Main Street In Motion

Sun Life Stadium

I'm tired.

But getting up at 7am on a Sunday for what promised to be a full day of testing vehicles was something I could not pass up. Especially when all the vehicles available were from different manufacturers (nevermind this was a General Motors sponsored event). So 8:30am saw me parking and walking through the vast parking lot of Sun Life Stadium, eager to meet these vehicles and thoroughly beat, er, give them a thorough test.

We're here!

To give a brief synopsis, Main Street In Motion is a General Motors sponsored nationwide event that tours the country giving the public a chance to compare GM vehicles side-by-side with competitors such as Acura, Hyundai, Honda, Toyota, Lexus, Ford, Dodge, Nissan among others. The entire complex is divided into separate areas that include a registration hub, a welcome area for both Chevy, Buick and GMC vehicles as well an entertainment area for kids and a snack bar. Beyond this point lie driving areas which including one that pits Chevy vehicles such as the all new Chevy Cruze, Malibu, Impala, Equinox and Traverse against competitor vehicles from Toyota, Nissan, Honda and Hyundai. Behind that lies the premium area for pitting Buick and GMC sedans and crossovers against competitors from Acura, Lexus and Nissan. Two large vehicle areas are also included for trucks and large SUVs that pit Chevy and GMC vehicles against others such as the Toyota Tundra and Sequoia, Ford F-150/250 and Expedition and Dodge trucks. The new Chevy Volt plug-in hybrid car was also on display and available to the public to drive, provided that they test the new Cruze first. This, according to one of the officials, allows one to compare both models in terms of driving characteristics, comfort and practicality.

Chevy Traverse, and Silverados 1500 and 3500

Chevy Cruze and Camaro

Finally, GM provides a high-performance area that allows the public to test Chevy's high-performance vehicles, namely the Camaro in both RS V6 and SS V8 versions and the Corvette Grand Sport, this time in Coupe and Convertible versions, in an autocross, high speed setting. However, unlike the other areas where drivers have unlimited turns on vehicles, the high performance section limits drivers to just two turns, this in order to give each attendant equal chances and ensure the lines moved quickly. Also, each Camaro and Corvette comes with a racing instructor in the front seat to ensure no attendant manages to get these high powered cars wheels up.

Chevy Cruze, Corvette and Silverado

I managed to drive 98% of all the vehicles gathered (thanks to a mild turnout) and, that being said, it would be impossible to cover each vehicle in this one entry so for the next week or so I'll attempt to condense each experience based on the areas I visited above and give a brief review on aspects of each of the cars gathered. Before doing so I'd like to thank officials like Sonja, Vivian, Matt and Peter for answering all my questions regarding the vehicles gathered and considering my feedback as well.

Quick Spin: Chevy Camaro

This time we take a quick spin of the 2010 Chevy Camaro with Robert Mullings, another avid auto enthusiast friend of mine. Brother to David Mullings, check out their website Realvibes.net


2010 Chevy Camaro SS


As of late, Chevrolet was not known for making cars that could evoke any sense of emotion [Other than the Corvette: Ed]. They simply made cars for basic transportation with as much cheap plastic as possible. You didn't buy a Chevy because you wanted to, moreso for the great deal you got. But that has now changed. Recently I was invited to test-drive the New Chevy Camaro. This car was the change that GM has needed to inject a dose of excitement into its lineup and from first sight this car had me. I couldn't believe I was taking double and triple looks at a Chevy product. This car is what I think a muscle car should look like in the 21st century. The model I was offered to drive was a brilliant green color with black racing stripes and is the SS edition which comes with a 426 hp 6.2 liter LS3 V8. So far so good on the outside, let's just hope I wouldn't be let down once I got inside. They offered me the option of a manual or auto (the automatic transmission is powered by the L99 6.2 V8 with 400hp), I choose manual [But of course: Ed]. I got in and right away was greeted by acres of plastic trim, but it didn't feel cheap. Some thought and effort was definitely put in to the use and look of it all. I started the car and the rumble of the exhaust immediately threw out the window any issues I previously had with GM. I adjusted the power leather seats (which were remarkably comfortable) pressed in the clutch and shifted into first gear with ease. Light clutch takeup, this was impressive. Most cars with that kind of power has a heavy clutches that would fatigue the casual driver in any kind of South Florida traffic, but the Camaro didn't have that feel and the shifter felt short and precise. I tapped the gas and the engine revved effortlessly, both of us (GM test driver and I) start smiling). We looked at each other and knew this was going to be a good drive. He turns to me and says, "Let's have some fun." That was my cue to to go. Off we go...

