First Impressions - 2013 Ford Fusion

2013 Ford Fusion

The mid-sized car segment has been a hotly contested part of the automotive scene for decades now. The addition of newly excellent Korean cars like the Hyundai Sonata and Kia Optima only serve to fuel competition within the segment and force long time stalwarts like Honda and Toyota to make improvements to their respective Accord and Camry models in order to fend off the newcomers. Ford was once a leader in this class when it debuted its brilliant Taurus sedan in the late 80s, which quickly shot to the top of sales charts to become Ford's best selling sedan. The Taurus was however quickly surpassed by the Japanese and despite numerous attempts to regain honors, Ford broomed the nameplate in the early part of the last decade. Taurus however would resurface in 2007 to tackle the full sized sedan segment, leaving the Mazda 6-based Fusion to compete in the mid-sized segment. After 6 years on the market, the Fusion has been redesigned under CEO Alan Mullaly's 'One Ford' concept on the same platform as the European Mondeo sedan.

Ford Evos Concept

The overall exterior design borrows heavily from the Ford Evos concept car, a striking design exercise that debuted at the 2011 Frankfurt International Auto Show. A grille design very similar to Aston Martin products (but no less handsome) frames the front end along with narrow slit headlights. Nix the Ford badge and the Fusion could actually pass for an Aston Martin Rapide. Whereas the 2012 Fusion was a bit overwrought in styling, the new model strikes a more handsome, reserved yet bold pose. The steeply raked windshield and fast roofline work to give the new Fusion a coupe-like appearance without a dramatic dent to interior volume.

2013 Ford Fusion Interior

The interior itself is a good improvement over the 2012 model. The 2013 Fusion debuts the second generation of the MyFord Touch infotainment system, with a new dashboard design, enhanced controls and a more friendly user interface that should supposedly make operating the system less of a chore. The materials are said to be first rate and while not as design-centric as say, the Hyundai Sonata, the interior is overall elegant.

Ford joins a growing number of automakers that are ditching V6 power in midsized sedans in favor of smaller powerplants. Not only will the Fusion have an all 4-cylinder lineup, but the hybrid will reappear alongside a plug-in electric version as well. The standard Fusion starts of with a 2.5 liter 4 cylinder making 170hp and 170lb-ft of torque mated exclusively to a six speed automatic on base S models. Next up will turbocharged 1.6 liter EcoBoost 4 cylinder producing 179hp and 172lb-ft of torque available with a choice of either a six speed automatic or manual transmission on SE models. Up-level Titanium models come standard with a turbocharged 2.0 liter Ecoboost 4 cylinder with 237hp and 250lb-ft of torque mated exclusively to a six speed automatic with the option of adding a rear biased all wheel drive system.

Ford Fusion Hybrid

Ford Fusion Energii

The Fusion hybrid will again be available boasting fuel economy that is poised to beat those of competitors from Toyota and Hyundai. Power for the new hybrid comes from a downsized 2.0 Atkinson -cycle version of the previous model's 2.5 liter engine paired with an electric motor, lithium-ion battery packs (details to come later) and a continuously variable transmission (CVT). Ford is touting a class leading 47 mpg city/44 mpg highway rating with the combo producing a total power output of 185hp. If a plug-in hybrid is more your thing, Ford will introduce an all new variant of the hybrid called the Energii. This model uses a plug-in variant of the Hybrid's powertrain and brings with it the ability to go short distances on pure electricity. The details surrounding this powertrain are still a bit murky, but Ford is already boasting the Energii's mpge (miles per gallon equivalent) rating as beating that of the Chevy Volt and Toyota Prius plug-in.

2013 Ford Fusion

Ford is certainly making a big splash in the midsized segment with the 2013 Fusion. With handsome styling, fuel efficient powertrains, perhaps the techy-est infotainment features and a choice of hybrid models, the Fusion looks set to take the fight to Toyota and Honda while fending off newer competitors from Korea.

Images courtesy of www.autoblog.com

First Impressions - 2013 Dodge Dart

2013 Dodge Dart


I never really was a fan of the Dodge Caliber (the raucous Caliber SRT4 being somewhat of an exception). Meant to compete with Civics and Corollas, the Caliber never made much of a dent in the segment due to its uninspiring driving dynamics, cheap interior and overall oddness. The introduction of the new 2013 Dodge Dart aims to right the Caliber's flaws.

