Discovering a car that I had never heard of--My first look at a 928

I have recently discovered a car in the last month or so at a car show that I had not previously heard of. It is not very famous, but it is made by a famous manufacturer. Most versions of it were not very fast, and they didn’t have very many gears, either. I discovered an old, slightly beat up Porsche 928. That is, a heavy, probably expensive car that apparently was supposed to replace the aging (at the time) 911. Good thing they did not, because Porsche is still very famous for their very fast and exotic 911 sports car.

The 928 really seemed like a Porsche in almost a Volkswagen sort of way--roundish looking, heavier, and what sounded like a American V-8 pumping under the hood (it was a German engine of course). It was kinda pleasant, and I almost immediately knew I would write about it after a few weeks, since it was Porsche that really didn’t feel or look like it. Pop-up headlights, a very lazy 200 or something horsepower, and most appeared to be automatics, too (the gentleman I looked at definitely had an automatic). I feel like it was Porsche’s answer to the Corvette, in like I said, a VW sort of way. Listening to its engine for a second or two was also really strange--as I have never heard of the car before, it almost sounded like a V8 from a not so recent Ford F-150. Porsche quite literally attempted to build an American car for I guess what were the 911-haters--people that liked Corvettes but really wanted something more unique and...classy? Artful? I forgot to take pictures of the car, so I will include pictures from Google images.

What shocked me the most was the car’s Chevy price tag--the guy said he bought it for $7000 or something, maybe $6k. I don’t remember exactly what he paid for it, but he did not appear to be fibbin’--it was repainted, the inside was not very clean, and the rear end of the car looked like it had seen better days. In any event, that is significantly less than what I believe those cars cost new. 
Long story short: the 928 appears to be a very affordable way to behind the wheel of one of the most exotic and very German carmakers of all time, and that would be Porsche. There is no substitute.

What was that? Cars that have eluded time

Is that some kind of Camaro or something?

Do you ever get that sort of response from somebody who sees your car and they have no idea what it is? There have been a few cars that, unless you are a total car nut, or otherwise know that particular car, have been a fad of the day, or otherwise. This list could go on for a book’s length, but that’s not the point of a blog.

1. Volkswagen Phaeton

This large car completely flopped after its first full year of production for the 2004 model year. Put together with a few parts from the VW and Audi parts bins, and air suspension from Bentley, the Phaeton should have been re-engineered or scrapped from the very beginning. Big German cars are always the right size, have tons of power, aren’t largely overweight, and the Phaeton (pronounced PHAY-tun) was all of those. Using a stretched Audi A8L frame and using heavy layers of steel instead of the mixture of parts the big Audi used, Phaeton was expensive, even for a VW, with pricing surpassing a cool $90,000, fuel economy poor, acceleration rather slow, unless opted with the rare W12 option line, which included a heavy W-12 engine (a 12 cylinder put together in a “W’ configuration, so not a “V,” just for the sake of being different), VW’s poor dealer network, and according to one source: poorly trained technicians that could do little more than change the oil. Parts had be flown in from Germany and some were only available from Bentley, such as the air suspension, so parts pricing were equally outrageous. It was bloated and styled much like the Passat at the time, just bigger, just wrongly proportioned. Owners liked the cars since they knew they were basically a cheaper knock-off of a Bentley, but few others took notice. Less than 100 cars were sold throughout the car’s last year of 2006. Surprisingly, the company insists that the company can sell them here in the thousands, a lofty bet since the Audi A8 barely does that here in the States. Car and Driver reported that VW insists the car will be available for the US market again, although this is now 2014 and nothing has been said for over 2 years about it.

2. Lexus HS250h

The HS250 wasn’t a bad car at all. It was just small, had a brittle ride, and very average gas mileage numbers, which are critical for a hybrid to do well in the states. Rather unfortunate, because the HS250h’s EPA numbers were only slightly better than a run of the mill Toyota Corolla of the time (the Corolla got around 25/33 city/highway mpg). Unlike the more stylish Lexus hybrid, the CT200h, the HS looked almost exactly like the Lexus treatment done to a--you guessed it--Corolla, again. See a pattern here? Buyers apparently did too, and Lexus pulled the plug after barely more than a year.