Immediately I found one problem, the steering wheel. I just couldn't find a very comfortable position to put my hands. The wheel felt unusually big and awkwardly shaped. We made a right out of the dealer and headed down the road, the ride was good: stiff enough that you know you are in a sports car but still comfortable enough to for extended road trips. As we are cruising down the street I opened the sunroof and rolled the windows down, time to test the sound system. I cranked it and was met by a very clean sound with the bass hitting pretty hard. The test driver turned to me and, with a smile says "This is what I love about South Florida!" (he's from Detroit). We stopped at a light, "This is my chance to see if this car really feels like it goes 0-60 in 4.6 secs." I thought. Light turns green and I punched it. First gear is done in the blink of an eye, into second then third, and before I knew it we were doing 90 mph grinning like a bunch of school kids at an amusement park. You definitely feel the power of this car even with it weighing in at almost 3900 lbs. As I headed back to the dealer I found myself very impressed with the Camaro SS and wishing I had more time with it. This is a car I would consider a serious contender in the sports car arena. With independent rear suspension, a limited slip differential and Brembo brakes, it's a good platform and all for a starting price of $30,945. Cant go wrong there. Time to turn the keys in. The GM test driver turns to me and asks if I wanted to drive the automatic SS. I reluctantly said yes knowing there is no way it can top this experience, he hands me the keys and off we go...

Part two of his review is on the way!

Twin-Turbo Truck? (Part II)

Once again, David Mullings provides a guest review on the 2011 F-150 EcoBoost pickup truck. Not only does this review spotlight the advanced design of Ford's pickups, but just how far pickups have a come on a whole.





Pickup trucks have never been my thing because the few that I have driven have felt like trucks. I much prefer vehicles that handle better and take less effort to drive. Climbing into one of the new Ford F-150's at the test drive event in Orlando has completely changed my opinion of pickup trucks. As usual, I decided to drive the competitor vehicle first, a Chevrolet Silverado. It was a short drive with some turns and then I lined up for a drag race against an F-150 with EcoBoost (twin-turbo). The Ford chaperone pointed out that if I have a better reaction time I would be able to beat the lady in the Silverado beside me but if we launched at the same time, she would win.

I reacted faster and won but that wasn't important (it was fun though). The drive to the line and back to the staging area was the important part; How did the truck handle? How easy was it to turn the steering wheel? It definitely did not drive like a car and I wouldn't want to deal with that extra effort on a daily basis but it seemed normal for SUVs and Pickups I have drive before.

Then I climbed into the F-150 EcoBoost.

EcoBoost V6

The difference in the ease of driving was instantly obvious and I had to ask the Ford representative how comes it drove like that. He smiled and said that this model had an electric power-assist. This did not drive like a truck at all and I have to give Ford credit for that because it made me feel far more comfortable driving this vehicle.

Electric Power Steering Unit


The interior was extremely spacious and well appointed. Most importantly though was the performance. A twin-turbo F-150 is interesting and I did line up against a Silverado and beat it. The engine delivers 365hp at 5000rpm and 420 lb-ft. of torque at 2500rpm, quite impressive. Out of the three engines they showed me that were available, the EcoBoost engine was MORE fuel efficient than the smaller engine but could haul just as much tonnage as the larger engine.

Interesting.

F-150 Harley Davidson Edition

I test drove other models and the Harley-Davidson really has some nice extras but without electric power-assist, too much like a truck for my tastes. The base model F-150 was good enough for what it needs to do but with no EcoBoost, it did not have the same pep that could come in handy when overtaking or hauling.