2013 Dodge Dart rear

Look closely at the Dart's profile and hints of its Neon predecessor can be seen. The car's greenhouse, low nose and upwardly angled belt line are clear indications that Dodge took a page out of the Neon's book as far as aggressiveness is concerned. The Dart appears to be what the Neon would look like had Dodge not stopped the car's development. The exterior design is overall handsome, especially in R/T guise with the blackened signature Dodge crosshair grille front and center framed by a gaping lower opening and flared headlight clusters. Want to know how you can tell you're approaching a Dart at night? the racetrack-designed rear lighting system is a dead giveaway (though it could be mistaken for a Charger at a distance).

Alfa Romeo Giulietta

The Dart chucks the Caliber's flaccid platform in favor of the Fiat-designed underpinnings used by the Alfa Romeo Giulietta's, although stretched in all directions and strengthened for American standards. The Guiletta is a great starting point as it offer's Italian levels of strength, stiffness and rigidity. Thus the Dart should compete very well in the compact segment, equaling or besting interior dimensions of competitors like the Hyundai Elantra and Ford Focus.

Inside, the Dart reflects Chrysler's new level of interior quality. The instrument cluster presents a seven inch TFT (thin film transistor) screen that is customizable by the driver and in the center is a huge 8.4 inch screen that serves as the interface for Chrysler's UConnect infotainment system. Material quality should match those offered by the peers of the segment.

2013 Dodge Dart Interior

Power for the 2013 Dodge Dart comes from a new range of 4 cylinder engines dubbed 'Tigershark' (!!??) by Chrysler. Anchoring base models is a 2.0 rated at 160hp and 148 lb-ft of torque while mid-levels carry an optional 2.4 Tigershark equipped with Fiat's Multiair variable intake valve system rated at 184hp and 171lb-ft of torque. The headline engine however is Fiat's turbocharged Multiair 1.4 producing 160hp and 184lb-ft of torque, aiding the Dart to achieve its 40mpg combined rating. Manual and automatic six speed transmissions will be available with a six speed dual clutch automatic expected to be paired exclusively with the 1.6. A nine speed (!) automatic will be introduced for calendar year 2013.

From an initial standpoint, the 2013 Dodge Dart looks to make a serious presence in the compact segment and finally offers Chrysler a substantial product miles ahead of the dowdy Caliber.

Stay tuned for my test drive later in the spring.

Images courtesy of www.insideline.com

Short Take - 2012 Cadillac CTS

2012 Cadillac CTS sedan

Cadillac has been on a roll lately. Chances are if you asked your grandfather what a Cadillac means to him, he would describe something along the lines of pink colors and huge fins (and a plush ride to boot). Show him a picture of the car above telling him that THIS is a Cadillac and he'd likely yell sacrilege.

Indeed folks, the first generation CTS was the car (with some help from its bling bling truck brother, the Escalade)that brought about Cadillac's success within the last decade. When the 2003 CTS burst on the scene, it signified a change in General Motors' direction for the luxury brand. No longer content to build cars for the Palm Beach retirement community, the powers that be decreed that Cadillac would now be a performance oriented luxury brand, one that would be the equal of the German bluebloods. Going so far as to tout the CTS' European-tuned suspension (developed almost exclusively on Germany's fame Nurburgring race track), the CTS was such a RWD shock to the segment (the first Cadillac in decades equipped with a MANUAL transmission) that it proved widely successful. It debuted not only Cadillac's new performance mission but the styling theme dubbed 'Art & Science', and edgy direction composed of sharp angles and creases, not unlike the U.S. Air Force F-117 Stealth Fighter.

