Since the dawn of transportation, when the second caveman made a wheel and said to the first one "Mine's faster," people have been racing. From chariots to stagecoaches to Formula One, there is always the impulse in man to say "I'm faster than you. My machine is faster than yours. Eat my [BLEEP]ing dust." Okay maybe not that last bit, but you get the idea. Need evidence? Well there's the 24 hours of Lemons, a series wherein people race the worst cars they can find until they hemorrhage fluids all over the track. There's European semi truck racing, where 10 ton behemoths take to road courses like Monza or Brands Hatch and duke it out like an over-sized version of NASCAR. There's even the Red Bull Air Races and America's Cup to show this isn't just limited to wheeled vehicles. My brother and his idiot friends used to race Skittles down the center aisle on the school bus on the ride home. (Don't ask.) And we won't even talk about those lunatics in MotoGP. What, that STILL isn't good enough? Fine.
Ukrainian tractor racing. Yup. Big lumbering farm implements bombing around a dirt track at speeds likely not recommended by the manufacturer. It's oddly amusing watching something clearly not meant for competition out competing.
People will race ANYTHING.
Wednesday, February 15, 2012
Monday, February 6, 2012
Ey! Pisan!
Every car has its own soundtrack. The perfect song that sums up everything you need to know about the car's personality and performance.
I drove this today.
And I haven't been able to get Mambo Italiano out of my head since. (Full disclosure, this article is meant to be read while listening to this song.)
First, the highlights. This little Italian runabout has a lot of personality. From it's puppy dog cute styling to it's engine note (GRRRRRRR! I MAY BE THE SIZE OF YOUR BREADBOX BUT I'M A LOT OF FUN!), this little car is 10 lbs of charisma in a 5 lb bag.
The handling is bang on to for a small, fun car. It tracks well in the turns, and in Sport mode the throttle responses become more aggressive (in my opinion, Sport mode should be the default mode, but that's just me). There are some odd quirks, mostly due to the car's short wheel-base, tall center of gravity. You do feel a little top-heavy, but not dangerously so.
Inside, the interior is a pleasant place to be, but pick your interior color with care. Most of the dash is dominated by a plastic fascia that, in some colors, can be off putting. The version I drove was colored dark blue, with a blue and black interior, which came across rather well. The dashboard was nicely laid out too. One feature I liked about it was that the Spedometer and Tachometer are coincentrically mounted, with the Tach mounted inside the Spedo. This means that when you're accelerating, the speed needle keeps trying to chase your revs. This car is very active in encouraging you to go faster.
The space isn't bad either. I'm 6'1" and I fit in the front and back comfortably.
It's not all cannolis and pizza though. There are some faults, mostly with the cockpit ergonomics. For instance, the radio's volume and station are controlled by buttons, which isn't a problem unless you're driving aggressively. And you will drive this car aggressively. It compels you.
Plus, the window controls are in the center console in front of the shifter, which just throws me the hell off.
Bottom line, this car is a little terrier. Eager, full of energy, a little neurotic, and ready to run circles around bigger dogs. If you are in the market for a small, fun little car, take one for a spin. You won't regret it.
I drove this today.
And I haven't been able to get Mambo Italiano out of my head since. (Full disclosure, this article is meant to be read while listening to this song.)
First, the highlights. This little Italian runabout has a lot of personality. From it's puppy dog cute styling to it's engine note (GRRRRRRR! I MAY BE THE SIZE OF YOUR BREADBOX BUT I'M A LOT OF FUN!), this little car is 10 lbs of charisma in a 5 lb bag.
The handling is bang on to for a small, fun car. It tracks well in the turns, and in Sport mode the throttle responses become more aggressive (in my opinion, Sport mode should be the default mode, but that's just me). There are some odd quirks, mostly due to the car's short wheel-base, tall center of gravity. You do feel a little top-heavy, but not dangerously so.
Inside, the interior is a pleasant place to be, but pick your interior color with care. Most of the dash is dominated by a plastic fascia that, in some colors, can be off putting. The version I drove was colored dark blue, with a blue and black interior, which came across rather well. The dashboard was nicely laid out too. One feature I liked about it was that the Spedometer and Tachometer are coincentrically mounted, with the Tach mounted inside the Spedo. This means that when you're accelerating, the speed needle keeps trying to chase your revs. This car is very active in encouraging you to go faster.
The space isn't bad either. I'm 6'1" and I fit in the front and back comfortably.
It's not all cannolis and pizza though. There are some faults, mostly with the cockpit ergonomics. For instance, the radio's volume and station are controlled by buttons, which isn't a problem unless you're driving aggressively. And you will drive this car aggressively. It compels you.
