6 144 158 0.83 18/29
CADILLAC XTS PLATINUM (10/12) 59,430 6.9/15.4 129 179 0.85 17/28
CHEVROLET CAMARO ZL1 CONVERTIBLE (10/12) 62,245 4.4/12.7 161 150 0.97 14/19
CHEVROLET CORVETTE STINGRAY (11/13) 68,375 4.0/12.5 190* 142 1.03 17/29
CHEVROLET CRUZE 2.0TD (9/13) 25,810 8.0/16.3 125 180 0.81 27/46
CHEVROLET IMPALA LT 2.5 (11/13) 34,795 8.7/16.8 132 168 0.84 21/31
CHEVROLET MALIBU LTZ 2.0 TURBO (3/13) 33,820 6.3/15.0 145 165 0.87 21/30
CHEVROLET SILVERADO 1500 LTZ Z71 4X4 (9/13) 50,755 6.7/15.3 99 178 0.77 16/22
CHEVROLET SONIC RS (7/13) 20,995 8.1/16.3 124 163 0.84 27/34
CHEVROLET SPARK (8/13) 15,895 11.2/18.3 109 176 0.79 32/38
CHEVROLET VOLT (10/12) 43,950 9.1/17.0 101 185 0.79 35/40
CHRYSLER 300 SRT8 (10/11) 55,000* 4.4/12.8 175* 158 0.88 14/23
CHRYSLER 300S (7/13) 37,925 6.5/15.1 121 175 0.83 19/31
DODGE CHARGER SRT8 (11/11) 50,290 4.6/13.1 175* 168 0.86 14/23
DODGE CHARGER SXT (7/13) 37,810 6.4/15.0 121 177 0.83 19/31
DODGE DART RALLYE (9/12) 23,860 7.9/16.0 119 175 0.86 27/39
FERRARI CALIFORNIA (8/09) 222,974 3.9/12.3 193* 151 0.91 13/19
FERRARI 458 ITALIA (9/11) 332,032 3.0/11.0 210* 146 1.01 12/18
FIAT 500 TURBO (1/13) 23,250 8.1/16.1 127 181 0.83 28/34
FORD C-MAX ENERGI (3/13) 35,440 7.9/16.1 104 187 0.75 44/41
FORD C-MAX HYBRID (12/12) 31,885 8.8/16.7 118 191 0.77 45/40
FORD ESCAPE SEL 4WD (9/12) 33,630 9.1/16.9 117 174 0.81 22/30
FORD EXPLORER XLT 4WD (9/11) 40,170 7.7/16.0 108 177 0.78 17/23
FORD FIESTA ST (12/13) 24,985 7.0/15.2 143 159 0.92 26/35
FORD FOCUS SE (12/13) 22,550 7.5/16.2 121 182 0.83 26/36
FORD FOCUS ST (12/12) 28,170 6.3/14.8 148 164 0.93 23/32
FORD FUSION ENERGI TITANIUM (8/13) 42,285 8.6/16.6 104 185 0.80 44/41
FORD FUSION SE ECOBOOST (11/12) 29,180 8.3/16.4 122 175 0.87 25/37
FORD FUSION SE HYBRID (12/12) 35,265 9.1/17.0 105 177 0.85 47/47
FORD F-150 LARIAT 4X4 ECOBOOST SPRCRW (9/13) 49,725 6.2/14.8 101 189 0.72 15/21
FORD MUSTANG BOSS 302 (5/11) 42,990 4.3/12.8 155 160 0.90 17/26
FORD SHELBY GT500 (8/12) 63,080 3.5/11.8 189 155 1.00 15/24
FORD TAURUS SHO (10/12) 46,380 5.2/13.8 141 168 0.86 17/25
HONDA ACCORD EX-L (6/13) 30,785 7.4/15.9 127 180 0.86 27/36
HONDA ACCORD EX-L V-6 COUPE (4/13) 33,140 5.5/14.1 125 169 0.86 21/32
HONDA ACCORD PLUG-IN HYBRID (8/13) 40,570 7.7/16.1 114 184 0.82 47/46
HONDA CIVIC EX-L (5/13) 24,555 9.1/17.0 124 167 28/39
HONDA CIVIC HYBRID (1/12) 27,520 10.1/17.7 112 196 0.77 44/44
HONDA CR-V EX-L AWD (9/12) 30,025 8.6/16.5 119 179 0.77 22/30
HONDA FIT SPORT (11/11) 17,630 8.4/16.5 116 184 0.80 27/33
HYUNDAI AZERA (7/13) 37,290 6.2/14.9 155 173 0.80 20/29
HYUNDAI ELANTRA LIMITED (5/11) 22,830 8.9/16.9 118 181 0.87 29/40