3. Chevrolet SSR

Remember the El Camino? Kind of a smart idea using the bed from a truck and the frame from a car, and a proven Chevy small block engine? Well, Chevy tried the idea again back in 2003, of which they killed the venerable, long-running Camaro/Firebird twins (still a little angry about, no matter they make the ugly current Camaro)for, and used the development money for a “Super Sport Roadster” (yes, that’s what this enigmatic name stands for). The clearest example of what truck buyers did not--and do not--want in a truck: is a bed that is not usable, regular cab only, very little ability to tow and haul, and awful, scientifically mutated front design that looked like something stolen from Area 51 and mated with a short bed Silverado, the truck was put on the market for nearly 5 years, and once again probably an example of what put General Motors into their 2009 bankruptcy. Don’t do it ever again GM, because truck buyers want a truck, not something from science fiction.

How to spell Perfection: The new Audi RS 7

 A lot of Audi’s cars sound a lot like a license plate. A3, S3, A8, and my favorite: TT. Only one of the them, the Quattro Sport concept, has really ever had a name that was not something alphanumeric, and that was merely a concept car.  
You can make fun of it really, because a lot of German car fans do. What is most interesting, and the perhaps the biggest news for select buyers in Germany and North America in 2014 is the introduction of a super-duper S (Sport) variant of Audi’s cars. 2012 brought us the V-8-powered RS 5, a Racecar Sport variant of the standard A5. Audi has now brought upon us perhaps the grandest car of its lineup, other than the S8--it is called RS 7.

Behold, a little twin-turbo V-8 powered monster of an automobile. Packing a Goliath of an engine in terms of output, and a Ward’s 10 best award for 2014 for gas-powered V-8s in the small 4-liter class, it produces an astounding, Porsche-envying, 911 Turbo-jealous 560 horsepower. Basically, Audi’s 4-0 V-8 has gone to the gym, and come back with much more than a six pack. In fact, the folks at the Porsche dealer across the street need to be jealous.

 For the first time in history, Audi has built a car that may be more for your money than the top tier 911 Turbo is (520-hp), or the fearsome Turbo S (also 560-hp). 

I’ll let that sink in for a moment. 
The closest competition is the current Porsche Panamera Turbo, with a similar strategy, and I believe approximately the same power, albeit ugly, disgusting styling. This is a short blog celebrating the folks at VW Group for making more Porsche than Porsche is, and badging it an Audi, and giving it very likely the best fuel economy of any car with more than 500 horsepower as notified by the factory, or 450 for that matter. The men behind the desk at Mercedes, BMW, Cadillac (yes, Cadillac), and whatever other competition this raging 2 tons of menace wants to have are scrambling through their papers in desperate efforts to create something as hardcore but also statement-making as this. Yes, the RS 7 is a bit of a heavyweight, weighing about as much as the average Dodge Dakota, at around 4,400 lbs. 
Feeding through a regular 8-speed automatic is an equally impressive 516 pound feet of torque rating. American truck fans have something to be jealous about as well, as this produces waaaaay more torque than any truck makes. Step aside, F-150 EcoBoost.

Beyond the car’s power is the incredible value, believe it or not. Audi has made the next Batmobile--it is very expensive, but in terms of luxury and power, the car can be up there with the desirability of BMW’s ubiquitous M division, or even as hardcore as a Bentley or Rolls-Royce. All of Audi’s finest Truth in Engineering for a rather steep $105,795 as a “base” price, with loaded cars stretching to a bit over $120,000. For this, the only thing that compares in Audi’s stable is the $113,000 S8 barge, or the little-known A8 with the W12 and long wheelbase option, stretching to about $140,000. Audi did it a few years ago with the RS5, and now they have done it again with the RS 7, of course for a price.

The Results of a bar fight between a GI and a German Soldier

May 24, 2014

What happens when a Yankee GI gets into a bar fight with a German soldat? A hypothetical comparison between the now-defunct Hummer H1 (2004 model just for kicks), and the partially hand built Mercedes-Benz G-class G550 (or, as they call it in Germany: Gelandewagen. There really should be an amulet over the “a” in the name, but unfortunately Google Docs won’t let me do it today. Curses to you, owners of Panera’s Internet modem, as well as to the sometimes glitchy programming of Internet sourced documents!