Dyno Test

The last two things I did was check out a live dyno that compared the EcoBoost model to a number of competitors along with a video of uphill passing while towing (the F-150 did better than competitors each time of course) and then I went on the actual road while towing a trailer. I have never been trailering before and I was extremely concerned about taking corners too tight, switching lanes and also having the trailer roll over.

I was informed that the F-150 has a feature to reduce the likelihood of rollover of the trailer, the mirror designs made it extremely easy to see blind spots and especially see the curb when making a turn. It turned out to be so easy that I did not even feel like a trailer was attached, I had to keep looking back to check that it was still hitched!

The EcoBoost is clearly the winner and it is going to sell extremely well. Seeing American car companies finally learn from the Japanese that bigger is not always better and that turbochargers are just as good if matched properly with the engine is welcome. The extra touches like the available retracting running boards that pop down when you open the door and then go back into hiding under the truck when you get in are welcome as well.

2011 Ford F-150

Ford clearly has extended their lead in the pickup truck market. Trust me, you need to testdrive an F-150 EcoBoost even if you don't plan to buy a pickup. It will change your impression of pickups.

2011 Hyundai Equus: First Impressions

2011 Hyundai Equus

Hyundai competing against the established players in the ulra-luxury sedan market, namely BMW 7 Series, Mercedes S-Class, Lexus LS. Sounds far fetched doesn't it?

Well, prepare for a reality check.

Unless you're living under a huge boulder you'd hear about how Hyundai, the carmaker previously known for cheap runabouts that sold more on price rather than quality (understandably so given such "outstanding" examples as the SCoupe), has been on somewhat of a rise within the last decade. One need only look at a current issue of Consumer Reports (or even just Google it) to see the raft of substantially new and higher quality vehicles Hyundai has been cranking out. The just released Sonata has risen to become the visual standard by which all mid-sized sedans are now judged, while offering the most powerful duo of engines in the segment AND being the most fuel efficient in the class. Pretty substantial stuff.

But that isn't all. Hyundai has now set it sights on moving its products upscale and it started this march with the released-for-2008 Hyundai Genesis. Starting in the mid-$30k range, the Genesis is a large rear wheel drive sedan that offers many standard luxury items that would be options on such vehicles as the BMW 5 Series. All of this for about $30k less than what you'd normally pay for had you gone to the Lexus dealership across the street. The Genesis looks the part, offers power parity with a duo of engines to choose from (a 290hp 3.8 V6 or a 385hp 4.6 V8) and comes with Hyundai's outstanding 10 year, 100k mile warranty. But if you thought they'd stop there, you obviously don't know Hyundai. No worries, neither did I.

Lights On

It wasn't enough that Hyundai targeted the luxury midsize segment with the Genesis. Now they've gone for the top player with the new for 2011 Hyundai Equus. Starting at just under $50k, the Equus plays the same game as the Genesis, offering quality, features and roomy, luxurious accommodations on par with the best of the name brands at a price that even mere mortals can afford.

I was invited to a local Hyundai Dealership (thanks to Christopher Hayek and Brian Owens) to get an up close look at the Equus and ask the questions that you, the consumer, might have regarding both the car and Hyundai itself (sorry, wasn't allowed a test drive due to this particular Equus being the only one available). On first glance, the Equus is huge vehicle, a few inches longer than a base LS460 and about equal to the Mercedes S550. Width is about the same and is very roomy inside. The Equus is available in two trims: Signature is the base model (although gazing inside, 'base' wouldn't be an appropriate word to use here) and provides seating for five, while the Ultimate trim is geared towards customers who would rather be chauffeured around and provides executive seating for two in the rear. In this trim, the rear seat directly behind the front passenger is fitted like a recliner with a foot rest, although despite the Equus' long wheelbase, the recliner is only suitable for kids (or as Brian put it, Koreans). In all fairness, Brian did explain that the Equus was not originally engineered for the North American market (i.e. tall, fat people) so the cramped conditions with the recliner are to be expected. However, he goes on, enough of a business case was made to bring the Equus to North America, in part, because of the stellar success of the Genesis. Well, I certainly won't question that.