HYUNDAI GENESIS 2.0T R-SPEC COUPE (7/12) 27,375 5.9/14.4 151 163 0.91 21/30
HYUNDAI SANTA FE SPORT (2/13) 32,175 8.6/16.6 120 177 0.75 21/29
HYUNDAI SONATA SE (5/12) 27,005 7.9/16.1 131 169 0.82 24/35
HYUNDAI TUCSON LIMITED AWD (9/12) 27,420 8.8/17.0 110 180 0.77 21/28
HYUNDAI VELOSTER (2/12) 23,310 9.1/17.0 121 176 0.83 29/38
INFINITI JX35 AWD (7/12) 54,800 7.8/16.0 121 181 0.76 18/23
INFINITI Q50S (11/13) 51,805 5.2/13.9 145 161 0.88 20/29
PRICE AS
TESTED,
$
TOP
SPEED,
mph
0-60/
1/4-MILE,
sec
BRAKING
70-0 MPH,
feet
ROAD-
HOLDING,
g
EPA
CITY/HWY,
mpg
MODEL ( MONTH TESTED)
ACCELERATION: Elapsed times from zero to 60 mph and through
a quarter-mile distance. Tests are run in two directions and corrected to
standard atmospheric conditions. The test vehicle is loaded with driver, full
tank of fuel, and about 10 pounds of test equipment. To take full advantage
of the power and traction available in manual-transmission cars,
combinations of wheelspin or clutch slipor bothare used. All upshifts
are lift-throttle with the clutch disengaged, and the engines redline is
not exceeded. With automatic-transmission cars, brake torquing is used
to produce the best results and alternative shift points are investigated.
Performance is measured using Racelogic VBOX GPS-based equipment.
TOP SPEED: Maximum speed achieved without exceeding the engines
redline. The published gure is an average of two top-speed runs in
opposite directions to cancel the effects of wind and grade.
BRAKING, 70-0 MPH: We report the second-shortest stopping
distance from 70 mph from a total of six stops. Speed and distance are
measured using the VBOX, triggered by a pressure switch on the brake pedal
so that the vehicles response characteristics are reected in the results.
ROADHOLDING: The maximum lateral acceleration possible during
cornering. The published gure is the average of one complete lap in each
direction around a 200- or 300-foot-diameter skidpad.
EPA ESTIMATED CITY/HIGHWAY FUEL ECONOMY: The fuel
consumption measured in a government laboratory test.
PRICE AS
TESTED,
$
TOP
SPEED,
mph
0-60/
1/4-MILE,
sec
BRAKING
70-0 MPH,
feet
ROAD-
HOLDING,
g
EPA
CITY/HWY,
mpg
MODEL ( MONTH TESTED)
INFINITI Q50S HYBRID (10/13) 53,655 5.1/13.8 149 180 0.87 28/34
JAGUAR F-TYPE V-8 S (9/13) 104,620 3.6/11.9 171 151 0.92 16/23
JAGUAR XF 2.0T (3/13) 68,175 6.8/15.1 149 161 0.85 19/30
JAGUAR XJ 3.0 (1/13) 84,725 5.2/13.8 125 158 0.85 18/28
JAGUAR XKR-S CONVERTIBLE (5/13) 138,875 4.0/12.3 186* 156 0.92 15/22
JEEP GRAND CHEROKEE ECODIESEL 4X4 (6/13) 56,990 8.0/16.1 119 184 0.72 21/28
JEEP WRANGLER UNLIMITED RUBICON (10/12) 39,955 7.8/16.3 99 204 0.61 16/20
KIA CADENZA (7/13) 41,900 6.2/14.8 154 186 0.81 19/28
