Thursday, July 13, 2017

The Dodge Demon is not banned and other facts

It’s time to straighten out the misconceptions, ignorance and fake news about the Dodge Demon. Dodge conducted an extensive marketing campaign to introduce the Dodge Challenger based Demon. There was much speculation but the bottom line is it is the quickest production car ever made, only potentially beaten by the all-wheel drive Bugatti Chiron. Further furor struck when Dodge announced the NHRA letter this Demon was banned from their tracks because it was too quick and too fast without a roll cage. Notice the letter stated “this vehicle”.  There is no blanket ban on the Dodge Demon at NHRA member tracks.

There are no letters about the Veyron, La Ferrari, Porsche 918 and McLaren P1? That’s because despite their potential to exceed the NHRA 2008 model year production car limit of a 135mph trap speed or 10.0 second ET, those numbers have to be exceeded and witnessed at an NHRA member track first before the singular, observed vehicle is banned. And not a blanket ban. Not every driver of those cars will exceed those limits and who’s to say they can’t back off in order to stay eligible? Happens all the time with other built cars.

Let’s look at the demonic numbers. The pump gas, emissions legal horsepower rating is 808hp and 717 lbs ft torque. With the optional 100 octane race gas tune Engine Control Unit (ECU), those levels go up to 838hp and 770 lbs ft torque. The race gas tune does not void the powertrain warranty of 5 years or 60,000 miles either. This optional ECU equipped Demon ran a 9.65 ET at 140mph quarter mile with a 2.3 second 0-60mph time, all NHRA certified. It also has a production car record wheelie distance of 2.92 feet per Guinness World Records. However Motor Trend reported the new Porsche 911 Turbo S also lifts its front wheels.

The stock tires are Nitto drag radials (DRs), 315/40/18s, front and rear. Of course they are not recommended for temperatures below 15 degrees but that is the case with virtually every summer tire designed for maximum fair weather grip as opposed rain, snow, etc. While many scoff at the choice of DRs, there are plenty of users on the internet that report using them during track days on road circuits with the appropriately raised air pressure. Surprise! Dodge reports a 60-0 braking distance of a world class 97 feet as well.

This is not just a supercharger pulley swapped Hellcat. It has a larger supercharger, upgraded connecting rods, pistons, and valvetrain as part of 25 upgraded engine components. It also has a higher stall torque converter, more aggressive final drive ratio and twin dual-stage fuel pumps. The only transmission, an 8 speed automatic, has been strengthened along with an upgraded drive shaft, rear axle and larger half shafts. There is also equipment specific to drag racing such as a Line Lock which allows the rear tires to spin with the front brakes engaged in order to warm them up for more traction off the line. The Mustang GT was the first production car with this feature.

There are some production car firsts. One is a transbrake that engages first gear and reverse simultaneously to allow the engine to build supercharger boost for more power during the launch. An after cooler uses air conditioning coolant in a chiller system to drop the intake air temperature up to 45 degrees to make sure the engine produces optimum power, more consistently, and offset the power robbing effect of hot weather. It also helps cool the engine after a run as well. There is a torque reserve system that builds supercharger boost in preparation for a hard launch with the transbrake.
The front shocks are designed to allow for front end lift under acceleration for better weight transfer to the rear while having firm compression. The rear shocks have firm compression and damping for optimized rear traction. The traction control is also optimized for acceleration and stability control kicks in if the vehicle is no longer traveling straight, further shutting down the jokes about being wrecked immediately leaving Cars and Coffee events.

There are equipment packages available with the Demon which has an MSRP of $84,995 by itself. You can add air conditioning and a radio. Otherwise two speakers are standard, required for seatbelt and key in the ignition chimes. However the two most discussed options cost $1 each. The first one is passenger and rear seats. The second one is a tool crate that includes the aforementioned ECU, skinny front wheels but not the tires, a floor jack and electric impact wrench for removing and installing the wheels. It also includes a tire pressure gauge, fender cover and a tool bag, most of which supplied by Snap-On.