Ok, vent over. I am more than happy to write this one today. I thought of what could be a great article.

Ever wonder what would happen if an American GI got into a bar fight with a German soldat? I have. Turns out, America and Germany have once car in common: small dedication to military vehicles. No, I am not talking about the Jeep, Jeeps don’t cut into the niche I’m talking about. They’re also not tough enough. Behold, the now-defunct Hummer H1 representing the American side. Weighing in at nearly 7000 lbs. and totally retired from civilian duty since 2006, the H1 represents the amazing go-anywhere capability of military vehicles, as well as the hard-as-nails tough attitude of the American military, and so on and so forth. It also can ford water, and approach and descend very steep angles. The list goes on, and we’re going to compare it to the other tough military-based vehicle out there, still in production for American shores to boot: The Mercedes G-class, specifically the “base” V8-powered G550.

Powertrain/performance

First, let’s take a look at what’s under the hood. Hummer H1s pretty much had one engine: the 6.5-liter turbodiesel V8, yielding just 205 horsepower for the final consistent model year (2004). Hummer rated its torque at a robust 430 pound feet. The German’s choice of engine? The 382-horsepower 5-and-a-half liter V8, only powered by gasoline, of course. A heavy breathing engine, 32 valves yields a wide torque curve for it, with 391 pound feet from here to eternity. It was shared with other previous M-B cars and SUVs. Transmissions? Hummer made due with a four-speed automatic. The G has rocked a luxurious 7-speed for several years now. The G also boasts sprightly acceleration. Advantage:  Mercedes-Benz

Off-roading ability

 The distinction here is quite blurry, since both Hummer and the G can approach and descend steep angles, ford over 3 feet of water, and probably get bogged down in a mud pit. Most G-class users would think twice about taking their rig anywhere off the road, so unless Four Wheeler gets their hands on these massive rigs, you can’t tell with this one. Advantage: A draw

Fuel economy

The US government has not required cars to be rated for their gas mileage over a certain vehicle weight rating. They have never really disclosed why, but that it how it is. Many estimate between 8 and 10 mpg overall. However, the G wagon’s numbers are in: for regular G550 trucks, 12 city, and 15 mpg highway. Advantage: Mercedes-Benz, although unofficially

Marketing image

Like I said before, the H1 marketed a tough-guy image during its time. Some famous celebrities such as Arnold Schwarzenegger, were known to own them. Schwarzenegger actually purchased a small fleet of them back in the ‘90s. It shows that you drive the biggest American vehicle on the road, and you unabashedly want to let everyone know that you do. It is certainly a luxury item although not from a luxury maker.

There have been many jokes that folks who buy the Mercedes G-wagon only pay with cash for fear of being tracked by the IRS (due to illicit money making means). Supposedly, some bosses of gang members drive them, so some people who see the G-class roll often joke that it’s “gangbangers’ car.” There will not be a clear advantage here, as whatever you want to be viewed as will determine the wining choice here.

Verdict?

The Hummer unfortunately has no clear winnings in this case. Although it is rich in torque and can go anywhere, it was slow, even for a big diesel, and not much heavier than the Mercedes. It is probably hard to park, and very certainly not for sale anymore, but however you can find H1s used for the price of a brand new Mercedes E-class, or sometimes less. The G really excelled in every hypothetical category I could do, without real-world experience. So unofficially, the winner here is the Mercedes-Benz G550. Long live the German soldat, as he beat the Yankee unconscious in this fight.

Is More really Less? A lesson from Mercedes-Benz

Is More really Less?

Automobile Magazine did an article recently (Automobile, April 2014), in which writer Georg Kacher explained that more luxury car is significantly less substance than less luxury car. Specifically, supersize luxury cars such as the popular Mercedes S-class, Audi A8, and Jaguar XJ offer supercar specs in their top tier trim lines in their performance packages. Mercedes has offered AMG, Jaguar the R, and Audi Sport (or “S,” for short) in many of their car offerings.