KIA OPTIMA EX (5/12) 28,395 8.0/16.2 131 183 0.80 24/35
KIA RIO5 SX (11/11) 17,500* 9.5/17.2 121 183 0.79 30/39
KIA SORENTO SX V-6 AWD (5/13) 38,550 7.0/15.6 120 177 0.75 18/24
KIA SPORTAGE EX AWD (9/12) 30,150 9.3/17.3 110 179 0.79 21/28
LAMBORGHINI AVENTADOR LP700-4 (1/12) 412,015 3.0/10.9 217* 144 0.95 11/17
LAMBORGHINI GALLARDO LP550-2 BALBONI (10/10) 247,305 3.6/11.6 199* 173 0.93 12/20
LAND ROVER RANGE ROVER EVOQUE (3/13) 56,795 6.6/15.1 133 165 0.83 20/28
LAND ROVER RANGE ROVER SUPERCHARGED (8/13) 114,930 4.7/13.1 136 174 0.75 13/19
LEXUS GS350 (3/12) 55,215 5.5/14.1 142 174 0.88 19/28
LEXUS IS250 F SPORT AWD (12/13) 44,155 7.8/16.1 134 181 0.81 21/30
LEXUS IS350 F SPORT (6/13) 49,000* 5.6/14.0 143* 177 0.85 19/28
LEXUS LFA (12/10) 375,875 3.6/11.7 202* 164 0.98 11/16
LEXUS LS460L AWD (2/11) 98,330 6.0/14.5 130 171 0.80 16/23
LINCOLN MKZ 2.0H (9/13) 42,415 9.4/17.2 109 170 0.83 45/45
LOTUS EVORA S (8/11) 89,305 4.3/12.8 172 146 0.98 17/26
MASERATI GRANTURISMO CONVERTIBLE (7/11) 146,500 4.9/13.5 176* 150 0.88 12/20
MAZDA CX-5 GRAND TOURING AWD (6/13) 31,890 7.6/15.8 123 166 0.81 24/30
MAZDA 3 i GRAND TOURING (12/13) 24,635 7.9/16.3 131 178 0.82 29/40
MAZDA 6 GRAND TOURING (6/13) 31,490 7.0/15.6 135 174 0.86 26/38
McLAREN MP4-12C (9/11) 303,690* 2.9/10.7 205* 145 1.02 15/22
MERCEDES-BENZ CLA250 (12/13) 35,855 6.3/14.9 133 160 0.90 26/38
MERCEDES-BENZ CLS63 AMG S-MODEL (10/13) 125,285 3.2/11.6 186* 148 16/22
MERCEDES-BENZ C63 AMG (1/12) 80,995 3.7/12.1 174 161 0.91 13/19
MERCEDES-BENZ C250 SPORT (5/12) 40,235 6.8/15.2 130 162 0.90 21/31
MERCEDES-BENZ E63 AMG (7/12) 111,050 3.8/12.0 155* 157 0.94 16/24
MERCEDES-BENZ E350 (12/13) 63,490 6.0/14.6 133 175 0.83 21/30
MERCEDES-BENZ E350 4MATIC WAGON (5/12) 68,965 6.0/14.6 130 159 0.85 19/27
MERCEDES-BENZ GLK250 BLUETEC (10/13) 50,995 8.1/16.2 129 185 0.80 24/33
MERCEDES-BENZ GL63 AMG (2/13) 130,000* 4.8/13.2 156 162 0.84 12/16*
MERCEDES-BENZ G550 (10/12) 108,850 5.9/14.6 133 185 0.64 12/15
MERCEDES-BENZ ML63 (8/12) 109,010 4.2/12.6 175 164 0.88 14/18
MERCEDES-BENZ ML350 BLUETEC 4MATIC (6/13) 66,105 7.0/15.4 134 189 0.81 20/28
MERCEDES-BENZ SLK350 (9/11) 55,675 5.4/13.9 158 165 0.89 20/29
MERCEDES-BENZ SL63 AMG (5/13) 171,225 3.6/11.8 186* 154 0.93 16/25
MERCEDES-BENZ SL65 AMG (7/13) 223,465 3.7/11.8 186 152 0.96 14/21
MERCEDES-BENZ S63 AMG (4/11) 146,175 4.1/12.4 186* 160 0.91 15/21
MERCEDES-BENZ S550 (11/13) 113,815 4.9/13.4 132 171 0.87 15/25*
MINI COOPER JOHN COOPER WORKS (6/12) 32,600 6.1/14.5 147 164 0.89 25/33
MINI COOPER S CONVERTIBLE (4/13) 34,350 6.7/15.1 140 154 0.90 27/35
MINI COOPER S COUNTRYMAN ALL4 (4/12) 35,600 7.4/15.8 132 156 0.85 23/30