The Challenger platform, while large and heavy, is still relevant today. Can you think of another coupe with room for four that has, say, six hundred horsepower or more than weighs less? What about under $100k? What Dodge has done is for the history books. There has never been a car like the Demon, and in the age of hybrids, environmental concerns, electrification, and more; there will probably never be anything like it again that is street legal. Well done Dodge, you’ve created a modern legend.

For an even more in-depth summary of the equipment levels and features, check out this link:


Photos courtesy of FCA US media:













Monday, July 10, 2017

BMW M760LI xDrive quick review

2017 BMW M760LI XDRIVE – LUXURY ON OVER-DRIVE

Originally published on the new performance oriented website, Fuelcurve.com:  https://fuelcurve.com/2017-bmw-m760li-xdrive-luxury-over-drive-review/

Seeing a factory matte finish BMW raises the eyebrows. Strolling nonchalantly toward it, spotting the V-12 emblem puts a pause in your pace. Then reading the back emblem and seeing “M760i” denoting BMW’s 601hp technological tour-de-force definitely raises both eyebrows. Who knew a 2017 model year V-12, twin turbo sedan was available anywhere for nearly $172,000.

This is a CEO car. It’s for the business owner who, nicely put, gives zero cares about what anyone thinks about his or her 16mpg highway Q-ship. They worked hard, employ many, and get to enjoy the fruits of their labor. Or maybe wants something that is extremely modern, smooth and quiet and not care where the charging station may or may not be.

Start-up and driving is like any other car in the basic sense. But extra attention is given to the passengers both front and rear. Like it’s a perfect host or hostess for wheeled travel. Maybe that would be a coastess? The rear passengers share a center tablet and there are display screens behind each front seat. Each passenger can set their own seat adjustments in the rear as well.

BMW’s flagship is a first-class experience matching the turbine-like power plant under the hood. Calling it a motor or engine is just too mundane. Acceleration is swift, it leaps when need be and effortlessly closes gaps in traffic with a slight provocation of the foot. Turn-in can be surprisingly quick when manhandling the steering wheel. With the all-wheel drive, traction is never really an issue despite the V-12s best attempt to smoke the tires. Of course it’s heavy, but BMW’s new Carbon Core technology resulted in a massive 285lb weight reduction from the previous 7-series. Granted, adding four cylinders puts some weight right back, but you don't argue with a V-12. Nuff said.

Of course the suspension has adjustments but even in the comfort setting it couldn’t iron out some of the bumps on a backroad, but they were minimized greatly.  Regardless, the sheer insulation and isolation is instantly apparent. As soon as we turned onto the main road my wife immediately looked at me and said, “This is a really nice car!” With particular emphasis on the “really” part. 

It’s the technology that demands time to get familiar with the car, reading the manual, and spending hours learning it but the payoff is priceless. The gesture control seems to work in front of the steering wheel. Perhaps doing so unintuitively, performing gestures in front of the infotainment screen just made me look inept. But in describing this car, inept is not a word that comes to mind, ever.


Be sure to check out the new performance enthusiast website Fuelcurve.com where this article was first published:  https://fuelcurve.com/2017-bmw-m760li-xdrive-luxury-over-drive-review/





Tuesday, July 4, 2017

The Absurdity of Fastrak and the HOV lanes

The state of California continues with the ridiculous HOV or High Occupancy Vehicle lanes that are intended for Electric Vehicles, hybrids with limited issue permission stickers, motorcycles and multiple occupant vehicles. As you can guess, eventually these lanes won’t move any quicker than other full access lanes. That’s how stupid they are. They are so poorly thought out that there are multiple scenarios that the system can be foiled.

Of course, not everyone can use these lanes which I covered in a previous article here: http://cartruthblog.blogspot.com/2016/07/abolish-wasteful-and-unfair-hov-lanes.html so they are patently unfair. Now in the infinite wisdom of CalTrans and others, the Fastrak was introduced in order to charge a fee for solo riders who want to use the lanes. This meant adding sensors to detect vehicles but still no cameras for reading license plates. Of course cameras came next along with a revised Fastrak that has a switch to indicate how many passengers are in the vehicle. Now imagine the infrastructure needed to support all this.