So successful was the CTS that Cadillac endeavored to polish the rough edges and continue the performance mission and the second generation debuted to much fanfare. Pitted as a BMW 3 Series 'fighter', the CTS dwarfs the smaller German in size if not in price, and seems more of a 5 Series competitor. In order to more effectively battle the European set on even terms (and to extend the CTS's profit margins) Cadillac now offers 2 other body styles apart from the sedan: a positively stunning 2 door coupe and (surprise) a 5 door station wagon. To this blogger's eye, the sedan as sharp as it is, looks quite pedestrian next to its coupe and 5 door brothers. The sport factor is also enhanced by the addition of the V Series (think BMW M or Mercedes AMG) which substitutes the regular 318hp, 3.6 V6 for the supercharged 6.2 V8 from the Corvette ZR1. Slightly tamed in CTS-V form, (due to the loss of an intercooler and dry sump oil system) this monster of a powerplant churns out 556hp and 550 lb-ft of torque, enough to see off both the BMW M3's paltry 414hp V8 AND the BMW M5's 507hp V10 (the new M5 counters with a 560hp twin turbo V8).

2012 Cadillac CTS Sportwagon

2012 Cadillac CTS Coupe

I recently had the chance to take a short drive in all iterations of the CTS (except the V Series, bummer) during a public demonstration on the beautiful streets of Fort Lauderdale.

Approaching the CTS, I got the feeling that Cadillac spared no expense in the exterior design. It's next to impossible to confuse this for anything other than a Cadillac (your grandfather might think differently), the CTS sits purposeful with a wide stance and a form that hints at solidity and stability. Getting inside, I was met by high quality materials and a dash design that complimented the exterior. The center stack had a lovely V shaped design that encompasses the climate controls and buttons for the Bose 5.1 sound system in a logical fashion. Dials were ringed in real chrome and the entire console was flanked by vertical air vents on each side. An analog clock sits squarely in the middle with the navigation screen rising from the top of the center console. When stowed, the visible top quarter of the screen functions as an information center.

2012 CTS-V Interior

The front seats were plush and offered good support, plus heated and cooled functions for both driver and front passenger. Cadillac obviously neutered the bean counters when opting for high quality. The rear area offers good legroom and general space for passengers. The coupe, with its style-over-functions, is less accommodating but if you're buying a 2 door you already know this. The 5 door wagon however offers similar rear passenger accommodations as the sedan but also comes with vastly more cargo room thanks to the artfully styled rear end. Cadillac's styling theme lends itself rather nicely to the wagon's handsome, long and lean appearance. The coupe however is the hands-down looker of the trio.

2012 CTS Coupe rear

3.6 V6, 318hp, 274lb-ft of torque

All CTS models (except the V cars) are powered by General Motors' 'high feature' 3.6 V6, equipped with direct fuel injection, continuously variable valve timing and all-aluminum construction. This powerplant kicks out 318hp and 274lb-ft of torque and can be equipped with either a 6 speed manual as standard equipment or an optional 6 speed automatic (the only transmission on the regular wagon).

Pulling out of the parking lot, the 3.6 provides ample thrust for strong acceleration helped by the automatic transmission doling out torque in equal amounts. Due to the urban nature of the test area, I wasn't able to fulling exploit the handling limits of the CTS, but in some instances, long sweeping corners exposed the stability offered by the car's suspension and resistance to body roll. The steering was quick, offered the right amount of assist and communicates what the front wheels are doing to the driver. The CTS strikes a great ride/handling balance: sporty and firm, but not excessive as to register rough roads to passengers. The suspension is damped enough to acknowledge bumps as distant 'thuds' without upsetting the ride's balance. One strike noticed however was the V6's graininess at high RPM during one full throttle run using the auto transmission's manual function. Above 5000 rpm, the 3.6 sounds unrefined, quite unlike the silky growl of BMW's straight sixes.

Overall, the 2012 CTS is yet another shot across the bow of the European luxury marques. Equipped with a design that is unabashedly American and a platform that equals the ride/balance of its competitors, the CTS is yet another home run for Cadillac, now available in 3 sizes for every taste and with 2 powerplants for every level of leadfoot.

A 200mph Mustang? [Updated]

2013 Ford Mustang Shelby GT500


The new Chevy Camaro ZL1 hasn't even hit dealers yet and already Ford has strangled the Bowtie. You can now have your 2013 Mustang Shelby GT500 with 650hp, 600lb-ft of torque and a 200mph+ top speed. You read correctly: 200.Miles.An.Hour.

