Smart ForTwo - Smart Crazy

“Never buy a French car unless you in fact live in France,” I remember a journalist writing during the ‘80s, when Renaults and Peugeots were tossing parts, reliability, and market share like shucked snail shells. This echoed in my head as I went online last year, swiped $99 off my debit card, and ordered a German-engineered, French-built, Smart ForTwo. They were a sight in Paris, Florence, and Rome when I traveled there and I wanted to take some Euro va-ca home. One year later, here I am – in very-middle-America Indianapolis – driving a French car.

It was a long road for me to get here. I’m sure I was sitting in high school study hall, wearing my “Columbus Sailed The Ocean Blue in 1492” Swatch watch, inhaling car magazines as usual, when I read the Swiss watch company was developing a car. A Swatch car! How cool. The long story of how Swatch founder Nicolas Hayek got way over his head trying to bring the car to market, teamed temporarily with Volkswagen, and eventually lost control of his car company to the great Daimler-Benz ended happily – for the car. Mercedes lost money on the venture for a decade after the first-generation rolled forth in 1998 and Hayek is still hocking chic watches.

If the Mercedes 190 had been a huge risk for the benchmark luxury maker, then the 1998 Smart (stands for Swatch Mercedes ART) was a calculated leap into the crazy zone. Nobody had ever built a car like this. The spec sheet reads like an exotic: Rear drive, mid-engine, two seats, tight steering, and compact dimensions. In reality, the Smart is small even by European standards at just 106” long, 61” wide, and 61” tall – able to fit end-to-end with my Corvette on one side of the garage. This presented some real safety and space challenges.

To achieve an array of 4- and 5-star crash ratings, engineers created the tridion safety cell, which derives its name from the three pieces of sheet metal that come together to form a protective cage. You can see the cell from the outside as the black or silver trim that outlines the passenger compartment. In an accident, the front and rear give way like an Indy racer, but do not allow destructive forces to crumple the safety cell. It’s perhaps the most creative crash cell design from the company that pioneered the concept on luxury sedans fifty years ago. In internal and federal tests, the tiny Smart protects much like a mid-size sedan. So, to answer friends’ most popular question, it is safe.

Interior space surprises everybody who rides in the Smart. Given the minimal footprint, you might expect a cramped cabin. Instead, the tall profile lets passengers enter and exit easily and provides command-of-the-road sightlines very similar to a mini-van. Even while cruising on the Interstate, you don’t feel like you’re about to be squashed by Freightliners. Designers allowed the passenger seat to sit slightly further back than the driver’s seat, freeing up shoulder room for both positions. A clear polycarbonate roof (comes with a retractable cover), like on a Corvette, provides an airy feel.

I planned to order just a basic Pure-grade coupe, but ended up choosing the uplevel Passion coupe for a couple of thousand more. Then, I proceeded to check all of the options including heated leather seats (fit for a ‘Benz SLK), rain-sensing wipers, six-disc changer, subwoofer, foglamps, dash-top “bug eye” clock and tachometer, and rubberized floor mats (cheaper than carpet and much better for winter). The car comes standard with a perfectly sized leather-wrapped steering wheel, leather-wrapped shift knob, exterior thermometer, trip computer, and tire pressure monitor. A tailgate and fold-forward passenger seat allow longer items to enter. Passion models are upgraded with a three-spoke sport steering wheel and paddle shifters on the steering column for the sequential transmission. As I found out late one night, it has an alarm system that will wake Lincoln. The dealer will be happy to install as NAV system. It’s loaded like a C-Class Mercedes and went out the door for $16,400.

I use the paddle shifters to get maximum use of the 71-horsepower Mitsubishi engine with three hamster holes. That doesn’t seem like much, but when it only has 1800 lbs. to move about, is more than adequate. As in uplevel BMWs, the five-speed transmission is an automated manual. Shifts can be abrupt, but talented drivers learn to let off the power a little when a shift is imminent. Otherwise, put it in full manual mode and use the paddles at your pleasure. Fuel economy is rated a frugal 33/41-MPG city/hwy. European diesel-powered models do considerably better.
Last weekend, I drove through a snowstorm to visit my relatives two hours away. All of the electronics and balanced chassis handled the poor weather like a pro, but the 30-mph crosswinds nearly cramped my arms. Passing semis in the left lane, at 75 mph, took nerve - A maneuver like that should be undertaken with the same concern and precision with which Mario Andretti should have passed Danny Sullivan.

Odd little floor-pivoting pedals work like the original VW Beetle, but are connected to electronic stability control, traction control, four-wheel ABS, emergency brake force control, brake cornering control, and hill start control (holds the car momentarily on hills as you lift from brake to gas). In calmer conditions, the coupe is long-distance comfortable and can swallow more luggage as a sports car. Even with excellent fuel economy, a tiny 8.7-gallon tank requires a stop every 200-250 miles at full till.

Only buy a French car if you in fact live in France. We’ll have to see if I made a huge mistake or spit in the face of destiny. So far, I’m pretty happy with my German-engineered, French-build micro-car. It isn’t for everyone, but is perfect for some. A ten-year history and Mercedes engineering go a long way towards building my confidence. I’ve followed the car from the start, saw them in Europe, and now have one in my American garage. I’ll let you know how it goes.

By Casey Williams
MyCarData

Smart ForTwo - No Destination is Too Far

In “smart – small car, big deal” from Motorbooks, there’s a chapter titled, “The USA In Six Days: Laredo to Bemidji.” During early testing of the Smart, engineers drove the little cars from Texas to Minnesota and back to make sure the tots were ready for prime time in America. They performed admirably, prompting the author to declare, “For a smart, no destination is too far.”

I was already impressed by my own 2009 ForTwo, but was it capable of driving from Indianapolis to the Smokey Mountains and back without clogging mountain traffic? With a few vacation days to spare, I had to find out.

The mission was simple. A friend and I would leave on Saturday morning, drive from Indianapolis to Louisville, KY for a huge auto swap meet, and then rock it down to Gatlinburg, TN, at the entrance to the Smokey Mountain National Park.

I took a tour bus from Pisa to Florence during a trip to Italy two years ago. Before the trip, I had only ridden in one Smart at the Detroit auto show courtesy of DaimlerChrysler, on the way to my car. Riding the bus, huffing through high-speed mountain passes, we were seemingly swarmed, then passed easily, by Smarts. The tiny tikes were holding their own amongst Alfas, Mercedes, and Opels. That was in Italy, but how would the little car hold up in Appalachia?

Driving on flat Interstate lined by cornfields was easy. The morning was calm and traffic was light. Heated leather sport seats were supportive and comfy. Legroom was plentiful with a wide dead pedal, and there was plenty of luggage space for two large carry-on roller bags, two computer bags, and snacks. We listened to iPODs with the quick connection and rocked ourselves happy with the subwoofer. I loaded the six-disc changer to insure a constant stream of groovy tunes.

Even amongst car people, the Smart is a celebrity. Most of the Kentuckiana showgoers were bred on a steady diet of SUV and street rod. They had a hard time digesting the Smart, staring at us from every angle like Amish in Manhattan. We stayed at the swap meet for less than an hour, taking time to rummage through brochure stands and taking home $15 worth of Mercedes literature from the ‘60s and ‘70s. I found one with a ’79 Mercedes 280E like the baby blue one my grandmother once owned.

Back to my baby Mercedes for the afternoon run through Kentucky and Tennessee. In less than an hour from Louisville, we barely touched Lexington, before heading south on I75 towards Knoxville, TN. People stared and waved, but the Smart cruised happily at 80 mph – powered by a small 71-HP three-cylinder engine. There was no resisting the pull on the steering wheel when signs for the birthplace of KFC in Corbin, KY came into view.

The place is darned cool, even if it is the high mecca of fatty foods that have helped make America obese – the exact opposite of the Smart Effect. Sanders Court was originally a café and motel run by Harland “Colonel” Sanders. From a small kitchen, Sanders developed his famous herbs and spices, eventually franchising into one of the world’s largest fast food chains. You can still eat your KFC (a more modern restaurant has been attached to the original dining room) in Sander’s Court.
The Smart looked so small in the parking lot – like it could garage in one of the Colonel’s famous buckets, or better yet, get totaled by one. Hurried by my passenger’s irritated look, I quickly took photos and moved on towards the mountains.

To tell you I was nervous about driving the Smart through mountains is a misuse of the English language – I had visions of being swallowed in whole by Freightliners pulling logs. I owned a 1989 Geo Spectrum that I had to flatfoot through almost any acceleration, so that doesn’t bother me too much. A Smart looks tall, but all of the weight is low in the chassis, with the engine in the rear, allowing it to handle surprisingly well with its tight electric steering. Four-wheel anti-lock brakes with brake force distribution, cornering control, and electronic stability control (ESP) stood by if things got crazy. They never did – the car handled like a champ.

Stepping into the left lane at 80 mph requires timing, because there isn’t much power in reserve. The car will eventually surpass 90 mph, and you can keep a good head of steam, but you don’t want to try accelerating up a mountain with a semi (or Escalade) on your tail. Driven sensibly, the Smart is more than capable of taming mountains – in America, or in Italy.

In Gatlinburg, cruising the strip at a crawl, we caused heads to flip like flapjacks. Apparently, East Tennessee locals hadn’t seen may Smarts (although, we spotted about five while there including one with a motorized toy crank on its rear hatch). We drove up to the Microtel in our micro car then loaded up on pancakes, rummaged through shops of “Ye Ole’ Tourist Crap”, sent postcards, rode the ski lift, and otherwise gorged ourselves on vacation.

I really had fun on the curvy roads to Cades Cove and up to Clingman’s Dome within the Smokey Mountains National Park. I left the car in manual mode and paddle-shifted through every corner. The car’s short wheelbase and quick wit served up a load of fun. I had been working out so I wouldn’t huff and puff the nearly 1-mile hike to the dome in thin air. I didn’t huff or puff, and neither did the Smart.