MITSUBISHI i (3/12) 30,720 13.0/20.3 80 183 0.68 126/99

NISSAN ALTIMA 2.5 SV (11/12) 25,065 7.6/16.0 119 184 0.84 27/38
NISSAN GT-R (2/12) 92,500* 3.0/11.2 190* 161 0.97 16/23
NISSAN JUKE SV AWD (4/12) 24,415 7.3/15.8 123 176 0.85 25/30
NISSAN LEAF SL (12/10) 35,240 10.0/17.6 92 185 0.79 106/92

NISSAN QUEST LE (5/11) 42,340 7.9/16.1 120 185 0.78 19/24

NISSAN SENTRA SL 1.8 (12/12) 23,420 9.2/17.2 118 172 0.81 30/39
PORSCHE BOXSTER (12/12) 66,100 5.6/14.0 168 145 1.01 20/30
PORSCHE BOXSTER S (9/12) 85,410 4.4/12.9 176 147 0.99 20/28
PORSCHE CAYENNE DIESEL (6/13) 95,175 6.8/15.4 129 164 0.94 19/29
PORSCHE CAYENNE GTS (4/13) 137,195 5.5/13.9 156 151 0.95 15/21
PORSCHE CAYMAN (9/13) 70,300 5.7/14.2 166 148 0.99 20/30
PORSCHE CAYMAN S (8/13) 93,530 4.1/12.6 173 146 0.99 21/30
PORSCHE PANAMERA TURBO S (8/12) 194,665 3.3/11.5 191 155 0.97 15/23
PORSCHE 911 CARRERA S (11/13) 148,245 4.0/12.4 188* 147 1.06 19/27
PORSCHE 911 CARRERA S CABRIOLET (5/13) 136,430 4.3/12.7 187* 149 1.03 19/27
PORSCHE 911 GT2 RS (9/11) 249,090 3.3/11.1 209* 145 1.07 16/23
PORSCHE 911 GT3 (11/13) 142,265 3.0/11.2 195* 135 1.12 16/23*
RAM 1500 LARAMIE LONGHORN 4X4 CRWCB (9/13) 55,390 7.1/15.6 107 197 0.76 15/21
ROLLS-ROYCE GHOST (9/10) 305,750 4.7/13.0 154 164 0.83 13/20
SCION FR-S (10/12) 25,092 6.4/14.9 136 166 0.96 23/30
SCION iQ (2/12) 19,841 9.6/17.5 101 181 0.81 36/37
SRT VIPER GTS (2/13) 140,990 3.2/11.5 206* 146 1.02 12/19*
SUBARU BRZ LIMITED (6/12) 28,000* 6.3/14.9 139 165 0.91 22/30
SUBARU FORESTER 2.5i TOURING (6/13) 33,220 8.6/16.7 122 166 0.78 24/32
SUBARU LEGACY 2.5GT LIMITED (4/11) 35,274 5.4/14.1 150* 162 0.81 18/25
TESLA MODEL S SIGNATURE PERFORMANCE (1/13) 109,600 4.6/13.3 134 160 0.91 88/90

TOYOTA AVALON XLE (7/13) 36,549 6.1/14.5 127 178 0.82 21/31
TOYOTA CAMRY SE (5/12) 27,585 8.2/16.3 114 182 0.82 25/35
TOYOTA RAV4 XLE AWD (6/13) 27,565 8.2/16.5 123 168 0.78 22/29
VOLKSWAGEN BEETLE TURBO CONVERTIBLE (4/13) 31,990 6.8/15.3 124 168 0.88 21/30
VOLKSWAGEN GTI (7/13) 31,000* 5.6/14.2 153* 159 23/33*
VOLKSWAGEN JETTA TDI (9/13) 27,850 8.0/16.2 124 175 0.81 30/42
VOLKSWAGEN PASSAT TDI (11/11) 28,790 8.6/16.8 113 178 0.82 30/40
VOLKSWAGEN PASSAT 2.5 SE (11/12) 25,840 8.8/16.8 114 185 0.84 22/31
VOLKSWAGEN TOUAREG TDI (6/13) 60,840 6.9/15.4 125 183 0.85 20/29
VOLVO S60 T6 AWD (5/12) 43,120 5.5/14.0 132 182 0.86 18/26
*ESTIMATED

MPGe
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illustration by DAVID DESPAU
CAR AND DRIVER Volume 59, Issue 7, (ISSN 0008-6002) is published 12 times a year by Hearst
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C/D:
Whats in your garage these days?