Think the muscle car wars were a thing of the past?

Think again.

While Dodge has seen it fit to limit itself to road presence and natural aspiration for its high output HEMI SRT8 machines, Ford and Chevy are left to duke it out among each other for muscle car bragging rights. Only these cars now add "sports" to their resumes. First the Camaro ZL1.

With the Corvette ZR1 already out hunting Ferraris and Cadillac CTS-Vs running down Mercedes AMGs, it was only natural that the ridiculously powerful supercharged 6.2 LS9 V8 would be planted between the fenders of the Camaro (albeit in tamer form) for Mustang challenging duty. In its most powerful iteration, the LS9 produces 638hp and 604lb-ft of torque in the aforementioned ZR1, mostly thanks to the dry oil sump pan that allows more efficient cooling of the engine's body parts thus enabling a higher boost pressure for the Eaton supercharger. In milder, 556hp/550lb-ft guise, the CTS-V becomes the de-facto American luxury sports sedan to challenge the luxury German marques on their own turf (with the infamous Nurburgring times to prove it). Back to the Camaro however. In SS form, the Camaro uses a normally aspirated 6.2 V9 with 426hp and 420lb-ft on tap, barely besting the Mustang GT's 5.0 412hp V9 (the new 2013 model gets a power upgrade to 420hp even).

2013 Ford Mustang Shelby GT500


Anticipating the ZL1 challenge, no doubt Ford decided to put serious work into not only one-upping the Bowtie bruiser but flat out humiliate it with the 2013 edition of the GT500. The SVT engineers started off by boring out the all-aluminium V8 from 5.4 to 5.8 liters, equipped it with new heads, new camshaft profiles, a carbon fiber crankshaft and a larger more efficient Eaton supercharger (essentially the same unit Chevy bolts to the LS9). Larger, more efficient intercoolers, cooling fans and ducts were also added to keep the new engine's temperature in check. Transmissions were also upgraded to handle the 5.8's newfound torque. The exterior was also given a thorough aerodynamic revision in order to meet the 200 mph target and the Mustang now boasts a more stable and planted feel at speeds over 160 mph. You'd think that an engine this powerful would be subject to the dreaded gas guzzler tax that high-powered cars usually attract but, according to Ford, many transmission gearing selections were reviewed and the one chosen was the best at putting power down while limiting the fuel used.

supercharged 5.8 liter V8 produces an LS9 trouncing 650hp and 600lb-ft of torque


No the archaic live rear axle hasn't been chucked for the GT500, but that doesn't mean Ford's engineers didn't tinker with it. Rather substantially at that. A new, optional Performance Pack upgrades the suspension bits with SVT-designed Bilstein shocks for two modes of driving, "Normal" or "Sport" while a Brembo brake package keeps all that speed and power in check.

2012 Chevy Camaro ZL1, the Shelby's mortal enemy

The biggest advantage the GT500 has going for it (and something noted elsewhere in this blog) is the nearly 300lb weight difference between it and the heavier Camaro. Chevy has touted that the ZL1 was developed on the Nurburgring and boasts about the ZL1's sophisticated magnetic suspension enhancing its track performance. With 580hp, the Camaro is indeed a formidable beast but with the new 2013 Mustang GT500, Ford may have just had the last laugh.

It'll be interesting to see how Chevy responds.

Update: Ford's beaten it's own performance goals! The 2013 Shelby Mustang GT500 is now rated at 662hp and 631lb-ft of torque! Insane! Preliminary testing has 0-60 times averaging 3.5 seconds and within 11 seconds in the quarter mile! Check out first drive impressions here
 
Images courtesy of www.autoblog.com and www.insideline.com

Short Test - 2011 Dodge Challenger SRT8

2011 Dodge Challenger SRT8 tester


Base Price - $43780
Price as Tested - $47140
Basic Specs
Engine - 6.4 OHV V8 470hp, 470lb-ft of torque
Transmission - 5 speed automatic
Rear Wheel Drive
4 wheel independent suspension