Heading home, we started out in snow that worked the automatic windshield wipers like an exercise video and kept stability control on high alert. Going was as easy as coming except for strong crosswinds in Indian that whipped the Smart half a lane sideways at times. It can be a handful, and downright scary, but that’s part of driving a 1,800-lb. car with a high profile and small footprint. Of course, driving at a reasonable speed would have helped as well.

No matter where we stopped, the Smart absorbed attention. At one rural gas station in Kentucky, a cute little 75-year old cashier-man kept staring at the car, then at me as I paid. He asked the typical questions, “Is it electric? What is its fuel economy? Can you drive it on the Interstate?”
Then, he asked, “Can I come out and look at it?”
“Of course,” I said.
My friend looked at me with a concerned look as I was tailed by the little guy to the gas pump.
He took one more look, giggled, and said, “I’m gonna have to get me one of those to play with!”

With about 3,400 miles on the odometer, my Smart has already made highway trips to Illinois, Dayton, OH, Gatlinburg, TN, and as a daily commuter. It is a real car, capable of doing 98% of what you need a car for, and will be available as an electric model eventually (around 2011). But, how does a Smart handle Appalachia? Well, it turns out. Given calm days, there is truly no destination too far.


2009 Smart ForTwo Passion
Two-passenger, RWD Coupe.
Powertrain: 71-HP 1.0-litre I3, 5-spd. auto. trans.
Suspension f/r: Ind./Ind.
Wheels: 15”/15” f/r.
Brakes: Disc fr/rr with ABS.
Economy (MPG): 33/41 city/hwy.
0-60 mph: 12.8s
Top speed: 90 mph
Must-have features: MPG, Style.
Manufacturing: Hambach, France.
As tested price: $16,400.

By Casey Williams
MyCarData

Smart Fortwo - Passion coupe

Since the stubby little things first hit U.S. streets just over a year ago, I’ve heard the same question over and over again: “Have you driven a smart car yet?” And I had to reply that no, I hadn’t. The waiting list for media test drives was almost as long as the waiting list to purchase the actual cars. Now, however, the moment of truth has arrived, and I’ve taken to the streets in a smart passion coupe.

So what do I think?

Well, like so many automotive decisions these days, it boils down to style. If you’re smitten by the smart’s carnival-ride styling and the prospect of being able to park in the smallest spots you can find, the smart coupe is for you. If you’re looking for a truly pragmatic way to save fuel on your commute, there are better alternatives.

That’s not to say the smart isn’t economical. The EPA rates it at 33 in the city and 41 on the highway. This economy comes courtesy of a 70 horsepower, 1.0-liter three-cylinder engine and exceptionally light weight. The engine is rear-mounted, just ahead of the rear axle. A surprisingly industrial engine note makes the smart sound not unlike a tiny FedEx delivery truck when underway. The smart’s transmission is a five-speed “automated manual” gearbox. As the little engine grumbles along, the smart shifts like it’s still learning to drive a stick; the leisurely up- and downshifts are great for fuel economy, but not particularly smooth. Acceleration is leisurely, and the smart will eventually get up to freeway speeds but it’s not particularly happy there. The car’s extreme light weight works against it at high speeds, where crosswinds can lead to spooky handling.

At lower speeds, the fortwo is delightful to maneuver. You’re practically sitting on the rear wheels, so parking lots and tight urban spaces are navigated with ridiculous ease. The suspension uses MacPherson struts in the front and a DeDion axle mounted with coil springs at the rear. Electronic stability control and anti-lock brakes are standard.

So, with all that said, the smart is, in fact, a real car, albeit a somewhat crude one. Vehicles like the Honda Fit, Toyota Yaris and Nissan Versa come close to matching the smart’s accomplishments, and offer four doors, five-passenger seating, and a great deal more cargo space.

There’s one thing you won’t get from any other car, however, and that’s the smart’s adorable packaging. Designed around the idea that the average commuter spends the majority of his or her time as the vehicle’s sole occupant, the smart has been penned with single-person occupancy in mind. Rather than create a featureless road pod, however, the smart’s got style. The two-tone exterior styling emphasizes the car’s safety-cage structure, with high-strength steel visible and accented by colored dent-resistant plastic body panels. The wheels are pushed out to the corners--they can’t help but be--and the nearly vertical rear end features four distinct taillamps and a gently sloped rear window. The smart’s face seems to grin, as if the car itself were amused at the way it looks. Hardtop and convertible versions are available; the coupe is available with a panoramic roof made of clear polycarbonate. If you live near a college town, let the inebriated pranksters know that the smart weighs in at a surprising 1800 pounds. This way, they won’t injure themselves attempting to carry it off, a fate that befell many a Lilliputian Fiat 500 and BMW Isetta in the 1960s.

In spite of the looks, the smart is not a regular car that’s been shrunken down to child’s size. Think of it as a regular-sized car with everything but the front seats removed, and you’re a bit closer to the truth of the interior. There’s plenty of room inside the smart, and delicate styling coupled with large windows and a high roof makes it feel even airier. The passenger seat is mounted six inches farther back, for additional legroom on that side, and folds flat for cargo carrying. With both seats up, the trunk will hold about 7.8 cubic feet of cargo--a few grocery bags or an overnight bag. There’s more storage space in nets in the doors and inside the bottom section of the two-piece tailgate. The interior quirk doesn’t come so much from the smart’s size as it does from the styling; the dash is covered in cloth, rather than cheap-looking plastic, and the auxiliary gauges are mounted in eyeball-like stalks on the das. The key is located in the center console, Saab-style.

What about safety? What’ll happen if your smart gets creamed by a Chevy Suburban? Based on two-vehicle crash tests that Mercedes has done, it’ll bounce off and go tumbling over and over like a die in a back-alley craps game. Fortunately, smart passengers stand a good chance of coming up with sevens, despite the wild ride a crash with a larger vehicle will send them on. With ten years of real-world development under its belt already, the smart knows how to protect its passengers. The body is one big safety cage, with most of the exterior features--including the front wheels--engineered in as crumple zones to keep the passenger cell intact. The smart also sits about eight inches higher than the average passenger car, so many impacts strike below the passengers rather than at shoulder level. Smart has added 2.5 inches to the “crash box” to compensate for the larger vehicles in the U.S., and the engine and fuel tank have been designed so that they won’t penetrate the passenger compartment in an accident. Front and side airbags are standard.

In the end, this is what I think: the smart is an adorable and extremely economical, but also very rudimentary car. For that, it’s also rather expensive. Prices start at $13,590 for the fortwo passion coupe, and my tester stickered for $14,980. It’s hard to ignore the fact that that kind of money will buy a number of much larger and more comfortable vehicles. If the smart calls to you and you want one, by all means, get it and love it, but if you’re just looking to save gas, there are more satisfying ways to do it.

By Chris Jackson
MyCarData

Scion tC - Frugal Doesn’t Have To Be Boring

The Scion tC is one part commuter, one part sports coupe, and one part fashion accessory. This hat trick of urban usefulness is often the recipe for a car that does all things but excels at none of them. In this case though, the spendiest Scion on the showroom floor manages to be all things to quite a lot of people, and it has a good time doing it.

Though the boxy xB is the image leader, the tC is as upscale as Scion goes. Designed to serve the needs of the personal-coupe market so well attended by the Honda Civic, Saturn ION and Chevrolet Cobalt, the tC offers more space and a richer ride than some of those competitors, and packs it all into a vehicle with a smaller footprint. The stylish little tC is more car than its diminutive size would suggest.

The styling is subdued, especially compared to the standout xA and xB four-doors, but the tC isn’t boring by any stretch. Look closer and you’ll see intricate details in the headlight units and gentle side sculpting. The basic design is a seven-eighths scale interpretation of the long-hood, short-tail proportions of a classic sports car. The tC’s squared-off hood is comparatively stubby, but still makes up a good chunk of its length. A standard double-paned moonroof opens up most of the roof area to the sky and makes the cabin feel more spacious.

Inside, it’s surprisingly roomy. Although it’s only a two-door, the tC has a generous back seat with plenty of legroom. Driving position is somewhat legs-out and the tC sits low, so drivers used to riding high in an SUV may find it a bit constrained at first. However, there’s plenty of legroom and elbow room. The console includes a handy cubby hole for swallowing loose items. A measure of security is provided for the sound system as well, in the form of a cover panel that can be folded down to hide the stereo controls. The amenities are surprising, from the small things like the sun visors with extenders to the available iPod-compatible Pioneer sound system. Cruise control, a first aid kit and keyless entry are standard equipment. Side airbags are available. The tC may be relatively inexpensive, but it’s not a stripped-out entry-level car.

Will it really seat four, you ask? We trusted the Scion’s back-seat space enough to put our in-laws back there for a trip to dinner. There were no complaints...about the car, at least. A twelve cubic-foot cargo area hides under the yawning hatchback, as well.

Equipped with the optional four-speed automatic transmission, the tC is cheerful around town. Power from the relatively big-bore 2.4 liter four-cylinder engine is available immediately, and it isn’t buzzy or noisy. Variable valve timing broadens the torque curve while keeping fuel economy respectable. The standard five-speed manual ups the sport ante a little bit with faster responses and greater control over gearing, naturally. The tC is enjoyable with either gearbox installed, however.

The strut-front, wishbone-rear suspension is compliant enough to deal with potholed city streets, but provides plenty of feedback when cornering as well. The relatively wide stance and light, stiff body structure lend themselves well to feats of handling. Steering is responsive, and anti-lock brakes are standard. In stock form the tC is surprisingly well planted; enthusiasts who intend to go for more race-ready performance wheels and tires should find that the Scion responds well to tuning. With that in mind, Scion offers a Spec Package tC with plain steel wheels and limited options, that’s ready for modifying.

