2011 Detroit: our take on the Good, Bad And Ugly From this year’s show

This yea Chrysler’s display is bright, full of new 300s, Dodge Chargers, Jeep Grand Cherokees, plus facelifted Chrysler Town & Countrys, and Sebrings magically turned into relatively tasteful 200s. Those 200s are short-timers, designed to help Chrysler’s midsize lineup limp along for another couple of years.

Amidst all the glowing bright lights. No, the paucity of concepts isn’t the sobriety of an auto industry that only wants to show realistic, near-production cars. The “dream” cars will be back in a year or two. This is the budget-cut hangover. 

Nevertheless, there’s plenty of reality and near-reality to love and hate at this year’s show. 

Most obvious best of this or any show, ever:

Porsche 918 RSR. It’s feel-good, relatively guilt-free speed courtesy a hybrid mid-engine 3.4-liter V-8 with an electric flywheel, producing 563 horsepower at 10,300 rpm until the driver pushes the KERs button for a 204-horsepower kick. With its carbon-fiber reinforced monocoque.

 est concept, by default:

  Actually, it’s both, a preview of the 2013 Ford Escape/next Kuga. It’s a stylish crossover that will be available with a 1.6-liter EcoBoost four. Pay no attention to the very car-showy interior.

It was the best of reveals, it was the worst of reveals:

Frank Markus gives it two big thumbs up. Ed Loh calls it the “vomit toaster.” Jonny Lieberman is ambivalent, though slightly positive. Angus MacKenzie is largely ambivalent. Mike Floyd is ambivalent. Kirill Ougarov likes it. Scott Evans is indifferent. Mike Febbo doesn’t care, much. I think it’s the world’s best Saturn Ion, though that’s not nearly as negative as it sounds. It’s arguably the most interesting design here, and would have made a great, funky two-door coupe. Having two different b-pillars makes it that much more interesting, and it’s a very light, affordable little car with an optional twin-clutch transmission.

Concept most overwhelmed by another production model on the same stand:

Hyundai Curb. Looks like a 13/10ths scale Scion iQ. Nobody paid attention, because the Veloster looked like Hyundai’s concept.

Best killer app:

 Angus figures with a 43-mpg (highway) TDI option and best-in-class rear legroom, this is the midsize sedan for which middle-America has been waiting. Of course, the TDI is a long way from being the $20,000 base version. To me, sitting in the back seat feels like being in a de-contented Phaeton, which is not at all a bad thing. The question is, what if the market is about to revert to smaller c/d-size, with four-bangers only, again?

Biggest disappointment:

Did it give up the Civic’s proclivity for TARDIS-like big inside/small outside design, what with the deep-draw shoulder-line that makes it easy to distinguish from the 2006-11 Civic?

Jonny Lieberman’s Worst in Show:

 It’s worth it for the shorter name, alone. “One hell of a fine car (probably),” he says, “but wrapped in a tragic body kit. The front end looks like something your neighbor’s kid might graft onto the front of an Accord. From the side, the sills appear like they’re drooping, with the lowest part under the driver’s knees. The rear’s no peach, either, with odd slits cut into the bumper and strange flairs molded above the exhaust tips.

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The hunchback Of nordschleife, deutschland

From the grave “It’s not a Porsche,” to the grade school, “It’s really ugly,” insults come from all angles, aimed squarely at its hunchback. You won’t find me among the critics, because to define this car by its styling is to mock Apollo 11 for having food that isn’t particularly good.

I recently spent a week in a V-6 Panamera, facing both clear skies and a deluge that smothered Los Angeles. The verdict? It is a truly wonderful car.

 Handling is doubly impressive: Our tester generated a 0.99 g average around the skidpad. Its best, 25.0-sec Figure Eight lap time slots between the last M3 Competition package and C63 AMG we tested. Yet, lap times don’t explain the thrill of driving. Through light, sensitive steering, a telepathic twin-clutch gearbox, and an eager chassis, the Panamera evokes joy and a sense of responsiveness that may fall short of Boxster levels. 