Equus Signature

Equus Ultimate

The Ultimate also provides a center console (where the center passenger would normally sit) equipped with controls for the DVD entertainment system, consisting of a flip up screen located between the two front seats. The center console also integrates control for the navigation, excellent sound system and also climate control. There is also a refrigerated compartment that cools bottles of bubbly for your executive passengers (or soda for your kids), plus another storage compartment where the ski-pass through would be. Both rear seats are also heated/cooled.

Front Cockpit

Up front, a BMW iDrive-like mouse controls everything from vehicle suspension setup, to climate control and navigation. All the Equus' controls are logically laid out and thanks to the almost infinite adjustments for the seats, it's easy to find a comfortable driving position. Powering the initial batch of Equus sedans is the same Tau 4.6 liter V8 producing 385hp and 335lb-ft of torque routed through a six speed automatic transmission. An upcoming 5.0 liter variant is in development that will provide "in excess of 400hp" as well as an eight speed automatic for customers who think 385hp is a paltry figure (considering the recent strides of the competition, it just might be).

Hyundai Equus

Exterior styling is a mixed bag. The Equus certainly has an elegant yet solid and upscale look to it, even if certain design cues were pilfered (or borrowed depending on your view) from other sedans. There's a hint of Lexus in the face, a bit of S-Class in the rump, perhaps a touch BMW in the side profile. Whatever the case may be, there's no denying the car definitely has presence.

I've always maintained that both the Genesis and Equus are for buyers who care nothing for badges. All they want is a luxurious, comfortable sedan that caters to their upscale needs...without costing a fortune. The Genesis and Equus add up to just the sort of sedans that will appeal to this set of the buying public. As a matter of fact, several people who were in attendance with me instantly placed deposits to have there very own. This proves that even the well-heeled know a good deal when they see it.

Remember when Lexus first started out as a Japanese alternative to the German status quo? The original LS sedan offered much of, if not all, of what the German sedans offered at a substantial bargain. The Hyundai Equus offers that same value proposition today while at the same time firing a shot across the bow of the established players in the segment. For some, the styling might not be as formative and the interior too generic, but for most the Equus is exactly the kind of vehicle that suits their needs.

Hyundai is also changing the buying experience. Every customer gets a free Apple iPad that serves as both the car's user manual as well as providing an app that schedules services when such are needed. A technician will pick up an owner's Equus where ever it may be and leaves a loaner (either a Genesis or another Equus) in its place. The car can either be dropped off when the servicing is complete or, if the owner chooses, he can pick it up at the dealership. Hyundai also offers what they are tentatively calling 'The 14 Day Rotation". After the initial introduction and delivery, an Equus specialist will meet with the owner 14 days after (again, at the owner's home, work etc.) to go over the features of the car or simply listen to any queries the owner might have to ensure he/she is getting and enjoying the full Equus experience.

Hyundai has come a long way. If they've succeeded in making the regular guys (Honda, Toyota) take notice, then with the Genesis/Equus duo they've succeeded in at least making the high rollers take a glance over their shoulders.

Scissors, Gas Struts and Props

So this past Sunday I was engaged in washing cars (which turned into a full blown maintenance project but that's another story) and I happened to take note of the designs of trunks (or boots as the English say). I have to hand it to Mazda, those scissor-shaped hinges with the gas strut assist really pays dividends in not intruding on the trunk's total usable space. It used to be not so long ago that this was a luxury item on cars costing far more than your run-of-the-mill family sedan but kudos to Mazda for engineering such a nifty system for the 6 sedan (mine's an '06 model but this generation has been around since early 2003).

My Mazda6 trunk

Very nifty

Now this is in stark contrast to the cheap goose neck hinges that so many other manufacturers install as a cost effective measure (lookin' at you General Motors). At least now they're starting to cover up the hinges in their own special sheaths, covered in the same material as the trunk liner, but before you'd have to be careful about loading up the trunk, lest those same hinges crush any vital cargo they come into contact with when the lid is closed. Well, you can imagine my surprise (or realization really) to discover a Toyota of all vehicles carrying these cheap hinges, a [2002] Camry no less. Give Toyota some credit however, the trunk is vast (quite a bit bigger than my Mazda 6) but I believe the Mazda trumps it in usable space. It's those same lined sheaths for the gooseneck hinges that makes the space a bit weird to use. Better watch out and pack softer cargo at the top. Sadly, Toyota continues this trend with their latest Camry.