If cars were sold in department stores, you’d likely find the tC in the "Petite Sophisticates" section. That isn’t to say that all of the guys out there who have issues about being seen in a "chick car" should stay away, of course. Like the rest of the Scion lineup, the tC is a blank canvas upon which the owner is all but expected to imprint his or her personality. With surprisingly elegant style, excellent and entertaining road manners and versatile performance, the tC makes a good starting point. Pricing starts at $17,000. Tack on the automatic transmission, XM satellite radio and a security system, as with our test car, and you’ll get a sexy little $18,685 commuter that proves frugal doesn’t have to be boring.

by Chris Jackson
www.car-data.com

Scion xB

Seriously funky styling always gets you noticed, but it rarely guarantees best-seller status. Cars like the Honda Element, Chrysler PT Cruiser and Volkswagen New Beetle have brought show-car styling to the masses, but the polarizing nature of an extreme design generally limits overall success. When the Scion brand was introduced three years ago, the boxy, no-compromise style of the xB was expected to make it the black sheep of the family. Instead, it became the signature Scion, outsold the rest of the lineup and arguably became the brand's flagship.

For 2008, the xB's first ground-up redesign enables it to grow into that role, literally. The new xB is larger, bolder and just as cutting-edge as ever. Fashionistas and hipsters have no fear, the box hasn't lost a bit of its attitude. It's picked up a more powerful engine and improved road manners however; the better to be a serious all-around vehicle rather than just a cool-looking commuter that can carry more stuff than average.

The 2005 t2B show car predicted the styling of the new xB, a fact which is obvious from first glance. It's still a box, with narrow headlights and a solid, two-box look. Flow-through windows and a solid C-pillar accentuate the look. The xB has softer edges and narrow-ish windows, giving it a heftier, more burly look. Asymmetrical details like a single, offset reverse light add visual interest, and bulging fenders suggest a hint of performance capability. The new car is twelve inches longer, with a four-inch stretch to the wheelbase. Out of sight, subtle underbody aerodynamics reduce drag. With 69.9 cubic feet of cargo space, the xB is as big as some small SUVs inside. It could make a surprising alternative to some crossover sport-utes in fact, though it doesn't offer all-wheel drive.

The interior looks more conventional, but isn't ordinary by any stretch. If anything, it's slicker than the outside. The seats are tall, with the short cushions that have always characterized Toyota products, and they recline flat for impromptu camping if need be. The dash features a centralized four-gauge pod, and the nearly-flat console is decorated with chrome and wraps around the shifter. A driver information center with clock, temperature, fuel economy and range information is standard. There's a cool storage drawer under the back seat as well. Connections for an iPod and other portable music players are standard equipment, and the sound system comes with rear inputs to make adding aftermarket subwoofers and amplifiers easier. Scion clearly knows its customer base. The air conditioning system has been improved over the previous, rather weak system. A navigation system is also available for the first time.

The new xB gets a larger 2.4 liter four-cylinder engine, courtesy of the Scion tC. The 158-horsepower engine is well-suited to the xB's larger dimensions, and the box moves out nicely when given the urge. The 2.4 is actually a bit more engine than the xB needs, so it's a relaxed powerplant that's nearly silent at idle. A five-speed manual transmission is standard, with a four-speed automatic optional. The cable-actuated shifter lacks the solid feel of a true performance car's linkage, but is light and easy to use in traffic. Fuel economy, according to the revised, real-world based 2008 EPA figures, is 22/28.

The MacPherson front/torsion-beam rear suspension keeps the xB feeling confident. On the road, this car rides almost like a small SUV, thanks to the relatively tall ride height and spacious interior. Keeping things carlike, the longer wheelbase and low center of gravity give the xB a secure feeling, which is augmented nicely by the bank-vault design and blind C-pillars. It's not tippy in the least, and though it hasn't been set up to be a performance vehicle, the xB is likely to shine with minimal performance modificiations. The electronic power steering is light on effort, and well-suited to the xB.

Scions have always been well-equipped, and the xB continues that tradition. Four-wheel disc brakes, anti-lock brakes and traction control are standard equipment on Scion's box. Side and side-curtain airbags are also on the list.

Don't call the xB "entry-level," because it's a definite step above, in spite of its relatively petite dimensions. This subcompact has style and attitude to match cars four times its price, and the improved performance and freshened looks should bring a lot of loyal xB customers back. Pricing for the new xB has been set at $15,650 for the manual transmission and $16,600 for the automatic.

by Chris Jackson
www.car-data.com

Scion tC - Recapture Your Youth

I must admit I’m not in my 30’s, or 40’s for that matter however, I will admit driving this sporty little coupe made me drift slightly back in time. And did I mention this feeling can be had at the starting price of $17,800. Not a bad price for a trip down memory lane. Don’t think for a minute that you can’t add a ton of nifty upgrades to trick out this “cute” tC, however they can add up quickly.

My test vehicle had a rear spoiler, Scion Security and a navigation system, which is a must, making my vehicle still less than $21,500. The car was sufficiently equipped and had everything I needed. Of course that could bring us back to the age issue, but let’s not go there. While I’m not a fan of two door cars the third door Liftback came in really handy when loading and unloading groceries. Much easier than loading and unloading passengers in the back seat, I might add, but with only 31.6 inches of rear legroom it tended to feel a bit cramped. The 60/40 split rear seats were a plus when hauling larger items.

I liked the interior. The rich appearance and mix of textures added to its overall appeal. Sitting in the driver’s seat had a cockpit feeling and I felt in control of the car. The sunroof that covers both the first and second row seats adds an element of the outdoors and makes the interior feel bigger and more open. The 160-watt Pioneer audio stereo system with iPod connectivity and auxiliary port also provided great audio capabilities.

Along with the price, the appeal of this car is the many, many choices and options a buyer can add. Kind of like a blank artist’s canvas, you can even add purple neon light under the dash, although I’m not sure that would add to the ride. Scion engineers also included a wide variety of safety features such as Four-wheel antilock brakes, Seat mounted side-impact airbags, first and second row side curtain airbags and driver’s knee airbags. Add all this up and a sleek exterior design, which differs from the other more funky boxy Scion’s, and I think I’d safely say they have a winning vehicle.

I have come to the realization that when I get into a vehicle for the first time, I immediately look at the cup holder options. Call me shallow or just an avid coffee drinker who is seldom without a cup, but I found in talking to other people, women in particular, that this is a very important aspect of how we feel about the vehicle.

On a scale of 1-10
Cup holders – 5½

The tC had four total cup holders which were one size.

By Sandi Pedersen
Car Data Co.

Scion iQ Concept

Much more likely than the GM/Segway P.U.M.A. to find its way into American garages during the next couple of years, the Scion iQ concept is already on European streets under the Toyota brand. Developed as a more practical response to the Smart ForTwo, it adds two tiny seats and a roomier interior for only a few inches of length. Sported out with low profile tires, ground affects, and cool colors, it would be a great addition to Scion’s line-up of youth-oriented cars.

If you saw it on the street, you might think a Smart and Toyota Yaris procreated. At 126.9” long and 71.4” wide, it should fit almost anywhere. A rear hatch and fold-down seats allow small children to ride in the hindquarters and provides versatile luggage space. In concept form, the iQ looks like a Hot Wheels mad scientist lost his entire mind and created Frankenstein’s city car. The Toyota iQ, sold over the pond, is rather conservative, but designers went for 20-somethings and added ferocious facias, 18” gray alloy wheels, LED driving lamps, Flash Gordon metallic yellow paint, spoiler, and body color everything.

Unlike Smart, the iQ is front-engine and front-drive, requiring a slightly longer snoz than its German-French competitor. In practice, this will keep costs down and make the car a little more normal from the driver’s seat. The 1.3-litre four-cylinder engine develops 93 horsepower and 89 lb.-ft. of torque. Vehicle Stability Control, brake force distribution, and four-wheel anti-lock brakes insure all of the power does not overwhelm the car’s wee chassis.

Inside, passengers will want to play with the LCD dash screen that can play music and videos. Brown seats are stylish with their honeycomb inlays. Much of the rest of the cabin, including three knobs for climate control, sporty three-spoke steering wheel, high seating position, and simple controls are very similar to the Toyota Yaris. Designers always trick out concept cars, but the basic design and space utilization are very good. The rear window airbag is also a pretty cool idea considering how close passengers sit to the hatch.

Scion’s iQ may only have one wheel in the crazy zone as it heads for American showrooms circa 2011. Toyota is even promising an all-electric version. Take a Smart, add a little more space, up power from a larger engine, while not making it too large seems like a great recipe for Scion success. If/when the Scion iQ makes it to production, expect prices to start at a youth-friendly $13,000.

By Casey Williams
MyCarData

Scion xB - Is It Still Hip to Be Square?

A few years ago, when Toyota launched the Scion brand, they hoped to stake a claim on a very large, very young, car-buying audience. They marketed on the down-low. They offered a huge array of customizable options. A buyer could build his car on-line and pick it up at the dealership with a no-haggle price. Those first generation Scions were a big hit and the xB was a grand slam. Four years later, I have to ask the question: is it still hip to be square?

If anything, the xB is a beefier square. It’s bigger both inside and out. It’s got more power. It has chiseled fender bulges that give it a more significant road presence. And now it stands on the road with a reputation all its own. If that weren’t enough, it’s got the reliability of Toyota engineering backing it up.

Let’s start with its new look. As I drove it, people either loved it or hated it, but everybody looked. People too old for it, but familiar with it nonetheless, liked the remake better than the original. Someone commented, “They Americanized it. It looks much better now.” Most people also agreed that the single reverse lamp was a bit odd, but at least it gave them something to talk about.