Plus, the window controls are in the center console in front of the shifter, which just throws me the hell off.
Bottom line, this car is a little terrier. Eager, full of energy, a little neurotic, and ready to run circles around bigger dogs. If you are in the market for a small, fun little car, take one for a spin. You won't regret it.
Saturday, February 4, 2012
Digital Adrenaline
The luxury sedan segment is crowded. Even the Koreans have gotten in on the market with the Genesis and the Equus. So, what's a person to do if they've got about $50k to blow on a luxury car?
Recently, I had a chance to drive Infinity's G37 Sedan. Sold in Japan as the Skyline, this is Infinity's (and thus, Nissan's) answer to the BMW 3 Series, Mercedes C-Class, and Lexus IS. It also happens to be one of the best selling import luxury sedans out there.
Here's why.
For Starters, the car is fairly well priced. You can get the G-37 for under $40k. Plus, the cabin is a nice place to be. The leather is premium feeling, the dash is soft in all the right places, and the ergonomics are well laid out. The controls are all laid out right where you'd expect them, and dialing in your seat and steering wheel to get your optimum driver's position is a breeze.
All this is well and good, but what about the performance?
With some cars, performance can be delivered like opening a pair of floodgates: a trickle at first followed by a rush, and then petering out at the end. That's not the case with this car.
With the Infinity, the power arrives like you're flipping a light switch. One second, there's nothing, and then you put your foot down, and you are instantaneously very far away from where you were.
The ride is superb as well. Often, car makers can miss the distinction between a firm ride and a hard ride. Infinity haven't done that. The ride on the G37 is buttoned down and firm, but it doesn't destroy your back as well.
In short, this is a hot car to buy. For under $40k, you can get some real bang for your buck.
Though if you have $60k, take a look at the hot-rodded versions. Those are for when you need to drive around everywhere with your hair on fire. Then again, is that such a bad thing?
Recently, I had a chance to drive Infinity's G37 Sedan. Sold in Japan as the Skyline, this is Infinity's (and thus, Nissan's) answer to the BMW 3 Series, Mercedes C-Class, and Lexus IS. It also happens to be one of the best selling import luxury sedans out there.
Here's why.
For Starters, the car is fairly well priced. You can get the G-37 for under $40k. Plus, the cabin is a nice place to be. The leather is premium feeling, the dash is soft in all the right places, and the ergonomics are well laid out. The controls are all laid out right where you'd expect them, and dialing in your seat and steering wheel to get your optimum driver's position is a breeze.
All this is well and good, but what about the performance?
With some cars, performance can be delivered like opening a pair of floodgates: a trickle at first followed by a rush, and then petering out at the end. That's not the case with this car.
With the Infinity, the power arrives like you're flipping a light switch. One second, there's nothing, and then you put your foot down, and you are instantaneously very far away from where you were.
The ride is superb as well. Often, car makers can miss the distinction between a firm ride and a hard ride. Infinity haven't done that. The ride on the G37 is buttoned down and firm, but it doesn't destroy your back as well.
In short, this is a hot car to buy. For under $40k, you can get some real bang for your buck.
Though if you have $60k, take a look at the hot-rodded versions. Those are for when you need to drive around everywhere with your hair on fire. Then again, is that such a bad thing?
2010 Camaro Review
Rather recently I had the opportunity to drive a 2010 Camaro RS for a week. Here's some thoughts on it:
When I took the wheel, I'd been daily-driving in a mid 90's Chevy throttle body injected truck. Getting up to speed on an onramp requires matting the pedal. I instinctively did that in the Camaro.
As I dropped back down from instant warp speed, the first cogent thought my brain could muster was that this is not the Camaro RS you see in the nickel trader being offered for $1,000 cash or a four wheeler; it doesn't have seats skinned in mousefur, it doesn't have a miserable 160ish horsepower V6 and it doesn't have a stonking girder for a drive axle - This, despite looking somewhat like a first generation Camaro, is a competent world-class sports car.
This is because it's based on a chassis designed by the Australians and has things like multilink independent rear suspension, Brembo brakes, and a 305 hp 3.6L Dual Overhead Cam Direct Injected V6 that also serves duty in the Cadillac CTS.
Weighing in at a solid 3800 lbs, it's not a lightweight, but driving it, it really doesn't feel as heavy as it is. Turn in is sharp, and the handling is neutral although with the traction control off it's very easy to get the rear end to step out if adequately coerced with the throttle.
Driven like a sane human being in mixed city and freeway driving, it averaged 27 mpg. Pause and consider, for a moment, that the last generation LT1 V8 Camaro produced 20 less horsepower and with an automatic might average 20 mpg. We've come a long way.
While I did enjoy this car thorougly, I did have a few sore points with it.