2002 Toyota Camry trunk

Cheap hinges

They do try

So you think I'm bashing Toyota for this indescribable offense? Not so fast. Even though not many owners are likely to look under the bonnet to do engine checks (I mean really, with the latest model cars presently on the road, all you're likely to see is a sea of black plastic covering the engine anyway)the Camry (circa 2002) redeems itself by offering a gas strut assist to lift and hold the bonnet up and out of the way. The Mazda 6 on the other hand, has to make do with a do-it-yourself lift-and-insert-here prop. It's probably not a big deal to most people but the Camry's gas strut does prevent your hands from being unnecessarily dirty if all you're doing is a visual inspection.

Under the 6's bonnet

Insert here

I like to get my hands dirty so the bonnet prop isn't a big deal to me, but for someone who does very little (if any) maintenance, the Camry's bonnet gas strut is a pretty nifty. Bonnet notwithstanding, the scissor hinges on my Mazda are just one of many details I absolutely adore about it. The trunk might not be as vast as the Toyota's but best believe every inch is usable.

(I'll upload a pic of the Camry's more 'sophisticated' engine bonnet prop soon)

Naughty Volvo Indeed

The following is a guest review of the 2011 Volvo S60 T6 AWD by my good friend and avid auto enthusiast, David Mullings. Look out for more guest reviews from him as well as others in the near future!

Naughty Volvo Indeed

I was fortunate enough to attend the recent Volvo test drive event in Miami with the writer of this blog and was asked to provide my own perspective. After driving the new S60 at least 6 times for the day, I know that Volvo has definitely changed my perception of the brand. As a past fan of British Touring Cr Championship I was familiar with the S40 that raced in the past (I even considered purchasing and modifying one).

Volvo's new S60 certainly will be considered when next I seek to purchase a car because the handling was solid, certainly better than the Audi A4 and BMW 328i provided for comparison, more powerful thanks to the turbo and fairly comfortable. The space behind the driver seat still leaves a lot to be desired when the driver is tall but that is common to all luxury cars at this level. I did however have a few issues with the S60 that will most likely not lead to a purchase:

1) Volvo did not have the Infiniti G37 or Lexus IS250/350 for comparison testing. I suspect that is because those two cars might shame the S60 in ways that Volvo did not want to happen

2) My 2008 Mitsubishi Lancer GT with tiptronic tansmission and paddle-shifters handles even better than the S60 (my GT came stock with a front strut bar) and the transmission is far more responsive. The most annoying part of the S60's tiptronic mode was that it would automatically change gears even though I specifically put it in 2nd gear in an effort to stay in the sweet spot of the turbo to avoid lag as much as possible. My cheaper Mitsubishi doesn't do that.

3) As a past owner of a Mitsubishi Lancer Evolution 9, the turbo in the S60 had too much lag and thanks to the not-so-smart tiptronic, did not give me the control I was looking for when cornering and exiting. Yes, comparing a manual to an automatic is not that fair but then they should have offered the S60 in a manual version for people who really wanted to enjoy the turbo properly or do more about the lag.

In short, the S60 would fall higher on my list than an Audi A4 (not an S4 of course) and a BMW (not an M3 of course) but most likely lower than an IS250, a G37 and even my Mitsubishi Lancer GT. Volvo did not bring us to the test drive event to check out the nice leather interior, they wanted us to be naughty and spank that car.

It definitely proved to be quite naughty but probably not naughty enough for me. Would I recommend to the average person as a daily driver? Without a doubt. I personally am looking for tighter handling, less turbo lag and less intrusive Tiptronic system.

My Ideal Sleeper

2011 Cadillac CTS-V Wagon

I came across a story on Autoblog today announcing the confirmation and pricing of the new Cadillac CTS-V Sport Wagon: $62,990 plus destination. So I started thinking, why does a majority of the driving public hate wagons so much?