Inside, the xB is roomier. The back seat is almost cavernous – my eight-year-old was too short to see out of the window. My four-year-old in a booster seat couldn’t see out the window. But I have to keep in mind that the xB isn’t meant for a thirty-something suburban mom, no matter how hip she thinks she is. I took it on a four-hour road trip, and after the first hour I started feeling it in my back. Either I’m definitely too old for this car or the seats could use a little more lumbar support. Scion means cool gadgets and my favorite is the iPod hook-up that links your iPod via an included cable directly to an incredible touch-screen Pioneer sound system. While there is a small learning curve to controlling the iPod on the touch screen, it is just plain fun. It sounds great and charges it for you while it’s plugged in.

The improved power is instantly recognizable in the new xB. Freeway merging is a lot less teeth gritting and much more normal. This comes thanks to tC’s 2.4-liter, 158-horsepower engine. It’s got a lot of zip and if you care at all about the law, you’ll find yourself easing off the gas pedal quite often. The five-speed manual gearbox is user-friendly, especially living in hilly terrain like I do. One feature of note is that the new xB is easier to see out of than the previous model. This is especially important to us hip people who happen to also be short.

Perhaps the best feature of all is the price. Starting in the mid-teens, you can get a lot of bang for your buck. Combine that with excellent fuel economy and the xB becomes downright practical. Saving money is definitely a hip thing to do, no matter how old you are; but let’s keep that on the down low.

by Cindy Stagg
www.car-data.com

Scion tC - Refreshed and redesigned

A long time ago – well, it was actually 2004 – Toyota decided to give up on the younger buyer.
Instead, it birthed a new Scion division and let it market cars aimed at 18- to 35-year-old buyers who probably would never drive a Corolla … and killed the cool Celica and the fun mid-engine MR2.

First came the xA – a cooler Yaris – and the boxy xB, both born off of familiar platforms to the U.S. Then came the one car enthusiasts waited for – the sporty tC, the first generation premiered at the 2004 North American International Auto Show. Designed for the U.S. alone in 13 months and based on the then-Europe only Avensis sedan platform, it was a sporty coupe that cost way under $20,000, was a lot of fun to drive and still handled four adults and stuff.

Six years later, it’s time for a reinvention of the tC, what Toyota said would be a compact sports coupe with “premium style and features” to meet “the desires of the evolving sports coupe buyer,” according to Toyota.

But has it changed?

· Scion scenery – The 2011 Scion tC coupe shares the same long (106.3-inch) wheelbase and 174-inch length as the first generation, while its design is definitely an evolution of the first version. Its “bolder, more aggressive stance” is inspired by the Calty-designed Scion FUSE concept, Toyota says. We start with a slit grill between a pair of slit-eyed, glaring headlights over a bolder, wider-mouthed lower inlet with small splitter. The side intakes, fake on the tC, are larger as part of the edgier lower bumper. The nose and hood line seem lower as a result, while the flat-edged fender flares framing 16-inch Toyo radials seem a bit more aggressive, athough the 14-spoke alloy wheel design is a carryover from 2010. The roofline is less rounded as it heads aft, the windshield and side windows (thanks to black accents on the A- and B-pillars) takes a bit of its design inspiration from a wrap-around racing helmet. The car is a bit over an inch and a half wider, but no lower according to the spec sheet. The rear side windows get a more angular upsweep of the beltline, which rises more sharply upward off the front fender line. In back, more sharply defined fender lines accent the rear roof line and larger taillights, while one chrome pipe peeps out of the lower fascia. Repeater turn signals live in the side mirrors. Our model had one of seven colors, a purple metallic Sizzling Crimson Mica, well applied to a precision built body. It looks sporty and purposeful, with that interesting rear roof line that promises utility inside. But it looks so much like the first-gen tC that no one noticed it, even other Scion owners.

· Scion seating – I said it back in 2005, when I tested the first tC – the long wheelbase means a nice long door to get into a grippy black cloth-covered bucket seat with good comfort and support, plus manual height adjustment. The thick flat-bottomed, leather-clad (perforated at 2 and 10) three-spoke steering wheel looks like a race car’s, and manually tilts and telescopes for a good view of the dual-cowl (vs. the three-cowl first-gen) gauge package. Under that hard plastic dash top, set deep, is a 140-mph speedometer and 8,000-rpm tach, the latter with a green temperature icon in lieu of a gauge. That’s it, except for the central gas gauge – not so sporty, I guess. Underneath, a trip meter, while a green “ECO” indicator lights on the speedometer when you are driving more efficiently. The steering wheel was lacking in controls, only the basics for stereo –no Bluetooth connectivity on the base tC. But there is one thing not missing from the second-gen tC – good basic audio. We had a standard 8-speaker, 300-watt Pioneer AM-FM-CD audio system that shares some speaker components with the Lexus LX 570, each door packing a tweeter, mid-range and woofer for seriously clear and powerful sound. The big volume knob also doubles as a tuning/song selection/menu selector, and works well. There’s a USB connector and a 12-volt outlet at the base of the center stack, with a hard plastic nook to rest your music unit. There’s also an MP3 auxiliary input for other music players. An Alpine Premium audio system is available. The tC always had something a lot of its sporty coupe competition didn’t have – very usable, adult-size rear seats, and the second-gen is no different. Thanks to a roofline that doesn’t go all fastback, plus front seats that easily tilt and slide forward, you get easy access to truly good head and leg room in back for two adults. The rear seats split 60/40 split to expand a wide, if not too deep rear cargo area. And the rear seatbacks do recline up to 10 degrees. For storage, water bottle holders in the door map pockets, two cup holders in the center console, one of which can hold a rubber coin tray with iPod/MP3 player slot. There’s storage space under a hard plastic center armrest with room for up to 18 CDs, and a big glove box. There’s a power tilt and slide moonroof up front and a glass roof in back, both with sunshades. For safety, driver and front and seat-mounted side airbags, driver knee airbag, and side curtain airbags. I have nitpicks – the first generation tC’s interior was bolder, brighter in its use of alloy-like plastic, and more fun to be in, while this one was almost all hard black plastic with a touch of silver and padded door inserts – solid and precisely made, but a bit drab.

· tCompetition – Back in 2005, I tested a first-gen tC with an aluminum 2.4-liter, DOHC, four-cylinder VVT-i in-line four with 160 hp, borrowed from the Camry SE. In the Camry, with 5-speed manual, we hit 60-mph in 9 seconds. The same engine in the tC coupe did it in 7.8, with a delightful 5-speed manual. Fast forward to 2011, and the second-gen tC grows a bit in power with a new 2.5-liter inline four with Dual Variable Valve Timing with intelligence (VVT-i) and a Variable-induction Intake Manifold System that changes the length of the air-intake pipe to supply more torque on demand. That meant 180-hp, with a snarling lightweight exhaust and a six-speed automatic vs. the base manual. The result – 60-mph in 7.2 seconds from our very young 900-mile-old tC, weighing 3,102-lbs. (198 more than the ’05). We had crisp downshifts, the ability to shift for ourselves, and an average 28-mpg in mostly highway driving on regular. Riding on what Toyota called “an enhanced platform” – read redoing the first version’s - we had a McPherson strut front/double-wishbone rear-suspension with a supple yet sporty ride. It handles highway bumps and back road lumps with no harshness, even with two on board. The new tC is as tossable as the old one, with good grip and a well-weighted electric power steering, aided by wider rubber and a thick-rimmed steering wheel. It plays well in the corners, with some front end scrub handled by traction and stability control, and stable in an off-ramp. Larger disc brakes on all corners helped the stopping power, with a precise feel to the pedal and no fade. I’d like the 6-speed automatic to downshift a bit quicker coming out of some turns. And if you want to play a bit more, the tC’s competition is sportier (see below).

· Scion economy - The tC starts at $18,275 with a manual transmission, and $19,275 with an automatic, all with ABS, Electronic Brake-force Distribution, Brake Assist, defeatable traction and stability control and a brake override system. All above was standard except $109 carpet mats, for a final price of $20,169. Direct competition includes the Honda Civic Si coupe and the Mini Cooper S. The Civic Si’s 2-liter four has 197-hp and hits 60 mph in 7 seconds with a very slick manual, as does the Mini Cooper S's turbocharged 181-hp in-line four. Both are crisper handlers as well, albeit a bit short in rear leg room. With 200-hp, a new VW Golf GTI gets to 60-mph in under 6 seconds as well and may be the supercar in the class. Alas, all three cost $2,000 to almost $10,000 more.

· Bottom line – If you want or need a chunky, sporty, good-handling sporty coupe with good fuel mileage and good room for people and gear, a tC is a good place to start. It is fun to drive, makes the right noises and has good value for the cash. It also has good power, and an automatic that gets us use it with economy. But I’d hoped the second-generation tC would up the ante in sportiness, when the aforementioned competition has.


2011 SCION TC

Specifications:


Vehicle type - front-wheel-drive 5-passenger compact sports coupe

Base price - $19,275 (As driven - $20,160)

Engine type - aluminum alloy block DOHC 16-valve with Dual VVT-i in-line four cylinder

Displacement - 2.5-liter

Horsepower (net) - 180 hp at 6,000 rpm

Torque (lb-ft) - 173 at 4,100 rpm

Transmission - 6-speed automatic

Wheelbase - 106.3 in.

Overall length - 174 in.

Overall width - 70.1 in.

Height - 55.7 in.

Front headroom - 37.7 in.

Front legroom - 41.8 in.

Rear headroom - 36.4 in.

Rear legroom - 34.6 in.