I didn't really find the small windows to be a problem, but the rear visibility is somewhat unworkable. While driving, this is not a huge deal; drop the loud pedal and if there was something lurking behind the massive B-pillar it certainly would no longer be there after several seconds. It is, however, a problem when reversing out of parking spaces on city streets. You can't see anything, and the mirrors are tiny.
Secondarily, while the high beltline certainly adds a rakish look to the car's profile, it completely inhibits the main thing you should be able to do when driving a Camaro which is driving around with your arm out the window looking tough. It's hard to look tough when your elbow's pointed skyward and your shoulder is nearly popped out of socket.
My final beef, and for me the most important one, is with the engine. As I mentioned, it moves the car with effortless aplomb, and in terms of powerband and feel it is more than adequate to the task. The thing that ruins it all, in my opinion, is that for all the rakish hot-rod looks, the wonderful handling and the excellent interior, is that when you stand on the gas it sounds like a late model Nissan Z car. This is because it's a V6, and because of things like firing order and crankshaft design there is nothing... NOTHING that can be done to make it sound like it belongs in a car that looks as uniquely American as the new Camaro. For some people this will not be a problem, but every time I hit the throttle it felt like I was looking at Jessica Simpson redubbed with an Japanese schoolgirl voice. Off putting.
Had GM, for example, put the 5.3L displacement on demand LS4 V8 from the Impala SS in it, they would have had roughly the same fuel economy and by Goshen it woulda sounded right.
Anime voice notwithstanding, however, the new Camaro is truly a world class piece of machinery. If you're in the market for a sporty daily driver, at the current price it's difficult to beat it.
When I took the wheel, I'd been daily-driving in a mid 90's Chevy throttle body injected truck. Getting up to speed on an onramp requires matting the pedal. I instinctively did that in the Camaro.
As I dropped back down from instant warp speed, the first cogent thought my brain could muster was that this is not the Camaro RS you see in the nickel trader being offered for $1,000 cash or a four wheeler; it doesn't have seats skinned in mousefur, it doesn't have a miserable 160ish horsepower V6 and it doesn't have a stonking girder for a drive axle - This, despite looking somewhat like a first generation Camaro, is a competent world-class sports car.
This is because it's based on a chassis designed by the Australians and has things like multilink independent rear suspension, Brembo brakes, and a 305 hp 3.6L Dual Overhead Cam Direct Injected V6 that also serves duty in the Cadillac CTS.
Weighing in at a solid 3800 lbs, it's not a lightweight, but driving it, it really doesn't feel as heavy as it is. Turn in is sharp, and the handling is neutral although with the traction control off it's very easy to get the rear end to step out if adequately coerced with the throttle.
Driven like a sane human being in mixed city and freeway driving, it averaged 27 mpg. Pause and consider, for a moment, that the last generation LT1 V8 Camaro produced 20 less horsepower and with an automatic might average 20 mpg. We've come a long way.
While I did enjoy this car thorougly, I did have a few sore points with it.
I didn't really find the small windows to be a problem, but the rear visibility is somewhat unworkable. While driving, this is not a huge deal; drop the loud pedal and if there was something lurking behind the massive B-pillar it certainly would no longer be there after several seconds. It is, however, a problem when reversing out of parking spaces on city streets. You can't see anything, and the mirrors are tiny.
Secondarily, while the high beltline certainly adds a rakish look to the car's profile, it completely inhibits the main thing you should be able to do when driving a Camaro which is driving around with your arm out the window looking tough. It's hard to look tough when your elbow's pointed skyward and your shoulder is nearly popped out of socket.
My final beef, and for me the most important one, is with the engine. As I mentioned, it moves the car with effortless aplomb, and in terms of powerband and feel it is more than adequate to the task. The thing that ruins it all, in my opinion, is that for all the rakish hot-rod looks, the wonderful handling and the excellent interior, is that when you stand on the gas it sounds like a late model Nissan Z car. This is because it's a V6, and because of things like firing order and crankshaft design there is nothing... NOTHING that can be done to make it sound like it belongs in a car that looks as uniquely American as the new Camaro. For some people this will not be a problem, but every time I hit the throttle it felt like I was looking at Jessica Simpson redubbed with an Japanese schoolgirl voice. Off putting.
Had GM, for example, put the 5.3L displacement on demand LS4 V8 from the Impala SS in it, they would have had roughly the same fuel economy and by Goshen it woulda sounded right.
Anime voice notwithstanding, however, the new Camaro is truly a world class piece of machinery. If you're in the market for a sporty daily driver, at the current price it's difficult to beat it.
Wednesday, February 1, 2012
Subscribe to:
Posts (Atom)