Wagons are cool, wagons (at least the ones nowadays) are stylish and when outfitted correctly, they are the ultimate sleepers. No I'm not talking about CUVs (crossover utility vehicles) like the Ford Edge or Nissan Murano. No fans, I'm talking about bonafide 5 door wagons like the Dodge Magnum R/T or Mazdaspeed3. When I was shopping for my current car, those last two were at the top of my list (nevermind the Magnum wasn't available with 3 pedals) because they while providing immense practicality with stylish looks, they packed huge performance (its hard to argue with the Magnum R/T's 340hp 5.7 HEMI V8 or the Mazdaspeed3's 263hp turbocharged 4 cylinder).

2013 Mazdaspeed 3

Most people at the time thought I was crazy. I remember telling one girl about my choices and the look she gave me said much about the way people feel towards wagons. It was a look of confusion, aghast and surprise all in one, complimented by a simply but very sarcastic "Why!?" My answer? "Why not?" I still get all the horsepower I'll need but with an added dose of space in the back for whatever i choose to carry along.

Wagons are cool. Automakers know this, but they're still somewhat skittish about sending them America's way because they know Americans won't buy them in the same large numbers as conventional sedans. Which is why I have to give props to Cadillac and Chrysler.

2005 Dodge Magnum R/T

Chrysler first introduced us to the 5 door Dodge Magnum in 2005 which they labeled a 'sports tourer' to avoid the negative stereotype attached to the word 'wagon'. Everyone knew what it was but because Chrysler did such a good job with the styling, making the Magnum low and wide, people initially bought them in droves. And looking at the stats, it's hard to argue: full sized, RWD platform, 340hp HEMI V8 and very cool styling made the Magnum at hit for Chrysler. Hedging themselves however, they decided to make a sedan variant for people who were still lukewarm to wagons, leading to the Dodge Charger. After 4 years on the market Chrysler decided to axe the Magnum due to poor sales relative to the Charger sedan. Needless to say, a small part of me died that day.

2011 Cadillac CTS Wagon

Cadillac has subsequently picked up where Chrysler left off and now offers a true 5 door version of their hot CTS sedan. Initially, the CTS Sport Wagon was pegged to be a Euro-only offering because, lets face it, as long as America and UK are on opposite sides of the Atlantic, so do their peoples' automotive preferences differ. Americans love sedans, Europeans love hatchbacks/wagons (called Touring editions there). Knowing full well though that the CTS Wagon would be a niche vehicle at best, shows that Cadillac was willing to gamble on finding enough takers for its slick looking wagon. During a recent manufacturer sponsored event, I drove a CTS Wagon and compared it with a BMW 535i Touring on hand. In the areas of looks and interior quality, the Cadillac edged out the BMW. However, the 535i still narrowly had the upper hand in driving dynamics over the CTS, this despite the Cadillac's relentless tuning of the CTS on the famed Nurburgring racetrack in Germany.

I should've seen this as a sign of things to come.

2013 Cadillac CTS-V Wagon Black Diamond Edition

After releasing both the CTS-V sedan and CTS-V coupe, Cadillac has lobbed another bomb into the performance segment with the CTS-V Sport Wagon. Look at the pictures. This is one slick looking wagon and not only is it a gorgeous piece to look at (as far as I'm concerned) it also has one hell of a monster lurking under the hood. A detuned version of the Chevy Corvette ZR1's 6.2 liter supercharged LSA V8 provides 556 ponies and 551lb-ft of torque. Only the performance minded can see the subtle differences between this and a regular CTS Sport Wagon and that's the appeal for me. The thought that I can give a Porsche 911 or Ford Mustang driver a serious scare while still having room to transport my [eventual] wife and [quite possible] 1.5 kids in luxury. That my friends, is what a sleeper is: an unassuming vehicle that doesn't hint at the high level of performance under its relatively stock skin.

So if the next time you hear me say I want a Cadillac CTS-V Wagon don't give me that crazy look.

Wagons are cool maaan.

Images courtesy of www.insideline.com, www.canadiandriver.com, www.consumerreports.org and www.autotrends.com