Cargo capacity - 14.7 cubic feet/35.4 w/rear seats folded

Curb weight - 3,102 pounds

Fuel capacity - 14.5 gallons

Mileage rating - 23 mpg city/ 31 mpg highway

By Dan Scanlan - MyCarData



Last word – Refreshed and redesigned, but maybe, just maybe, didn’t go sporty enough

Scion xB - goes custom

Toyota’s youthful Scion brand busted out of the box with, well, a box. The xB was as square as the earth is round, but all of that slab-sided real estate made the perfect canvas for drivers wanting to customize their ride. From the factory, there is a barrage of available colors, interior lighting choices, and add-ons. An enormous after-market parts business has also grown to support the Toyota offspring, but Scion retailers offer a warehouse full of options, ready for the asking.

Cruise through the accessories tab on scion.com and you’ll see a list of options that looks like the catalog for Auto Zone. Illuminated door sills, contrasting color leather-wrapped steering wheels, and custom floor mats dress up the interior. Carbon fibre door pillar appliques, chrome exhaust outlets, and 19” Toyota Racing Development (TRD) wheels turn the xB from boring to boisterous.

Moving beyond mere cosmetics, performance enthusiasts can check off a TRD lowering kit, front strut brace, rear sway bar, performance shocks, quick shifter, and even specific oil caps. The TRD torque-biasing differential is available with the five-speed manual transmission to make sure all of the xB’s power gets to the pavement. All of this customizing potential gave Scion a good idea.

To inspire our troops and custom car builders, Scion put out a challenge for active duty military personnel to customize xBs in a contest. Cars were judged on thirteen criteria that included “paint, build quality, bodywork, interior, and audio/visual entertainment.” The Grand Prize Winner of $14,000 was “Team: The Salty Dogs” for The Squid Concept. It was created by members of the U.S. Navy, based at Naval Station, Mayport, FL. Two other teams created concepts that look like a safari car with open air rear compartment and a jacked up dessert buggy.

“All three teams did an awesome job transforming their xBs from cool concepts to complete head-turning rides,” said Steve Hatanaka, Scion auto shows and events manager. “On behalf of Scion I want to congratulate The Salty Dogs on their amazing build. I look forward to seeing this vehicle at SEMA and around the country in the coming year.”
Besides its debut at SEMA, “The Dog” was on display at the Detroit auto show. You might not want to go for the full nautical theme on your Scion xB, but given a little creativity and lots of help from your local dealer, you can design and engineer an xB like no other.

By Casey Williams - MyCarData

Saab 9-3 Sport Combi - Wagon-Like 9-3 Hits the Right Notes

A number of manufacturers refuse to call them wagons. But vehicles that look curiously like station wagons of old are making an astounding comeback, particularly among the European entry-level luxury ranks.

Vehicles with four doors and a hatch in back were once a staple of the industry in virtually all segments. Then in the ’90s it became more fashionable to find the hatch attached to the rear end of a sport utility vehicle.

But people are rediscovering that wagons — a few companies beg us not to refer to their vehicles as such — are capable of hauling as much stuff as a comparably sized SUV while yielding much better gas mileage and offering alluring designs. Many of these new offerings can be ordered with all-wheel drive offsetting one of the few advantages of an SUV.

Jaguar, BMW, Audi and Volvo all have excellent examples of these compact and mid-sized wagons. For 2006, add Saab to the list. The new Saab 9-3 SportCombi is a honey of a car and returns the Swedish automaker to its hatchback roots.

All of the new European wagons are wonderfully proportioned. The 9-3 is no exception. The roof gracefully tapers rearward into a steeply raked tailgate. Arching high-mounted rear taillights wrap into forward-slanted D-pillars. The front third of the car is similar to the 9-3 sedan. And that’s a good thing.

The SportCombi is a mouth-watering design that puts Saab back in the hatchback business. Not long ago Saab was synonymous with hatchback. A great number of Saabs over the past few decades were either three-door or five-door hatches. But under the direction of new owner General Motors, the rear door was eliminated in 2003 in favor of a traditional sedan trunk. Saab loyalists who loved the hatchback design were left on the side of the road. The SportCombi has put the Saab aficionado back in the driver’s seat.

The 9-3 offers a sports-sedan feel with 45 cubic feet of cargo capacity with the seats folded and nearly 15 cubic feet behind the seats. It’s a wonderful combination of driving fun and practicality.

Our test car was the sporty Aero trim level, which runs $6,000 more than the base version at $32,900. In our estimation it’s worth the money. In addition to a power-packed turbocharged 250-horsepower 2.8-liter V6, the Aero brings bolstered front sports seats, leather upholstery, a lower body kit treatment, a lowered sport suspension, 300-watt stereo with 13 speakers, 17-inch alloy wheels, chrome instrument surrounds and chrome interior trim.

There are only two trim levels across the 9-3 model lineup for 2006. The confusing Arc and Linear designations have been discontinued and combined into an unnamed standard model.

The standard engine in the SportCombi is a 2.0-liter turbocharged 4-cylinder generating 210 horsepower and 221 pound-feet of torque.

Both trim levels have manual transmissions available, a 5-speed in the base and a 6-speed in the Aero. Our test car came with a 6-speed automatic with steering wheel shift controls. It suited us just fine.

The V6 pulls strongly through the gears, but with a hint of turbolag at low rpm. We felt virtually no torque steer in the front-driven wagon. That’s impressive since the V-6 generates 258 pound-feet. The SportCombi actually feels faster than the unofficial published times of around 7.0 seconds from 0 to 60.

We did not drive the 4-cylinder model, but performance should be satisfying with 0-to-60 in the mid 8-second range.

The power derived from the V6 is a suitable counterpart to the car’s excellent handling and cornering capabilities. And this smile-inducing behavior is achieved in part thanks to a firm but certainly not jarring suspension. Good feedback is offered through the steering wheel with excellent on-center feel.

The driving position is near-perfect thanks to the excellent sports seats. They offer a neat combination of comfort and support. And we were impressed with the look of the parchment-colored leather seats with black inserts.

The dashboard layout is standard Saab black. We’ve always found Saab’s aircraft-inspired instrumentation attractive, even as some critics call for more colorful executions, but as in the past there are a lot of same-looking buttons that can be confusing until the controls are put to memory. Saab’s signature Night Panel remains in which all the interior lights can be cut off except for the speedometer for less distracting night driving. Saab was also one of the first automakers to offer a large, cooled glovebox for beverages or to keep your Snickers bar from melting in hot weather. It’s standard equipment — lined with a rubber insert — on the SportCombi. Storage areas are plentiful, including under-floor cubbies in the cargo area.

Our test car came with a few options including navigation, automatic transmission, front heated seats and special Fusion Blue Metallic paint bringing the bottom line to $38,065. The base price includes no-charge maintenance for three years or 36,000 miles and a four-year, 50,000-mile bumper-to-bumper warranty.

The new Saab gives people who desire an upscale vehicle with cargo space an opportunity to say no to the gas-hungry sport utility. They will get a handsome wagon that can return 28 miles to the gallon on the highway while offering driving excitement not possible in a high-profile SUV.

by Jim Meachen
www.car-data.com

Saab 9-3 Turbo X Wagon - Saab's Munster Koach

Load up the kiddies, the Cannondales, the kayaks and blast them to Hades - Saab has the most evil-looking wagon since George Barris created The Munsters’ Koach. Although the Saab doesn’t run on embalming fluid or a Mustang GT V8 engine, it does share the Koach’s black paint and sinister, road hugging, persona.

Now almost synonymous with Turbo, Saab debuted its first one on the 99 CombiCoupe in 1978. As with the original turbo 99 and 900 models, the dark and ominous 2008 Saab Turbo X features jet-black paint – now metallic. A matte black grille treatment simulates titanium while eighteen-inch 3-spoke wheels, twin tailpipes, and a rear spoiler further distinguish it from lesser 9-3s while linking it to its ancestors. Interiors are outfitted with bolstered black leather sport seats, carbon fibre finishes on the dash and doors, special gauges, and a thick-rimmed steering wheel. It looks ready to slay Volvos, feeling the part as soon as you slip inside.

Along with all other 2008 9-3 models, the Turbo X was designed to reflect a more aggressive aero-inspired exterior and Scandinavian interior themes driven from the recent Aero X concept car. Smoked taillamps and upswept headlamps with “eyebrow” lighting are modern and refined. Interiors are less cluttered with fewer niblet-sized buttons, adopting GM’s Black Tie radio design and ergonomic climate controls. Saab’s traditional driver-focused dashboard, large analog gauges, businesslike controls, and console-mounted ignition switch are as they should be. The nighttime lighting mode, which extinguishes all but essential gauges, is nice to the eyes. True to Scandinavian tradition, everything is high quality, but never ostentatious. Think IKEA with attitude.

Boring people may drive the sedan, but enthusiasts with a sense of adventure will choose the SportCombi wagon in which there is plenty of cargo room, especially with the rear seats folded, to tote your IKEA wares. While I had the car, I picked up my grandmother for lunch. Not only was she comfortable in her leather-bolstered seat, but her walker also fit very easily beneath the rear hatch. A bicycle, stroller, or tailgate party consumables can be consumed in whole.

Unlike the original “black turbos” that spun power from four-cylinder engines, the latest one makes whoopee with a 280-horsepower, 24-valve, 2.8-litre V6. An eager amount of torque (295 lb.-ft.) comes online at 2,150 rpm and stays until 4,500 rpm. Peak horsepower is made at 5,500 rpm. What you notice is surging power off the line and open lungs way above legal speeds. Buyers can choose between a six-speed manual or six-speed automatic transmission. Fuel economy is rated 15/24-MPG city/hwy.
Saab’s XWD all-wheel-drive system gets all of that power to the ground without drama. Very sophisticated, the system can shift power from front to rear and from side to side, depending on traction and road conditions. Four-wheel anti-lock disc brakes, electronic stability control, electronic brake force distribution, and traction control insure every bit of friction is used to the max. Engineers tuned the chassis for a stiff and solid ride for a good balance of performance feel and long-distance comfort. The car was also lowered 10mm to coax even more ability from of the car’s chassis.
One look at the Munster Koach tells you Mr. Barris had little concern for safety. Saabs, on the other hand, offer exemplary safety. Like any good European car, the 9-3 comes standard with dual front airbags, front side airbags, and side curtain airbags for all outboard passengers. Almost everything in the cabin is softly padded, including front knee bolsters, to protect soft humans. Front seats feature active headrests that move forward in an accident to prevent whiplash. All seating positions hold passengers in with three-point belts. Of course strong safety cage construction beneath the skin works to prevent intrusion from the front, rear, and sides. Saabs are as sophisticated in safety as they are in active handling and performance.