You can hear it from down the street. I'm talking about the 6.4 liter beast of a HEMI engine as the vehicle comes into view. A subtle, yet guttural growl that announces its presence in a way that takes you back to the golden age of muscle cars (yes, yes, I wasn't born in time to partake of that era but I've watched enough videos and been around enough vintage cars to know that sound). The car in question is the 2011 Dodge Challenger SRT8 392 (392 for the engine size in cubic inches if you're from that era) and it sounds mean. Dodge's modern take on the muscle car has been around since 2006 when it debuted in concept form at the North American International Auto Show to much acclaim from the public. Despite being modernized, it was obvious that the Challenger took its design cues from its 1960s predecessor. Based on a shortened version of Chrysler's LX platform (Chrysler 300 and Dodge Charger/Magnum) the Challenger has low and mean look to it, that definitely exudes presence and aggression, something the Chevy Camaro and Ford Mustang lack.

SRT8 = Street & Racing Technology via 8 cylinders

My test vehicle was a Challenger SRT8 equipped with the aforementioned 6.4 HEMI V8, putting out 470hp and 470 lb-ft of torque through the rear wheels via a 5 speed automatic with a manual shift mode. The 6.4 is a revamped version of the 6.1 liter that debuted in the original 2008 SRT8 version with 45 more horses and with the addition of Chrysler's cylinder deactivation system in an effort to enhance fuel economy. The pre-2011 models had an interior directly transplanted from their 4 door brethren i.e. cheap, thin and plastic looking surfaces that were as dull to look at as they were atrocious to touch. Now under Fiat ownership, Chrysler has done a substantial redesign of the Challenger's interior, opting for high quality materials, a new three spoke steering wheel (a vast improvement over the previous truck-like version) and soft touch surfaces. The suspension also had a thorough revision, lowered with stiffer springs, dampers and a change in wheel camber to enhance stability and improve cornering. Despite all this, the Challenger is a heavy vehicle weighing north of 4100lbs and as such, doesn't change direction as eagerly as the smaller Mustang.


Upgraded Interior


Settling into the comfortable, leather clad driver seat, I felt at once enclosed and at one with the car. The cockpit is roomy but still had an enveloped feeling to it. The ground was still wet with the recent rain and the route (see previous Dodge Durango review) was not conducive to any sort of high speed hijinks or handling tests. Despite it's firmed up suspension, the SRT8 still had enough give to absorb the rough edges as we motored around the streets of Miami Beach. Turning onto a long straight, which was unusually devoid of traffic, my Dodge rep flicked the transmission into Sport, engaged first gear and uttered two of the loveliest words one can hear when driving this sort of car: "Floor it".

And I did.

20" wheels with Brembo brakes

What resulted was a melodious few seconds of V8 roar, the rear wheels instantly breaking traction and the rear end stepping out slightly but not to the extent that I couldn't catch it. Traction control quickly intervened, hooking up the rear tires and the Challenger simply bolted to the next traffic light with a speed and ferocity perfectly suited to this kind of car. The brakes, large dinner plate sized Brembos, were firm and powerful, bringing everything to a halt at the next traffic light. I looked in the rear view mirror to see both my father and nephew grinning wildly. The Dodge rep smiled and said, "That my friend is what this car is all about."

No doubt.

Short as it was, driving the Challenger SRT8 is an aural as well as visual treat. The HEMI constantly reminds of its presence but not to the point of annoyance and exterior look of car drew attention whichever way we turned. The SRT8 version isn't cheap by any means: with a base price of $43780 it hunts in the same class as the smaller and more powerful 550hp Mustang GT500 as well as the upcoming 580hp Chevy Camaro ZL1. However, if you just want the looks (and don't mind the smaller fuel bill...who doesn't want that?) a base Challenger with Chrysler's much improved 305hp 3.6 Pentastar V6 can be had for a base of $24895. If you just gotta have a V8, then the R/T version with the "base" 390hp 5.7 HEMI stickers for $29895.

Dodge has done an outstanding job with the Challenger, imbuing it with classic muscle car styling and the engine power (and sound) that will give any driver a taste of what it was like to live life a 1/4 mile at a time.