Rain-fearing traffic may slow down, but the Porsche effortlessly negotiates bends, potholes, and the ever-present hydroplaning ne’er-do-well. And it will do so carrying four passengers and their cargo in comfort. Or Fido — those rear seats fold flat. Check out your window if you ever fly into Frankfurt International and you’ll see a fleet of black Panamanians pulling Benz S-Class duties.

Over dinner, they discussed art, namely, the importance of the third dimension that Alexander Calder brought to abstractionism — the very same Calder that BMW commissioned to create its first Art Car, a 3.0 CSL. The topic then turned to the Panamera and — shock — they admired its “interesting” shape. 

But so would a Leatherman; you don’t wield a fashion accessory. And yet this experience with my relatives leads me to believe that, by itself, the Panamera will only find criticism from cynics and so-called enthusiasts who carry some imaginary vested interest in the brand. 

Lest we forget, Porsche’s history revolves around this established hive mind hating whatever new vehicle it makes.

If the worst thing the Panamera does is offend your fragile aesthetic sensibilities, then it’s off to an amazing start. We will one day realize this and look at it with fondness.  Porsche’s hunchback will garner the respect and admiration it so rightfully deserves.

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Escalading the segment: Ca to Az in a Qx

Escalading the Segment: CA to AZ in a QX

The only time I had spent with Infiniti’s second-generation QX56 was during our 2011 Sport/Utility of the Year competition, in which the Nissan Patrol-based behemoth impressed me and every other editor with its athletic dynamics, advanced technology, and luxurious cabin. Still, a couple hours with a vehicle is a far cry from spending a couple weeks with one. So when I had the opportunity to sign-out our long-term QX56 for an extended period, I didn’t hesitate.

Arriving at the Hotel Valley Ho

For the holidays, my wife and I went to her folks’ house in Gold Canyon, Arizona, about 450 miles from our abode in Southern California. But before departing the surprisingly wet and cold confines of SoCal, where five straight days of rain wreaked flood and mudslide havoc, I first needed to get the QX’s windshield replaced, as it had turned a small rock chip into Charlotte’s Web. With 7500 miles on the odometer, the QX was also due for its initial maintenance, so I figured I’d have that done as well.

A Radio Flyer wagon filled with gifts, a couple messenger bags – I quickly realized that the big Infiniti offers plenty of room for most families’ needs – up to 95.1 cubic feet with the second and third rows folded, in fact. I also realized that the QX’s power-folding third row is painfully slow, taking 20 seconds to raise or lower. That doesn’t sound like a lot of time, but when you’re holding down a button with one hand (it’s not one-touch) and carrying a screaming toddler with the other, it feels like a proverbial lifetime. What I would love to see in the QX is a manual one-pull release leash a la the Nissan Quest LE minivan.

For Around View, just hit the “Camera” button.

Traveling on Interstate 10 in the middle of the night (my wife and I chose this timeframe to allow our 19-month-old son to sleep; naturally, he chose to stay awake for five of the seven hours), I learned right away that the QX’s Xenon headlamps are truly spectacular. I can’t recall a vehicle whose lights – halogen, Xenon, LED, whatever – offered better coverage, intensity, or range. Perched up high, looking down upon a white-light net the size of a Little League field, I felt like I could have safely driven through a black hole.

In addition to the enlightening headlamps, the QX delivered a surprisingly quiet, luxury-car ride on the highway. For a vehicle of this mass, I was amazed at how serene the QX’s cabin remained. Even when traveling 80 mph, with strong desert crosswinds ripping over the hood, the QX just cruised along in total tranquility. Given the QX’s truck-based roots and large 22-inch wheels, I would have thought the ride would beat up the family. Negative. The fact that the QX was so quiet and smooth likely kept my son awake – some constant bumps and white noise would have no doubt knocked him out.