Whether you choose the Turbo X sedan or SportCombi wagon, you’ll drive a world-class car that can run with some of the best sport sedans and wagons in the world, but with a sense of practicality that can only come from Sweden. A powerful turbocharged V6 engine, angry ground affects, and black paint give it attitude that would make George Barris proud. Competitors include the Subaru Legacy, Volvo S40, and VW Jetta SportWagen

By Casey Williams
www.car-data.com

Saab Turbo X

To help put an exclamation point on the 30th anniversary of its high-performance turbocharged engines, Saab has introduced the Turbo X. This limited-edition 9-3 features a more powerful engine, a menacing black paint job and introduces Saab's all-new XWD all-wheel drive system.

The 9-3 is the closest you can come to a "classic" Saab, so it makes sense that the manufacturer chose this model to carry the hot-rod torch. The 9-3's compact dimensions and well-balanced chassis make it a good starting point for a performance version, and it's the spiritual successor to the cool turbocharged 99 and 900 models of the 1980s. The Turbo X is available as a four-door sedan or a five-door wagon, and Saab plans to sell 600 of them in the U.S., out of a worldwide production of 2000.

The Turbo X is available as a four-door sport sedan or a five-door sport wagon, and it's available only in a metallic jet black color meant to evoke Saab's classic Turbo models. The familiar long-nosed styling and four-hole grille are enhanced by blackout exterior trim and a lowered stance. The front and rear bumper fascias have been slightly tweaked for improved aerodynamics. Special spoilers also set the Turbo X apart. Dark gray six-spoke eighteen-inch wheels are unique to the Turbo X and wrapped with Pirelli P-zero tires.

On the inside, the Turbo X features standard black leather and carbon-fiber trim accents. The seats are snug but not aggressively sporty, and all the familiar Saab cues are here: floor-mounted ignition key, cool kung-fu cupholder, multi-adjustable air vents and a nighttime "blackout" panel for improved visibility. Like most Saabs, the Turbo X features a comfortable, upright driving position.

Standard equipment includes rain-sensing wipers, XM satellite radio, a Bose Centerpoint surround-sound radio and a power moonroof. A DVD-based navigation system and heated seats are available.

The Turbo X's performance credentials are impressive; an all-aluminum 2.8 liter DOHC 24-valve turbocharged V6 resides under the hood and cranks out 280 horsepower at 5500 rpm, with 295 foot-pounds of torque available between 2150 and 4500 rpm. Variable valve timing and a dual exhaust ensure that the V6 is responsive even when the turbo isn't spinning. Saab reports a 1-100 km/h time of just 5.7 seconds. Saab doesn't report the big, honking exhaust, which is as noisy as some of the ineptly installed aftermarket systems hooting around town underneath modified Hondas. On the freeway, the Turbo X's booming exhaust note will easily render the surround-sound audio system useless. A choice of six-speed manual or automatic transmissions is offered, and the new Cross Wheel Drive (XWD) all-wheel drive system is standard. Produced by Haldex, XWD manages torque delivery front to rear and features a limited-slip rear end, offering stable and responsive handling in a variety of conditions.

Like the rest of the 9-3 lineup, the Turbo X has a MacPherson strut front suspension and an independent four-link rear. Special performance tuning sets the Turbo X apart on the road, however; the suspension is 10mm lower, with stiffer springs and shocks, as well as self-leveling dampers in the rear. Bigger brake discs, 13.6 inches in the front and 11.5 in the rear, are visible behind the wheels. The Turbo X is confident on the freeway and will cruise at extralegal speeds easily--almost too easily, in fact. In hard cornering, the all-wheel drive induces a bit of predictable understeer, and the Turbo X isn't particularly tolerant of rough roads. The overall feeling is that of a tauter version of Saab's confident, organic-feeling handling. This is a car that you feel like you're wearing, rather than simply driving it. It lacks the happy-performance-accident feeling of the early turbocharged cars it seeks to emulate, replacing it with a more carefully engineered sense of confidence and ability.  Considering the on-again, off-again performance of the early Saab Turbos, this isn't necessarily a bad thing.

With pricing starting at $42,510, the Turbo X is playing with the big boys; in true Saab tradition, it's doing it while marching to the beat of its own drum. It's earned the price tag; the Turbo X is the ultimate representation of Saab performance, from its menacing yet subtle look to its track-tuned suspension and powerful turbocharged engine. To underscore this, Saab even treated the first 100 Turbo X buyers to an exclusive driving school at Road Atlanta.


by Chris Jackson
www.car-data.com

Saab 9-7X

Maybe we've just been talking to too many Saab fans, but everyone seems to hate the new Saab 9-7X. It's an obvious part of the platform-sharing trend at General Motors, it's true, and the world probably doesn't need another V8-powered SUV. Most of all, to the Saab faithful, the notion of a great big sport-ute joining the family is somewhat anathema. Porschephiles reacted the same way to the Cayenne, and long-time Volvo owners revolted when the XC90 hit the streets.

All of the bad attitude may be a normal part of introducing an SUV to a lineup that has traditionally done without. Don't let it prevent you from considering the vehicle at the heart of it. For all of its badge-engineered flaws, the Saab 9-7X might be the nicest version of the General Motors' already respectable mid-size SUV family.

So how do you translate the sleek styling of a Saab sedan or wagon onto the tall, boxy framework of a mid-size sport-utility vehicle? The 9-7X offers a surprisingly handsome answer to this question. The rounded, boat-like chin that's come to characterize the Swedish manufacturer's offerings is present here, as are the three-element grille and catlike headlamp units. Saab's trademark smooth, aero look is also very much in evidence. The bumpers are flush-mounted, making the 9-7X look less truckish. 18" wheels are standard. At the rear, a unique bumper and rear windows that wrap around the D-pillars (as it does in Saab's 9-3 and 9-5 wagons) bring the styling expression to an elegant close.

The 9-7X gets the best interior of General Motors' midsize SUV family. The colors are warm, the seats handsomely stitched. With the familiar Saab instrument panel and the ignition key between the front seats, this doesn't feel like a TrailBlazer at all from the driver's seat--a problem that plagued variants like the Buick Rainier and Oldsmobile Bravada. It's even borrowed Saab's silly dancing cupholder from the 9-3. One might accuse it of trying a bit too hard to be a "Saab," in fact. Get past the theatrics and the 9-7X is comfortable and upscale. The architecture feels a little bit dated-- this platform is about five years old, after all--but it's solid and offers plenty of space for front and rear-seat passengers. It's well- stocked with cool stuff, too; GM's OnStar system offers turn-by-turn navigation to premium subscribers.

On the road, the 9-7X is quiet, with a smoother, firmer ride than competitors like the Volkswagen Touareg. It gives up a lot of interior space and airiness to the Audi Q7, but feels larger and more solid than the Volvo XC90. The luxury SUV market is crowded, and like a fractured European state, it's practically defined by the borders of its neighbors rather than by any particular distinction of its own.

The ride height has been lowered slightly, but the truck-like body-on- frame construction and solid-axle rear suspension makes itself known in the form of head-toss, reminding passengers that the 9-7X is a fairly tall vehicle. Steering response has been tightened, and together with the big wheels the 9-7X feels reasonably confident on the road. To keep things safe, a tire pressure monitoring system and StabiliTrak stability control are standard equipment. StabiliTrak helps to reduce yaw and oversteer in slippery conditions. Four-wheel disc brakes help to bring this SUV to a stop in all conditions.

All-wheel drive and an four-speed automatic transmission are standard. The lack of a selectable automatic transmission will turn some buyers off, as will the behind-the-curve number of cogs to select from. Five- and six-speed automatics are the way to go in the luxury SUV department these days. Give the 9-7X a healthy kick of throttle, and those reservations should disappear pretty quickly. The 9-7X is available with a choice of straight-six or V8 power. The 290-horsepower 4.2 liter inline six is the standard engine and does the job well enough, but the available 5.3 liter V8 brings the 9-7X to life. With 302 horses under the hood, the V8 erupts with a very un-Saab-like roar, and speed is delivered in a confident hurry. Like other GM V8 engines, the 5.3 is equipped with the Active Fuel Management cylinder shutoff system, so it's not sucking down ridiculous amounts of gasoline at all times. Properly equipped, the 9-7X will tow up to 6500 pounds, and a covered receiver hitch is standard equipment.

Ultimately, the 9-7X offers a taste of Sweden by way of Ohio. The Saab faithful may not respect it (as is the case with so many cross- pollinated vehicles these days), and its aggressive Saab-ness comes off as a bit defensive, but it's an extremely nice vehicle once you look past the overacting. Pricing starts at $39,935 for the six- cylinder and $41,935 for the V8.

by Chris Jackson
www.car-data.com

Saab 9-3 Sedan - A Little Quirky but Nice

Well, if we knew the answer to that, we’d probably be making a great deal more money than we do now. "Rightness" is an X-factor that dances in and out of the grasp of every automotive engineer. Sometimes it’s predictable, and other times it turns up in unlikely places.