2011 Dodge Challenger SRT8 392

stock photo courtesy of www.egmcartech.com

Short Test: 2011 Dodge Durango R/T

My 2011 Dodge Durango R/T tester

Base Price - $29195
Price as Tested - $43870
Basic Specs
Engine - 5.7 OHV V8 360hp, 390lb-ft of torque
Transmission - 5 speed automatic
All Wheel Drive4 wheel independent suspension
Towing Rate - 6200lbs-7400 lbs

Chrysler has been through a lot in the last few years. Having been owned by Daimler-Mercedes, then Cerberus Capital Management and finally passing from US government ownership to the hands of the Fiat Group, the American automaker has faced numerous challenges to its product portfolio and overall profitability. Within the last year, Chrysler has either introduced new products or entirely revamped existing models to the point where they are either class leading or competitive within their respective segments. A notable model that has been completely redesigned is the 2011 Dodge Durango. Unlike its truck based predecessor, the 2011 Durango is leaner, sleeker and far meaner in exterior design. Based on a stretched version of the new Jeep Grand Cherokee's rigid unibody platform (which itself originates from the Mercedes ML crossover), the new Durango offers a more civilized car like ride and better fuel economy while still offering the interior volume and towing ability one expects of a vehicle its size.

On the exterior front, the new Durango expresses the Dodge design with an aggressive front end with the signature cross-hair grille front and center, accented by twin element headlamps and a stance that's lower than its Jeep stablemate, emphasizing its road-biased role. The shape exudes sleekness by looking long and low with blacked out B pillars, the rear end is capped off by upturned tail lights and twin chrome exhaust outlets on V8 models (single pipes for V6 models). Equipped with painted 20" wheels, the Durango looks aggressive and sporty for its size (especially with the Inferno Red paint of my tester).

Inside, the Durango offers an upscale look and ample space in its seven-passenger, three-row configuration. Chrysler has been panned in recent years for the cheap, tinny and plasticky interiors it fitted to older models. Wanting to substantially improve its image, Dodge designers set out to break this cycle and surpass even their own expectations. While posing no threat to luxury marques like Audi and BMW, the 2011 Durango's interior is sumptuous and luxurious for its price point. Rich looking materials are lavished on every surface and soft touch plastics are used where ever you're likely to lay a finger. The designers also did an admirable job with the console, dashboard and control surfaces. The controls were logically placed, the gauges were clear, easily read with an information screen placed between the tachometer and speedometer so the driver can easily access menus such as fuel economy, range, radio station presets as well as GPS waypoints (when equipped). The optional navigation system, however, might be a letdown to some tech folks. While offering good graphics and a nice touchscreen that also handles sound system and Bluetooth functions, the overall feel isn't as good as the newer, larger units in the Durango's smaller brother, the Dodge Journey, Illuminated cup holders are a neat trick as well as a button that instantly folds the headrests on the third row seats, making rear visibility easier when backing up (a rear view camera is available).

Interior (stock photo)

Dodge also made sure that the cavernous interior was easy to configure. All seats fold flat (include the front passenger seat) enabling for that midnight run to Walmart or that last minute drive to Home Depot (for hurricane season and such). That third row is adult sized for short trips but your 6 foot passengers will conspire against you if they're stuck for long road trips. Better sized for kids as my 12 year old nephew was very comfortable back there. He also found access past the second row to be simple and straightforward: one touch action tumbles the second row seats out of the way.

So what's it like to drive?

Equipped with the 5.7 liter HEMI V8, which offers 360hp routed by a 5 speed automatic to all four wheels, the 2011 Durango offers the power to match its aggressive looks. Despite being a V8, the HEMI offers cylinder deactivation: a system where four of the eight cylinders are deactivated under light throttle loads, providing better fuel economy. Equipped with AWD however, the Durango gives fuel economy ratings of 13 city, 20 highway. An additional city mpg is gained if you don't need AWD, or better yet, if don't need V8 power, base models of the Durango come equipped with Chrysler's new 290hp 3.6 liter Pentastar V6. Peak torque is 260lb-ft, and fuel economy figures stand at 16 city, 23 highway in RWD guise and losing a highway mpg when equipped with AWD.