Few realize that many of today’s luxury cars offer supercar horsepower and torque numbers as well as mind-numbing acceleration, but they are seen as too “prestigious” for many to notice them.  Most interesting is that a base S550 (449 in the new model) in the US really offers more horsepower than a Ford Mustang (420) or even a Chevy Camaro (426 w/manual). The AMG offers an unreal 577 hp in the highly optioned S63 AMG (nearly $140,000). Anyway, the point that Kacher made that although there was a comparison test between 3 cars to see which was best, they decided there was no winner because none of offer any more car than windmills of engines, but nothing to make the cars feel “special.” The S63 feels like a regular S-class with faster shifting and more livid acceleration. The S8 feels the same, almost like a rip-off of a Bentley really and the XJR (the faster version of an already fast luxury cat), well, it would be redundant to go there, wouldn't it?

Anyway, I am definitely agreeing with what Kacher wrote about. I would like to expand a little, and go as far as to say what with the exceptions of Bentley’s and Rolls-Royce cars, pretty much any car above $50 grand in the new car world is pretty much either worthless or a pretty poor value. There, I said it. Yes, the occasional $56,000 Chevy is a lot of fun (See: Camaro ZL1. See: 2013 Shelby Mustang GT500.) and would be amazing to take to the long highways of Texas or the Nurburgring racetrack, but other than that and the fire-breathing Shelby Mustang, the return on in investment for a car goes downhill. Yes, I mean all those six-figure  S-classes on the road today, which in terms of luxury features, is little more than a stretched E-class with a slightly more egotistical driver. Add the V8 to the E’s option list, and presto!-instant S-class, minus some legroom, and around $30,000 less than the cost of an S. Okay, case in point: 2014 middle-size E550, which has the compact twin-turbo V8, the same engine from the regular S-class, with many of the same safety technologies from the S, is only $62,000. The hulking S has started at more than $90,000 for nearly a decade. Other than legroom, what’s the real difference here? Certainly not fun, because I am not seeing any more prestige, panache, or noticeable differences between middle E and the pricey S. Do you?

Acura no longer to get bullied in the automotive locker room...

Thanks again for checking this out and. Chances are you if you have talked to me about cars lately, I have been negative about the dated looking designs or the crappy drive and such of how today’s cars are on the road, on the inside, or how they steer, etc. Yes, you may have been thinking, it’s that whole shabang again. Many have seen my previous post, which somehow scored over 100 page views.

Well, not anymore. Not quite, at least. They are not all garbage, not in the near future. The whole point of this rambling and, at least among those who like Japanese brands that are pseudo-American, Acura. Yes, Acura. Opened in 1986 as Honda’s only automotive offshoot branch not offered in other countries (here in North America and not anywhere else, that is), the brand has had some ups and downs, some hits and some forgettable misses (Acura ZDX anyone?). Nowadays, they are usually silver or white, midsize, and have a Honda engine underhood.  And very Honda-looking, which normally didn’t scare anybody off. Well, it looks like they are spicing that formula up, as they are releasing their 4th new model in two years, the new TLX.

TLX will be big news for Acura, as the outgoing TL was its longest running cars, even longer than the popular MDX crossover. This will be the first time the old car has been updated since its 2009 redesign, and technology-wise, its all uphill from here. Both TL and TSX are out, as TSX has not been as popular as they hoped.

Acura is hoping for a huge hit, as they have imported some of the tech from RLX, but with a German competition in mind. Now sporting as many gears as BMW and Audi, the base car will be powered by a 4 cylinder engine (think TSX) coupled to a new 8-speed twin clutch automatic transmission, a first right now for any car brand (Bimmer and Audi both have 8-speeds, but are not dual clutch). Optional is the familiar 3.5-liter V-6 (think TL) with a 9-speed automatic transmission (no dual clutch here). This beats the Germans, Americans, Japanese and the Swedish, and whatever other country you can think of, because this is it. 

Welcome to Shiftville, to you all who drive Acuras.

Gas mileage is expected to fly for all models, due to the gearing, and all are available with all wheel drive, now a permanent staple in luxury car dealer lots. Acceleration will be a cinch, with instant torque, power, traction, and a host of computers on board  easily clear 6-something zero to 60 mph time, ranging from 6 or so (4 cylinder/dual clutch) to as possibly as low as 5 seconds for the big V-6 (with 9-speed). The old 2.4 has been replaced with direct injection, and the thirsty 3.7-liter engine is out as well, for now.

