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The Good, Bad, Ugly:  A Sampling of Recent New Car Drives

5/22/2017

 
PictureLC500h, star of the day (Credit: Lexus)
We recently had a chance to head up to New York’s Bear Mountain State Park to join other auto journalists for a day of driving the latest and greatest from the car manufacturers.  (It’s a tough job, but someone’s got to do it.)

While these aren’t full-blown tests, the short drives do give us a chance to get a feel for the newest cars and the progress (or lack thereof) we see from the automakers.  Imagine it like a visit to an ice cream shop, where you get a big dollop of each of the newest flavors.  In some cases, you’ll want to come back for more.  In other cases?  Not so much.

Here are the flavors we sampled:


BMW 430i convertible – Combine sloppy steering, a chassis that feels loosely bolted to the body and a sticker price well north of $50K, and you get the feeling that the vaunted and much-admired BMW has lost its way.  And we’re not alone.  On these past drives, our fellow auto writers would often let the Japanese brands sit on the lot while they jostled to drive the Bimmers.  But now that Lexus and Infiniti have gained some German-style soul, the tables are turned. 

Cadillac CTS Vsport – This was one of many drives we’ve had in Cadillac’s V-cars, both on street and track, and it was still sublime.  At $75K well-equipped, the 420-horsepower Vsport is the one to go for if the CTS-V’s 650 Corvette horses are too much for you.  Attention, Mercedes and BMW loyalists!  Break from the crowd and take any of the V Caddies for a test drive.  You’ll thank us.

Dodge Challenger GT AWD -- The Hellcat and the other Hemi Challengers make us feel 18 again.  This one makes us feel retired.  Oh, it’s a nice car alright.  But it drives like a Buick LaCrosse in a muscle car costume.  If you want an AWD car, get a Subaru.  If you want a muscle car, buy a real one.

Genesis G90 -- Genesis is clearly nipping at the heels of the German and Japanese luxury marques, but they still have a way to go.  This big sedan gives you all of the interior amenities you could want, as well as a nice stance.  But the floaty ride reminds us of granddad’s Electra 225.  The folks who build Mercedes’ S-class don’t have much to worry about . . . yet.

Honda Clarity Fuel Cell – After a hot, noisy day of driving, this hushed, well-appointed hydrogen-powered sedan was a delight.  We would lease one (it’s lease-only for now) if only we could find enough hydrogen stations and if the fuel cell economic proposition would work for daily drivers (it doesn’t yet).  We had a similar plus/minus experience last year in Toyota’s Mirai.

Infiniti Q60 Red Sport AWD – This stunning coupe delivers more-than-ample luxury, not to mention solid power and sports-car handling.   And you can drive it in the snow to boot.  Both Infiniti and Lexus have finally found the way to dial some Teutonic goodness into their chassis.  The writers are beginning to notice and they kept this car on the road for most of the day.

Jaguar F Type SVR roadster – Oh, yeah, baby!  What else can you say?  You’re driving a 575-horsepower, all-wheel-drive roadster through the twisties on a gloriously warm day in the forest.  While we love the Corvette and consider it a bargain, think about this Jag as a significant step up if you can stretch to the $128,800 base price.  Believe us.  It’s worth the difference.

Land Rover Discovery – Land Rover has done a great job with its downscale lineup and the Discovery is no exception. We loved the torque of the 340-horsepower V-6 and the decent handling (except for the body roll) of this large SUV.  We also liked the exceptional fit and finish of the interior.  It was a typical Land Rover job well-done.

Lexus LC500h – Watch out, BMW i8.  Lexus is delivering a hybrid sport coupe that looks and drives as well or better for a sticker price that’s about $40,000 less.  In terms of design, execution and feeling, this was the star of the day and the waiting list was long.  The 354 horses tied to two transmissions made us feel like we had more than 500. This is a fantastic alternative if you can forgo the i8’s scissor doors and sales exclusivity.  You will definitely stand out in the country club parking lot with this new Lexus and you'll do so with a green conscience.

Mazda CX-5 --  Mazda's luxurious mid-sized crossover sends a strong message to the luxury brands:  you don't need a three-pointed star on the hood or a $40,000-plus price tag to get a sumptuous interior and solid ride.  We've driven the similar Mercedes crossovers, for example, and we see no reason to go upscale when you can get the high-value Mazda for the mid-30s or less.  This ride is a good example of the narrowing technology between the mainstream and luxury brands.

Mazda Miata RF – As with the regular convertible, this targa version was still a whole barrel of fun.  Great engine. Great manual transmission.  Wonderful handling.  A cockpit that fit like a glove.  Unfortunately, the solid top also delivers a whole barrel of wind noise.  We don’t see its benefit.  Put us down for the standard soft-top roadster, which looks just as good and is a little easier on the wallet.

MINI Clubman John Cooper Works All4 manual – You never leave a MINI without a smile on your face.  And this Clubman was no exception.  We love the way it scats around the corners with a blaaat of exhaust as you hit the pedal.  And we love the usual excellent interior execution.  Unfortunately, the $35,000+ price tag takes a little bloom off the rose.

Subaru Impreza – We were impressed with the way Subaru has moved its compact model upscale.  Handling was tight and the interior was whisper quiet on the Limited 5-door we drove.  There are touches of luxury throughout the interior.  This was no economy car.  Unfortunately, someone at Subaru decided to replace the formerly comfortable seats with something that resembled a plywood bench.  These new seats would be a deal-killer for us.