Stock Photo

Power from the HEMI was plentiful and easily brought the 5200lb vehicle up to speed along Miami Beach's streets. The hydraulic steering (as opposed to the electro-hydraulic setup that's filtering through many new vehicles today) is quick and offers great feedback for a vehicle of this size. Though I wasn't able to get very frisky with the Durango (it was rainy and Miami Beach streets aren't conducive to getting frisky with such a large vehicle) the ride was supple and the all independent suspension offered a secure and planted feeling that the old model could never match. Shifts from the 5 speed automatic, while reasonable in traffic, offered slow kickdowns, harsh upshifts and was almost non responsive to manual commands from the console shifter (an 8 speed automatic is on the way). The cabin was quiet and vault-like (the kind of feeling you usually get from Mercedes vehicles) with the only sounds coming from the HEMI when excessively prodded (a subtle growl under acceleration). Despite being the power guy that I am, I wouldn't be opposed to purchasing the V6 model as power, while not as plentiful as the HEMI, is still enough for everyday needs (especially if you value fuel economy).

All in all, the 2011 Dodge Durango is great vehicle, a substantial improvement over the previous truck based model. It has better materials than the Chevy Traverse, more spacious than the Honda Pilot, is as fun to drive as the Mazda CX-9 and is a more efficient package than the Ford Explorer while offering the only V8 option in the segment (and with that the highest towing capacity). Equip it with the sharper touchscreen interface from the Dodge Journey and upcoming 8 speed transmission and the Durango will be hard to beat.

Additional photos courtesy of www.carriebv.com and www.autohotest.com

2012 BMW 650i Convertible

2012 BMW 650i Convertible

Disclaimer: I don't like convertibles.

To be specific, I wouldn't buy a convertible as my sole mode of transport. Don't get me wrong, they have their place such as in sunny locales like Florida, Hawaii, California etc. But strictly for short leases, such as on a drive through the Florida Keys. On that particular road trip I've rented two convertibles on occasion, the first being a Chrysler Sebring which was...not exciting save for the top being down. The second was a Nissan 350Z Convertible which was exciting to say the least. Honestly, the only reason I would rent (not buy) a convertible is if there was a serious dose of sportiness and horsepower to augment the top-down characteristics. BMW has quite a legacy in building sports cars and the DNA is amplified when the Bavarians take a knife to the roof. Thus I was excited to be invited to test drive the newest BMW drop top, the 650i Convertible at South Motors BMW in South Miami.

Interior



The 6 Series, as you may well have figured out, occupies the space between the mid size 5 Series sedan and the full size 7 Series ultra luxury sedan. The 6 can be had as either a convertible or a 2 door coupe (and beginning in calendar year 2012, as a CLS-type 4 door coupe). Approaching the 6, you instantly recognize that you're staring at a BMW product. The signature twin-kidney grille is prominent on the front and is framed by the characteristic quad headlamps, themselves framed by angel-eye light circles. A deep chin spoiler leads to a wide opening, to which LED driving lights are fitted at each end. The "face" is at once aggressive and expressive...the word "shark" came to mind quite a bit.

Going down the side, a character line flows just behind the front fenders and leads to the rear where L-shaped LED tail lamps frame the rump. Below the wide bumper, twin square exhaust pipes give the powerful V8 a proper voice. Getting inside, the driver is faced with a 3 spoke steering wheel that's chunky and leather lined. Behind the wheel are paddles for manual control of the 8 speed transmission and on the wheel itself are redundant controls for the powerful 9 speaker audio system and information screen between the speedometer and engine RPM counter. The much maligned iDrive control system comes standard but has gone through massive improvement that makes the system much more user friendly than when it first debuted almost 10 years ago on the 7 Series. Different menus such as audio, navigation, vehicle information, climate control and settings are accessed via the iDrive "mouse" on the center console. Unlike earlier versions which forced the user to delve into sub menu after sub menu to simply change the radio station, controls are fitted for often-used items so the user need not touch iDrive.