The Saab 9-3 is one of those places, and we’re still deciding if it’s an unlikely candidate for "rightness" or not. General Motors’ Swedish-car department seems to have lost its way somewhat lately, with Subaru- and Chevrolet-based additions to the lineup, but the 9-3 is much more of a pure Saab creation, with lines that resemble those of classic Saabs. It’s available as a four-door sedan, station wagon-like SportCombi, or a two-door convertible. This car is the spiritual descendant of the 900 sedans and hatchbacks that helped to forge Saab’s reputation as a car as sturdy as it was quirky.

Most folks will recognize the 9-3 as a Saab product, in spite of a design that’s been watered down somewhat by General Motors. The four-element grille is distinctive, and the rounded and tapering front end is also a Saab hallmark. From the side it’s a bit more generic, but a strong character line that rises from front to rear and creates a subtle wedge effect ensures that the 9-3 won’t fade completely into the woodwork. For 2006 Saab has dropped the "Linear" and "Arc" models whose geometry-based names were the delight of nerds everywhere, and merged the two lines into a single base model. Even so, the 9-3 retains its basic Saabness even in the face of GM ownership and platform-sharing.

The most brazenly Saab-ish aspects of the 9-3 - the ignition key mounted in the floor, "night panel" dashboard blackout button and aircraft-style air vents - seem more like affectations than purposeful innovations these days. The 9-3 is comfortable and well-built, however. The seats are comfy chairs that pleased a number of different passengers during our test drive, and the interior is surprisingly spacious. Handsome red walnut trim is available. The optional navigation system allows the 9-3 to keep up with the Joneses of the luxury car market, but the small screen and tricky controls make it one of the least helpful systems we’ve used.

The 9-3 is undeniably a long-legged, confident handler that eats up freeway miles with gusto. A choice of turbocharged engines is offered; a 2.0 liter four-cylinder in base models and a 2.8 liter V6 for the Aero line. The base model we drove was a bit turbo-laggy from a standstill, but the 210 horsepower still offers an entertaining drive. The V6 in the Aero makes 250 horsepower and probably doesn’t do wonders for the 9-3’s tendency to exhibit a bit of torque steer in four-cylinder form. Transmissions are similarly split between model lines; a five-speed manual or automatic is offered in the base 9-3, and a six-speed manual or automatic in the Aero. We drove the five-speed automatic and found it to be a generally agreeable gearbox, with smooth shifts and admirable response times.

In spite of the turbo lag and wobbly wheel under power, the 9-3 has that all-important measure of rightness to its handling. The independent suspension includes a carefully tuned four-link rear that offers a degree of rear-wheel steering but maintains lateral stiffness; as a result, the 9-3 turns in eagerly and without feeling loose. Understeer is predictable and doesn’t spoil the fun. On the road, the 9-3 feels alive and eager to be driven, rather than bored with mundane tasks. It’ll run at high speeds with a Mercedes-like lack of drama; we sometimes found ourselves going faster than we intended, in fact. Thankfully for your license, the 9-3 will haul itself down from speed without drama as well, thanks to standard anti-lock brakes.

It’s a nice little package that often goes unnoticed in the constant flow of new luxury and mid-luxury cars from Europe. Enthusiasts will enjoy the 9-3 for its road manners; Saab fans will like it for the familiar quirks that haven’t been ironed out by General Motors. The rest of you will just have to meet the Saab and decide for yourselves. The 9-3 starts at $25,900. Our test car was equipped with heated seats and a navigation system, and stickered for $32,960.


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by Chris Jackson
www.car-data.com


 

Ram Power Wagon - well-earned reputation

Ram Power Wagons have a well-earned reputation for being indestructible and as off-road capable as a full-size, heavy-duty truck has a right. Re-introduced in 2010, and updated for 2011, the latest edition lives up to its reputation.
“No off-road truck on the market can touch the Ram Power Wagon. It dominates the competition,” said Fred Diaz, President and CEO – Ram Truck Brand, Chrysler Group LLC. “It’s a vehicle born from the minds of off-road enthusiasts and goes way beyond anything ever created by an automaker.”

That’s a bit of a stretch given the Ford Raptor and GMC Sierra All Terrain HD concept, but the 4x4 Power Wagon is plenty capable. It is equipped with electric-locking front and rear differentials, electronic disconnecting sway bar (a learning from Jeep), 32-inch off-road tires, Bilstein shocks, skid plates, 4.56 axle ratio for steep hills, and custom Warn® 12,000-lb. winch.

Keeping this beast on the move is a 383-horsepower 5.7-litre HEMI V8 engine connected to a five-speed automatic transmission. Given its off-road charge, the V8 has been modified for greater precision off-road through softer throttle response and a higher idle speed. This provides additional control when climbing or descending hills at low speeds. A heavy-duty frame helps the HEMI move up to 10,300 lbs. of trailer. You really don’t want to know about gas mileage when doing so.

Power Wagons are not Longhorns, so don’t expect extravagantly-equipped interiors. However, durable and comfortable cloth seats, leather-wrapped three-point steering wheel, Satellite radio, ginormous drink holders, and enough space for six large adults holds its own luxury. Power adjustable pedals, mirror extensions, and rear park assist camera make it easy to drive. I’d be all for the remote starting in winter.
Ram Power Wagons come with a powertrain to slay competitors and bodies to convince doubters. They can tow heavy trailers, bust through mud, and boogie like a ‘70s pickup to impress the neighbors. If you need to get it done, this adventurous Ram can probably do it. You’ll just have to pony up at least $44,980, or $50,535 as tested, to get in the door.

By Casey Williams - MyCarData

Porsche Boxster - Is Pure Sports Car and Pure Fun

Porsche’s product development cycles are unlike other manufacturers. They introduce few models and keep them in circulation for many years. That necessitates an occasional upgrade of a current model. Think of how many iterations the 911 has been through…

We had the opportunity to re-experience the wiles of the Boxster at the completely renovated Circuit de Mont Tremblant racetrack just north of Montreal in Canada. This is truly a beautiful area and the track was similarly well suited for this type of drive. This part of Canada is in the Laurentien Mountains. Geologically, these are very old worn down mountains and often look like very large tree covered hills. The landscape, however, is what seems to be a never-ending series of rolling hills, forests, lakes and greenery…a perfect place for a road course.

On hand at the track were 3 well-experienced champion race drivers. As we sped through the countryside and over the track, it was reinforced yet again that the dominant gene in Porsche’s DNA pool is performance. That capability above all else is so fundamentally bred into the vehicle that roads and tracks that would severely challenge another vehicle, are easy and comfortable for the Boxster. Dips, corners, curves and swells are what this roadster was built for. It begs for a chance to sweep around a bend, crest a rise or attack an S curve. One of the things our pro drivers taught me was how important comfort is in a racecar. Having done the 24 hour endurance races at Daytona and LeMans they’ll tell you that not all race cars are equally refined and comfortable. Many can go fast but they beat up the driver in the process. Porsche’s as it turns out are very fast and very comfortable.

When driving a Boxster on a racetrack, it must be done with the top down. It’s all part of the overall sensory experience. You need to feel the movement of the car. You have to bond with the machine and the elements. Though the tachometer is the most dominant gauge in the most visible position on the dashboard, you shift gears by listening to the engine…you’re too busy driving to look down. You’ve got to congratulate the Porsche engineers who control the machine-driver interfaces. Not only does the machine perform well according to the numbers, but it also evokes such passion while driving it that you just want to own one yourself. Studies show that the single greatest factor in owner satisfaction is whether they “LIKE” driving their vehicle or not. Owners will overlook a surprising number of other vehicle shortcomings if they like their car. I guess that’s why Porsche enjoys such a loyal customer following.

The Boxster is the mid-engined Porsche. The horizontally opposed flat 6 is positioned ahead of the transaxle thus maintaining perfect balance and harmony in this little piece of the automotive universe. The cockpit will hold 2 comfortably and there is both a front and rear luggage compartment. The seating is superbly supportive and comfortable. The interior styling is sporty, classic and elegant. The 2003 interior has a new look, more similar to the 911 than before. The audio system is also upgraded and the optional Bose system is now powerful enough to compete with the wind during open top driving.

Though the Boxster is the “entry” level Porsche, it possesses all the sporting pedigree of the brand that its more expensive and more exotic siblings have. It is just as fun to drive and even though its terminal velocity is lower than the others in the line, it’s more than enough for the city streets where most of us spend our time. Add to that the fact that it is one of the best looking sports cars available, and you can understand the appeal.

by Kelly Foss
www.car-data.com

Porsche 911 - Celebrates 60 years with two new 911 Carrera Coupes

When I was starting out as an auto writer, the annual introduction of new Porsche 911 models always confused me. To my untrained eye, the new models often looked just like the previous year’s models they replaced. While my eye for automotive detail has grown sharper over the years, the challenges for differentiating one model year 911 from the next still remain.

True to form, to celebrate the German company’s 60th anniversary of building fast cars, the two new 2009 Carrera models that are now heading to dealer showrooms look ever so close to the 2008s. But not to worry: Porsche aficionados will soon discover that these quintessential 911s have been especially engineered to mark this magnificent manufacturing milestone and are the most sophisticated, potent and environmentally friendly 911 Carrera models that the company has ever produced.

Despite their abundance of 21st century technologies, the 2009 911 Carrera Coupe and Carrera S Coupe clearly trace their engineering and aesthetic roots to the seminal Porsche. That original car evolved for over 15 years beginning in 1948 as the highly coveted 356. Then at the 1963 Frankfurt Motor Show, the groundbreaking 911 Coupe debuted as a 1964 model. As a testament to the genius of its design, after more than 40 years of development and six generations of engineering improvements, the 911 Carreras still showcase a horizontally opposed, rear-mounted six-cylinder engine carried in a distinctive and instantly recognizable body.