Volkswagen Golf Alltrack – Speaking of Subaru, VW has set its sights on the Outback with this new all-wheel-drive wagon.  The interior has plenty of luxury, the drive is definitely Germanic and the engine offers good power.  It’s a really nice ride, if a little pricey.  But it’s gonna take an awful lot of lovin’ to pull people out of their Subarus.  And the VW diesel scandal doesn’t help.M

Take Two: Hellcat's heft is a handicap vs. Z/28

9/22/2014

 
PictureThe Hellcat (Photo: Chrysler)
Before we leave the 2015 Dodge Challenger SRT Hellcat, we'd like to offer some closure on our contention that the car might be a little porky.  We finally took one for a spin around the track at Monticello (New York) Motor Club a short time ago. 

As we maneuvered the 707-horsepower Hellcat's long prow through the turns (sort of like captaining the Titanic), our fears were confirmed. This Dodge -- although an extremely nice piece for the money, inside and out -- is indeed a little on the plump side.

To back up our case, we use two pieces of evidence: 1) our track drive shortly thereafter of the comparatively lean and tossable Camaro Z/28, and 2) some dimension numbers that might shock you a bit. 

Depending on whose specs you read, there's about a 300 to 600 lb. weight difference between the Chevy and the Dodge.  Both the length and wheelbase of the Z/28 are several inches shorter than the Dodge, although the Chevy is still wider by a little over an inch.  When you sit in the Z/28, you may notice the power bulge, but the hood and fenders then dip down to give the appearance of a smaller car.  Behind the wheel of the Hellcat, you feel like a family of four could set up a dining table on the hood.

As a result, the Hellcat
turned out to be no track car.  There was little opportunity to use the gobs of reserve power and there was significant understeer as the Dodge plowed through the turns.  If we owned this car, we'd want to live near a drag strip or own an abandoned airfield because, to us, the Hellcat is more of an old-school muscle car.  Straight-line acceleration, burnouts and horsepower bragging rights are the top priorities.

The problem is that modern muscle machines should also handle.  That's one reason why Ford has finally gone to an independent rear suspension on the Mustang and GM has done right by the Camaro's chassis.  On the track, the Camaro was a lighter and far more balanced handler around the curves.  Plus, the 505 horsepower is more than enough to make the Chevy appealing for street or track, assuming you don't mind losing to the Hellcat owner during those bench racing sessions.

The dimensions speak for themselves, with the Hellcat also bigger and heavier than an original 1970 Challenger.  But the real surprise is that this Dodge is also porkier than even the full-sized Buick LaCrosse sedan.  The Hellcat is about an inch longer, almost three inches wider and up to 400 lbs. heavier, so you can understand why it's a handful.

Yes, we like this new Dodge very much, but it is no track car.  It needs to go on a diet.  Until it does, we'll opt for a Z/28, even with a price tag that's $15,000 more.


Two interesting things we learned about the Hellcat:
1. Badging is so subtle that most of a pack of aggressive automotive writers walked right past the car without realizing what it was. (Look for the chrome "SUPERCHARGED" letters on each side.)
2. There are two separate ignition keys: one for you to put pedal to the metal and one for the valet that dumbs down the horsepower.

2015 Dodge Challenger SRT Hellcat: Too porky?

9/15/2014

 
PictureThe Camaro (Photo: GM)
We just finished reading Motor Trend's October issue comparo of the 2015 Dodge Challenger SRT Hellcat and the 2014 Chevrolet Camaro ZL1, and there are few surprises.  MT, of course, has given top speed honors to the Dodge as the new leader in the American muscle car renaissance.  "Never before has 580 hp felt so slow," says the magazine when putting up the Chevy against the 707-horsepower Challenger.

But what really surprises us is the idea that the Camaro could hit 0-60 in just .2 second (3.9 vs. 3.7) less than the Mopar and outhandle the Dodge in lateral acceleration (.99g average vs. .94).  The Camaro tips the scales at 4,051 lbs. and the Dodge adds about another 400.  Do the math and one might conclude that the Challenger is downright porky (almost up there with a Mercedes S-Class).  But does it need to be?

In a recent piece comparing the current Challenger with a 1970 model, Hemmings noted that the earlier version weighed in at just 3,402 lbs.  Yes, we know all about the addition of air conditioning, airbags, backup cameras and other assorted technological gizmos that have made cars heavier, but we just wonder whether Chrysler could do a better job of engineering the Challenger to the point where it just isn't a muscle car, but . . . ummm . . . a sports car.  Maybe someone at Dodge should be consulting the folks at Subaru, Toyota and Mazda, all of whom have managed to turn out superb lighter-weight handlers in the form of the BRZ, FR-S and MX-5.  (Imagine stuffing the Hellcat powerplant into a Miata?)

We have driven the ZL1 and are still waiting our turn for the Hellcat.  The Camaro is one refined ride and Chevy has done extraordinary things with the chassis to make the ZL1 a real handler without taking away any of the Bad Boy attributes.  The question is whether modern muscle car buyers want the Chevy's combination of power and handling or will settle for the old-school, straight-line rocketry of the Hellcat.  Only the sales figures will tell the true story.

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    David Fluhrer has been a classic car columnist for Newsday since 2008, as well as a new car reviewer for the auto section and a feature writer for Newsday's glossy magazines, Luxury Living and Long Island Living. 

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