To start the vehicle, the 6 comes with a "key" that the driver only need to have on his person. Once within range, the car recognizes the key and unlocks the door for the driver. Foot on the brake and with a press of the start button, the twin turbo 4.4 liter V8 fires up with a roar and settles into a very smooth idle. Unlike the smaller 3 Series Convertible, BMW opted for a cloth top instead of a hard unit in an effort to reduce weight creep since the 6 now weighs over 4000 lbs. However, the cloth top is fully lined and does a thorough job of insulating occupants from the outside relative to a hard top. Thanks to a switch on the center console, the fully electric top can be raised or lowered. The entire process takes just over 30 seconds (holding the switch automatically lowers or raises all the windows depending on which direction the top is going).



I've panned BMW for the needlessly complicated transmission lever in a previous post and things are no different here. To simply put the car in reverse involves holding an unlock button and pushing the lever up once. If you miss the unlock lever you'll find yourself still in Park....I mean, really? The same process takes place when engaging Drive and a push of the top button engages Park again. The driver will get used to it after awhile but I see it as needlessly complicated in a car that's supposed to be sporting (or he can just skip the automatic and stick with the standard 6 speed manual). In any case, getting out on the road melted all minor complaints away. Simply pulling out of the lot gives the feel of a predator ready to pounce, the 6 feels lively and straining at the helm for a prod of the gas pedal. There are four driver controlled settings that change the 650i's character: Comfort, Normal, Sport and Sport+. Top down, starting in Comfort mode, the 8 speed transmission simply melts through the gears and the suspension, while not going entirely soft, soaked up most of the bumps along the test route. Once on a straight and curvy section of the test route (and also keeping a watchful eye for the Fuzz), I went into full attack mode and engaged Sport +. Things got rather exciting very quickly.





Sport+ enhances throttle response, quickens the transmission's shift points, firms up the suspension and adds heft to the steering. Slotting the transmission into manual mode I downshifted to 2nd gear and floored the throttle. I expected a bit of lag, given that this is a boosted engine, but was surprised by the right-now surge of power I got. I have to say, the 400hp and 450 lb-ft of torque was enough to break the tires loose even under a rolling start. Upshifting through the gears, the transmission responded quickly and without hesitation and the steering was alive with communication, always telegraphing the amount of grip available at the front wheels. The 650i inspired so much confidence I was able to get into a controllable drift, tires smoking and opposite lock on the steering. It should be noted that stability control is not fully disabled, even in Sport+ mode thus enabling the driver to have some serious fun while always providing an electronic safety net so he doesn't get into too much trouble. At any speed, the punchy V8 provided effortless forward thrust. Trust me, it is very easy to get into triple digit speeds in this car. Such is the stability and poise that the chassis offers.

BMW Apps



After the test drive, I had a chat with BMW specialists Ted Napolitano and Chris Hana about BMW's new vehicles as well as advances in the car's control systems. Ted was kind enough to give me a demonstration on BMW Apps, a new system that's just now coming on stream in 2012 models. Basically, BMW apps is a software embedded into the iDrive system that allows a user to control apps already on his smart phone (iPhones are currently programmed, Android users will have to wait until later this year) such as Facebook and Twitter. The software is also better able to control media already on the phone such as videos and music. Using the phone's data plan, the system can also allow the car to be its own mobile hotspot, thereby connecting other devices.



In conclusion, the 2012 650i Convertible provides the signature BMW sports car handling and amplifies it by taking the top off. BMW may be moving away from normally aspirated engines in an effort to increase fuel efficiency by using turbo technology, but the engines suffer only a hint of lag in exchange for a massive dose of power. Couple that with a stiff chassis that provides for great handling while sacrificing nothing in long distance cruise comfort and you're pretty much left with one thing: the Ultimate Driving Machine (at least until the 560hp M6 arrives).

Footnote: I was pleased to meet 2008 Olympic Gold Medalist Lindsay Shoop who was present to promote BMW's Drive For Team USA campaign. Anyone can test drive the 3, 5, 7 or the new 6 Series and for each test drive scheduled, BMW will donate $10 dollars to fund Team USA athletes in preparation for the upcoming Olympic and Paralympic Games.

I'd like to once again thank Chris Hana and Ted Napolitano for answering my questions and allowing me a second go in the Sport packaged equipped 6 Series. You guys rock! Can't wait for the M5! (Anyway I can snag a 650i for a long term test guys?)