Though the new 911 Carrera and Carrera S Coupes boast several important refinements over the 2008 cars, the cars carry the same internal 997 designation as their immediate predecessors. Chief among those refinements are new, more powerful and fuel-efficient engines and the availability of Porsche's seven-speed double-clutch transmission, the PDK, in place of the optional Tiptronic S. Other critical changes include larger, more potent brakes, a revised Porsche Communication Management system with Bluetooth connectivity and available voice commands, a fresh exterior with BI-XENON™ headlights, and light-emitting-diode rear lighting.

Both the 911 Carrera Coupe and 911 Carrera S Coupe receive new engines that feature direct fuel injection, new two-piece crankcases and revised intake and exhaust systems along with Porsche VarioCam Plus intake-valve timing and lift system. Thanks to a 6.2 percent increase in horsepower, the 3.6-liter engine goes from 325 to 345 hp. When the car is equipped with the new PDK double-clutch transmission in place of last year's Tiptronic S, the 911 Carrera Coupe accelerates from 0 to 60 mph in 4.5 seconds, more than a full half second quicker than its predecessor.

The 3.8-liter engine in the more potent 911 Carrera S Coupe exhibits equally awesome results sprinting to 60 mph in only 4.5 seconds when equipped with a manual gearbox, and making that run in a mere 4.3 seconds with the PDK. This blazing acceleration comes by way of the new 3.8-liter 385 hp engine. Despite the substantial increases over the predecessor models, neither the 2009 3.6-liter 911 Carrera Coupe nor the 3.8-liter 911 Carrera S Coupe carries the stigma of a gas-guzzler penalty. Better yet, both qualify as low emissions vehicles!

And even the most seasoned gear-head might find it surprising to learn that while the new 911 is equipped with two clutches, there’s no clutch pedal. While it is way too complicated to explain the mechanics of how all that works here, Porsche engineers said that in order to take full advantage of the newly designed engines, they decided to offer drivers a transmission that delivers quicker acceleration than is possible with the standard manual gearbox, while maximizing fuel efficiency. The new PDK (from the German Porsche-Doppelkupplungsgetriebe), or Porsche double-clutch transmission, replaces the Tiptronic S as the optional gearbox in both the 911 Carrera Coupe and 911 Carrera S Coupe. The seven-speed PDK allows the driver to shift up and down automatically, or he or she may opt to shift via steering wheel mounted paddles or the console-mounted lever, as with the Tiptronic S. If you’re a bit confused by all this techno talk, all you really have to know is this: the PDK is one of the world’s most sophisticated racing transmissions that enable this Porsche to go really fast, really quick!

When it comes to stopping, Porsche engineers firmly believe that a car's deceleration ability must always out-perform its ability to accelerate. That said, the both new 911 models receive added braking capability and are now equipped with the same sophisticated brake system previously used only on Porsche's very powerful all-wheel-drive models.

As significant as are the changes in the Carrera Coupes' drivetrains this year from last, the exterior differences are, as always, most subtle. Porsche's designers allowed only minor refinements to the appearance of the model range for 2009. When viewed head on, the most notable differences are the new, horizontal covers for the BI-XENON™ headlights and the L.E.D. daytime running lights, which extend over the air inlets. Also noteworthy are air vents, which boast larger cooling openings. The keen-eyed observer will also note the absence of a center radiator on cars equipped with the PDK. The side view reveals new, larger exterior mirrors with aerodynamic twin-arm mounts, as well as new lightweight alloy wheels. Each car's wheels are of a distinct design. In the rear, all the lighting elements are now light-emitting diodes, for improved luminosity, longer life and instantaneous response. Finally, in the back, the 911 Carrera Coupe sports two single oval exhaust pipes while the 911 Carrera S Coupe shows dual round polished exhaust outlets.

Interior refinements include a revamped center console highlighted by a new Porsche Communication Management system (PCM) and the availability of ventilated front seats. The optional navigation module now has a 40 GB hard drive and may be operated with optional voice commands. Other available features include an internal GSM mobile phone module with Bluetooth handsfree operation, as well the ability to connect with external music sources such as iPods or USB memory sticks. As before, the cabin offers its occupants the protection of six airbags: dual frontal-impact airbags; as well as two seat-mounted, thoraxprotecting, side-impact airbags; and two head-protecting, side-impact curtain, door-mounted airbags.

Bottom line: Both 2009 Carreras satisfy the need for speed with world-class performance. Indeed, when it comes time to serve this master of seductive Autobahn speeds by furiously flogging the shift paddles to push this willing and obedient model to its upper limits, design lines become blurred in an unrestrained and seemingly never ending power exchange of double pumping clutch action that only Porsche’s 60th anniversary 911s can deliver.

By John Peige
MyCarData

Porsche 911 Carrera 4S cabriolet - All around supercar

If there’s such a thing as an all-around supercar, the Porsche 911 has held that title for several decades running now. In production and constantly evolving since 1963, the 911 has become a rolling technological tour de force wrapped in a skin that most casual observers can recognize, even if the layperson doesn’t always appreciate what it means.

Hardly a year goes by without a round of updated and upgraded improvements to the 911, and 2009 is no exception. The current iteration was introduced in 2005, featuring Porsche’s usual round of comprehensive updates. The Porschephiles call this vehicle by its internal codename, “997,” but for the public at large it’s the latest and greatest 911. For 2009, Porsche has boosted the engine’s horsepower and added an all-new seven-speed double-clutch transmission.

The 911 is perhaps one of the most recognizable high-performance cars on the road, thanks to a design whose basic theme hasn’t changed in two generations. Each passing update makes it sleeker and more aerodynamic, but the 911’s silhouette is still vaguely froglike, with rounded headlamps sweeping back into a dramatically curved greenhouse. The tail is sloped as well, and the Carrera 4 S is slightly wider than the two-wheel drive model. With the roof removed, the 911 is a surprisingly elegant design, with a flush-fitting top stack that’s surprisingly light--at just 77 pounds, it doesn’t have a significant negative effect on performance. Even the ordinary parts are extraordinary on a 911--the headlights are fitted with standard Xenon units, and driving lights, brakelights and taillights are LEDs. Nineteen-inch wheels are standard on the 911 Carrera 4 S.

The cabin is snug, but much more comfortable than one might expect from a dedicated sports car. The 911 has always been the “supercar you could live with,” and the latest iteration is no exception. Ventilated seats are available for the first time, and combined with the available seat heaters mean that 911 passengers are more comfortable in all weather conditions. The available navigation system, Bluetooth connectivity and iPod connections are handled through the 6.5-inch screen of the Porsche Communication Module. There’s even a chronometer on the dash. Why? For recording lap times, of course. The only thing you won’t haul much of in the 911 is luggage; the front trunk is less than five cubic feet, and the space behind the front seats (which is laughably occupied by seats) is only half a cubic foot larger.

If you’re lucky enough to find yourself behind the wheel of a 911, it’s a special experience. You don’t have to be an enthusiast to appreciate the flat-six engine under the rear deck. It does take a moment to get beyond the giddy, star-struck feeling of “Holy crap! I’m driving a 911!” Take a few deep breaths and get that out of your system, though, because there’s a lot to see and experience here, and you don’t want to miss any of it. The standard 911 gets a 345 horsepower 3.6 liter engine, while the Carrera 4 S cabriolet has a 3.8 liter powerplant making 385 horsepower. Fuel economy is also improved, to 18 in the city and 27 on the freeway. Porsche claims a 4.7-second 0-60 run with a manual transmission, and 4.5 seconds with the optional double-clutch automatic. To rein in that accelerative ability, Porsche’s Launch Control is included.

Forget anything you may have heard about this car being hard to drive. The 911 has endless grip and stability, especially in all-wheel drive format. It’s not as twitchy as a Corvette; power delivery is nice and progressive (though not slow by any means!) On the transmission front, the Porsche Doppelkupplungsgetriebe (just call it “PDK”) replaces the Tiptronic selectable automatic in the Carrera 4 and Carrera 4S Cabriolet. The PDK is a seven-speed double-clutch automatic transmission that offers lightning-fast shifts. It’s also lighter than the Tiptronic, for that all-important weight savings. With the PDK transmission in Sport mode, it’s right at home on the track. The PDK transmission is a double-clutch system that actually engages two gears simultaneously. This makes shifts quicker, with no lag while the revs are matched to the next gear. All-wheel drive is handled by the electronic Porsche Traction Management system, borrowed from the 911 Turbo. It replaces a hydraulically-operated system used previously, and helps to increase reaction time and sure-footedness.

The handling is in its own league. The 911 cabriolet is strongly reinforced to give it the same body rigidity as the track-bred hardtop, and the cars are equally adept when the going gets twisty. The suspension is fully independent, and not easily summed up. Up front, a spring strut axle is used, with each wheel individually coil-sprung and mounted on a track arm. The rear uses independent control-track arms for each wheel. The mechanics are complicated, but the results are obvious: the 911 grips the road with unmatched tenacity. It’s not immediately obvious from the styling, but the 911 is blessed with an extremely wide track, which helps to keep it planted as firmly as if it were riding on rails. Porsches have always been known for good braking, but that didn’t stop the engineers from improving the 911’s brakes for 2009. Discs at all four corners measure 12.99 inches, and the four-piston calipers are shared with the 911 Turbo.

The Porsche 911 is a constantly evolving yet approachable supercar. As a measure of how far this car has come, consider the Gemballa Avalanche of the 1980s. This radically-modified 911 was one of the legends of its day, reportedly so powerful it was almost undriveable. The new 911 Carrera 4S has about fifty horsepower more than the Gemballa Avalanche did, yet it’s docile enough to be easily driven on city streets. The Porsche mystique is backed up by real performance, and that makes the $102,900 base price of the Carrera 4 S cabriolet a bit easier to swallow. The PDK transmission adds another $4050 to the bottom line; fully optioned, my tester stickered for $120,100. It’s rare that I say this about any six-figure automobile, but: this one’s worth it.

By Chris Jackson
MyCarData