Look out, America and Europe, because Acura is not bringing a knife to a gunfight, they may well have a “gun” now, and from the looks of it, it has magnum rounds.

In Search of the Fountain of Youth: What happened to fun cars?

Hello there Facebook and Blogger world. So, it has been occurring to me that the car industry is not really interested in making cars for the small crowd like me. A few cases in close: Back in 2003, Infiniti as well as some other Japanese manufacturers made interesting, driver focused cars with manual trannies with optional automatic transmission.  

Take for example the Q50, which started out as the Infiniti G35 sedan and coveted Motor Trend 2003 Car of the Year G35 coupe. The coupe was available with standard V-6 power, a 6-speed manual, rear or all wheel drive, great shifting action, decent in the snow, and great acceleration. 
This car has evolved into the Q50, which in turn is NO longer available with any kind of manual; the closest you can get here in the States is the standard 7 speed auto with paddle shifters on the S package. It also handles much worse than the G35 did. No driving excitement there, except for the Q’s still relatively frivolous acceleration, clocking in at around 5 seconds to sixty. Techie, yes, but is that what Infiniti customers really want? What happened to the lesser expensive, manual transmission car that we had for those precious few years? At least make a manual a cost, stripper based option, and give it another gear or two (8

speed manual anyone?). If Porsche can do it for the 911 for everyone else, why won’t Infiniti do it here?

I can’t explain it.

Also, back in 2011, Mazda announced the end of the most unique car of the 21^st century. The RX-8 was quirky, practical, idiosyncratic, quick, weak on torque, had kind of a loud exhaust, and very much a driver’s car for the everyday world. 

Not a car for "Everyman," and not a car for those low on common sense (see any RX-8 user forum online, and you will see) it was. It was also fast however, very fast for a car with 240 horsepower and ~150 pound feet of torque. It looked great too. Mazda executives talked about a replacement, but development of the mass market CX-5 took center stage instead, as well as the company’s all new 3 and 6 sedans. We can still hear you spin in your grave, you dirty little Rotary engine. With smart engineering and head-turner looks, it could again be a world-class sports car. That was 3 years ago, and nothing out of Mazda factories has replaced it.

Honda had the S2000 for a whole decade, and its performance was even better than the wonderful RX-8 at the time with its incredible performance numbers and crazy top speed, nailing the 150 mph barrier even for the smaller 2-liter engine without the use of any forced induction. OK, that’s nice you may say, but here’s the catch. When you see one on the road, it looks futuristic. It doesn’t look or sounds like a Honda. It doesn't drive anything like an Accord or Civic or whatnot. No, rather it is just a purpose-driven 150 mph missile of a sports car. 

I loved it, as well as current Honda enthusiasts. 

It was and is a marvel of engineering, and if it was updated a bit with a new design and some new nuts and bolts, then it could be a real gem. Add some good looks to the package, or at least a unique brand of Honda design language, and presto—you have a successful, global sporty car. Toyota had the old MR2 as well as the stylish Celica, Chevrolet the Camaro, then nothing, then the Camaro again, Pontiac brought back the GTO, Chrysler had the Crossfire, Dodge had the Magnum, Acura had the RSX sport coupe, et cetera. There has been a death of artful looking cars. 

Except for a Porsche or maybe the new Subaru BRZ/Scion FR-S twins, and the current gen Honda CR-Z, there are really no artfully styled cars on the market right now that scream ‘look at me.’  Those cars I mentioned all looked interesting and had power and driving finesse to back them up. Japan was responsible for many of them, which is where Infiniti comes from, and they appear to feel that American customers don’t need any cake, don’t want cake, or second helping of good looking cars. Yes, the Ford Fusion looks good, but it does not really do anything the old car didn't. 

There is what I call an overall aura of “boring-ness” in development studios right now. Cars look the same. They pretty much are the same. How does anything from Cadillac right now look any different than current Hyundais and Kias? 

Yes, I just said it, it doesn't. Hyundai and Kia have really been trying too hard with their current, over styled, cross-eyed design language that is the bone I most want to throw. I could go on, but the gist has been made: Detroit and Japan seem to be happy exclusively building cars for the masses, and no more limited edition cars for the few who love cars the most.