I found the QX’s so-called intelligent cruise control to be aptly named, proving a smart co-driver on the interstate. Working the ICC was as simple as using a button and toggle switch on the steering wheel to set a desired speed. From there, I just left it up to the laser-based system to maintain a comfortable distance (adjustable via the toggle) to the car ahead. For hours of highway cruising, I never had to touch the throttle or brake – the ICC did all the work for me. Knowing that I’d have to give up the QX in about 13 days, I began to wonder if I could live without such a convenience.

which includes traffic and weather updates as well as posted speed limits – the last is handy when setting the ICC. The 8-inch WVGA screen is clear and vivid, and even offers touch control, although I preferred to use the rotary knob and control buttons to avoid ugly fingerprints on the screen. Plus, keeping the screen clean helps when using the Infiniti’s always-awesome Around View monitor. In a rig of the QX’s size, AV is a technology I would not want to live without. Because it’s impossible to see the corners of the vehicle, AV provides an invaluable bird’s-eye view, incredibly handy for parking, reversing, or maneuvering through a tight spot. And operating AV couldn’t be easier – just hit the “Camera” button on the dash and, voilà, a 360-degree overhead view of the car.

That range, as I found out, is quite optimistic. Over 1500 miles of driving, most of which was highway, I averaged 16.5 mpg — that equates to a range of around 430 miles. Indeed, the QX’s on-board computer was often the bearer of bad news, displaying a range that seemed to drop quicker than a skydiver. After loading the QX full of sleeping baby and gear, I was hoping to make it the whole way home without stopping. Following a fill up (usually around $70), I was encouraged, the computer telling me, “Range: 488 miles.

I must say my only nits to pick are the snail’s-pace power third row and the somewhat disappointing cruising range. And the latter, mind you, isn’t even that bad, about on par with that of its competitorS.

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curbside classic: Gm’s Greatest hits #2 – 1954 Cadillac series 62 sedan

Trying to pick the best Cadillac is an exercise in futility, or even worse, masochism. I’ve obsessed over the brand since my earliest encounter with one, and have repeatedly played the game of which vintage Cadillac I’d like to have in my garage. That imaginary Caddy has been a notorious shape-shifter, but in the end it settles down to a battle between the 1948-1949 fastback coupe or one of these ’54 – ’56 sedans. And why does the more dramatic (and highly collectible) coupe lose: because of Mrs. Welch.

In 1963, I was in fifth grade, and obsessed with cars. Cars from the mid-fifties already seemed quaint and old-fashioned, given the rapid styling changes that had occurred in the previous years. My favorite cars that year were the Riviera and the Grand Prix. But whenever I saw Mrs. Welch’s baby blue ’54 Caddy gently burbling down the street towards Lincoln School, my heart jumped a bit, and my pace quickened.

Initially, it was by association: Mrs. Welch was a substitute teacher, who we saw more than usual that year due to our sickly regular one. And did I love every bit of her, and believe me, there was a lot of Mrs. Welch to love. She was built just like her Caddy: big, brawny, and bulging. Not in an overtly sexy way, but dripping with self-confidence and totally comfortable in her (ample) skin. That made her attractive in a way I wasn’t yet used to. And she completely spoiled us.

She couldn’t be bothered with a lesson plan; or pretty much any formal academics at all. I just remember her reading Pecos Bill books to us for hours on end: my idea of school heaven. But that wasn’t all: one day she decided to take us on a field trip to her farm. A couple of Moms showed up with wagons, but I was on the short list for the big Caddy, and it was a deeply memorable experience.

It was like being invited into her bedroom, to sit on her big soft bed, and have her read Pecos Bill to me in private. I just can’t think of another car ride where I felt more secure and happy: this was the ultimate cocoon with which to insulate oneself from life’s troubles. These Caddys truly live up to that overused word “tank”; they simply exude solidity and security. From the thick gauge of steel of their bodies, the solid chromed castings used for levers, handles and trim on the inside, to the tall and sturdy sofas standing in for seats. Eminently comfortable, even for a dozen fifth graders.

The biggest mistake Detroit made was to make their subsequent big cars lower and longer. This vintage Caddy is just right: very little front overhang, not too much in the back. Most of all, it was still tall, with the kind of upright seating position and easy of entry/exit that quickly deteriorated with the next generation, and kept getting worse. Not to mention the highly questionable tacky styling of the late fifties.

No wonder SUVs replaced the big cars. And although some details of the styling can be questioned, they had an integrity and relatively cleanness that withstood the test of time. Yes, the front end with its “Dagmar” tits was baroque, but not yet downright kitschy. And it was the last time that big rounded booty would be there in its natural state, before it was adulterated with ridiculous pointy protuberances.