LI:
Carroll Shelby used to tease me with, I have the frst Shelby
in my garage." I'd respond, Well, I have the frst Viper in my
garage, and I still do. Its red, by the way. I also have a 1982
woody convertible K-car that I use to drive around locally. I have
the very frst of only of the Iacocca Silver th Anniversary
Edition Mustangs, called the Iacocca. Its the only car I ever put
my name on. Of course, I always have the most current Town 8
Country minivan. Plus Ive got a Jeep and the Yellow
Banana"a cute p Iord truck.
C/D:
Among carmakers these days, do you see one that is
consistently getting it right?
LI:
Chrysler. It's made an amazing comeback under Iiat and
the leadership of Sergio Marchionne. The company is on a roll
with both its car and truck lines.
C/D:
Who most inuenced your life?
LI:
I have my mentors in business: Robert McNamara |a Iord
Whiz Kid" who became the company's frst nonfamily
president, then U.S. secretary of defense| and Charlie Beacham
|former Iord marketing vice president|. They taught me
advanced business principles, which I applied to my daily
executive decisions. But the person who infuenced my life most
was my dad, Nicola Iacocca. He was the classic example of the
way God gives some people more common sense and street
smarts than others. I never knew the meaning of the word
impossible." It wasn't spoken in our home.
C/D:
Any thoughts on Chryslers years under Daimler-Benz?
LI:
A disaster. That association should never have happened.
C/D:
And under Cerberuss control?
LI:
I met Bob Nardelli a couple of times and was always curious
why a VC frm would be interested in owning a car company.
C/D:
In 1979, you asked the government to guarantee loans to
Chrysler while you turned the company around. Did you take a
lot of ak for that?
LI:
Congress hated the idea. It was a tough sell. But we used
those guarantees for three years, paid back the entire loan
package seven years early, and paid a quarterbillion dollars in
profts to the lenders.
C/D:
What uas your rst thought uhen you heard that the
Obama administration would bail out Chrysler and GM?
LI:
The economy was in trouble, and something had to be done.
We couldn't aford to lose more |obs. Today, Chrysler's payments
back to the government have been completed.
C/D:
In your book Where Have All the Leaders Gone? you
asked, Where the hell is our outrage? Has this most recent
administration assuaged or intensied your anger?
LI:
There is little leadership in Washington, even today. Look at
Congress. What I said in my book stands up nearly eight years
later. Outrage has not manifested to
put new leadership in government.
C/D:
Do you have any more
ventures up your sleeve?
LI:
I was involved in a few business
ventures after I retired from Chrysler, but those days are
over. After writing three books, I don't have plans to write any
more. Philanthropy is now a big part of my life, with the Iacocca
Ioundation funding cuttingedge research to fnd a cure for
diabetes. In p8, I set up the foundation after my wife, Mary,
died from complications from diabetes. We search the country
for new ideas, new research, and bright new researchers to work
on fnding a cure. We even further the cause by bestowing the
Lee Iacocca Award at a number of classiccar shows every year. It
honors the person behind the car for what they've done for the
car enthusiast as well as their own personal philanthropy.
C/D:
Right nou, uhat gives you the most pleasure in life?
LI:
My family. I have two daughters, and spending time with
them, their husbands, and my eight grandchildren, Im able to
en|oy what families are about. Italian families are close.
C/D:
Anything you uould have done digerently?
LI:
I was raised to give back. I was born to immigrant parents
and was fortunate to become successful at an early age. I've
always felt a strong sense of national service to my country, and I
may have been able to provide leadership in the political arena.
My friend |and former speaker of the House| Tip O'Neill advised
against it, and although I dont regret the decision not to enter
politics, I |ust wonder sometimes if I could have changed
anything. john phillips
Former president of Ford and former chairman of
Chrysler, Lee Iacocca, 89, was the mastermind of his own
car-company bailout and a hell of a pitchman.
what id do
differently ...
01. 2 014
124 LEE IACOCCA