That vent is the air intake for the huge air conditioning plant that sits in the trunk, under the rear window. If you look carefully, you can see the outlet, and a plexiglass duct that feeds the cold air to vents in the ceiling above the windows. These were expensive options.

She just wouldn’t have looked (or felt) right in a little Monza, Falcon or Chevy II, like the other teachers drove. And if Pecos Bill had driven a car, it would have been one of these too, a rag top though, with steer horns on the front. These cars epitomized the American confidence to take on anything that life could dish out in the mid fifties, even a bunch of fifth graders.

just the right balance of delicacy mixed with a hint of the power that murmured deep under the hood. The fifties were the great horsepower war years for the premium brands, when Cadillac, Lincoln and Imperial duked it out, upping the ante each year. Cadillac’s superb V8 started out with 160 hp in 1949. But between 1951 and 1957, it more than doubled in its output, to 325 hp.

In 1954, this Caddy offered a combination of comfort, power and features unparalleled in the world. That its price of $3933 ($31k adjusted) made it available to an increasingly large segment of America’s population was simply inconceivable to Europeans at the time. Especially to a simple Iowa farmer’s wife who substitute taught to bring in a little extra income.

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Xplore adventure series Vehicles Want You To See Our national parks

Xplore Adventure Series FJ Cruiser – Click above for high-res image gallery

 One company wants you to get out there and explore them. We saw its first creation, the Xplore Adventure Series FJ Cruiser, at last year’s SEMA Show in Las Vegas. That vehicle is going to be auctioned off and the proceeds donated to the National Parks Foundation.

 

 Stage two upgrades feature BFGoodrich off-road tires, aluminum wheels, Bilstein shocks and a Magnaflow stainless-steel cat-back exhaust. If you want to push further into the woods, Stage three bolts on winches, a roof rack, rock rails, a rooftop tent and upgraded lighting. There’s also a built-to-order Stage 4 for Jeep and Toyota vehicles, which brings builder TLC into the mix and adds custom paint choices as well as electronic upgrades and expedition-level equipment

               XPLORE ADVENTURE SERIES VEHICLES SUPPORT OUR NATIONAL PARKS

The National Parks are one of America’s greatest treasures and a new line of adventure vehicles now gives you and your family another reason to support and enjoy a vacation this year to your favorite National Parks.

XPLORE Adventure Series vehicles will be available at your local new car dealers beginning in January 2011 and each one sold delivers a donation to the National Park Foundation for our National Parks.

“Venchurs is pleased to introduce the XPLORE Adventure Series line of specialty vehicles for all major brands of vehicles”, states Jeff Wyatt, CEO of Venchurs. “It is a privilege to be able to support our National Parks and the automotive new car and Aftermarket communities, with a program that serves America’s need for exciting vehicles.

XPLORE Adventure Series vehicles are available in four packages featuring increasing levels of equipment and capability. XPLORE Stage 1 Vehicle Packages featuring Katzkin leather interiors are available for Toyota, Jeep, Ford, Ram, Chevrolet, GMC, Nissan, Honda, Subaru, Hyundai and Kia vehicles.

XPLORE Stage 2 Vehicle Packages for select SUVs and trucks include, BFG off-road tires, Method aluminum wheels, Bilstein 5100 Series shocks, Magnaflow stainless steel cat-back exhaust and optional XPLORE/Katzkin leather and suede seats.

XPLORE has partnered with TLC to offer Build-To-Order Stage 4 Toyotas and Jeeps with a multitude of custom personalized options including special paint, electronics and expedition-grade upfits.

Each XPLORE vehicle comes with a free, one-year Annual Pass to over 52 National Parks and other Federal lands. New owners receive a one-year membership in XPLORE CLUB and a subscription to XPLORE Lifestyle Journal; a high-quality quarterly featuring amazing places to go, fun things to do and interesting people.

“Xplore vehicles are designed to deliver adventure for enthusiasts and families” quotes Ron Flint, XPLORE Program Director.

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