The cameras cannot see occupants such as children behind the front seats, especially in vehicles with tinted or covered windows. Lighting and windshield angles with reflections can come into play as well. Will cameras with those abilities come next? How will they be monitored? There’s talk that sensors will be incorporated to somehow detect how many occupants are really in the vehicles. When will this madness ever stop? Until then the poorly conceived notion of the HOV lane, the Fastrak and lanes monitored with license readers can be cheated in multiple scenarios.

Finally, how silly to have to manipulate a essentially a cell phone sized object to adjust for the number of occupants, or keeping it covered in its ESD bag so the sensors can't pick it up. And keeping it glued or velcro'd on our dashboard? That's absurd. Here's another problem about the Fastrak system. A couple lines of code can easily determine the speed traveled between the sensors. And finally, if tolls must be collected, it should be in every lane, the same amount, for everyone and done by a bar code sticker on the windshield or by license plate.

Below are the numerous situation that can be encountered and bluffed. Lie at your own risk.

Solo or Multiple occupants, no vehicle sensor, no license plate reader. Example: San Tomas Expressway:
No Charge

Solo occupant, vehicle sensors but no license plate reader. Example, 680 Southbound, Sunol to San Jose
1. No FasTrak – No Charge
2. FasTrak covered – No Charge
3. FastTrak displayed – disputes charged claiming passenger(s) in vehicle – Account Credited

Solo driver on a license reader equipped road. Example:  580 Eastbound, Pleasanton to Livermore
4. FaskTrak displayed, disputes charge claiming passenger(s) in vehicle - Account Credited
5. FasTrak covered, disputes charge claiming passenger(s) in vehicle – Account Credited

Solo driver with FasTrak Flex on a license reader equipped road. Example: 580 Eastbound, Pleasanton to Livermore
6. FastTrak Flex set to 2-4 people – No charge
7. FastTrak Flex set to 1 person - disputes charge claiming passengers in vehicle – Account Credited
8. FastTrak Flex covered – charged, dispute charge claiming passengers in vehicle – Account Credited

Multiple Occupants with vehicle sensors, no license reader:
9. No FasTrak – No Charge
10. FasTrak covered – No Charge
11. FasTrak displayed – charge is invalid, disputes charge claiming passenger(s) in vehicle - Account Credited

Multiple Occupants with FasTrak and license reader equipped road:
12. No FasTrak – dispute charge claiming passenger(s) in vehicle  – No Charge
13. FasTrak covered – dispute charge claiming passenger(s) in vehicle - No Charge
14. FasTrak displayed – dispute charge claiming passenger(s) in vehicle – No Charge

Multiple Occupants with FasTrak Flex and license reader equipped road:
15. FastTrak Flex set to correct setting – No Charge
16. FasTrak Flex set to incorrect setting – dispute charge claiming 3 passengers in vehicle – No Charge
17. FasTrak covered – dispute charge claiming passenger(s) in vehicle – No Charge

It’s been said, and a Google search indicates that an HOV lane violation is not a moving violation and doesn’t add points on a license in California. They key is to contest the ticket in court, if the officer isn’t there to testify, conventional wisdom says to plead not guilty and no witness present means the ticket will be tossed. If the officer is present, I would ask for forgiveness and a reduced fine. It’s a travesty that a texting ticket is less than a carpool violation ticket. The travesty of the existence HOV lanes and the Fastrak system also needs to be fixed. As in abolished.


Do you really think putting more vehicles in fewer lanes is a good idea? Don't be absurd.

Wednesday, May 31, 2017

Mazda Miata MX-5 Grand Touring review

Introduced in 1989, the Mazda Miata went on to become the bestselling convertible in history. And particularly because of the Miata, the most raced brand in the world. Now recently into the fourth generation, the Mazda MX-5 Miata dropped a couple major things from the previous generation like horsepower and weight.  A surprising 12 horsepower and a shocking 150 pounds trimmed away to a total of 2,324 pounds in an age where weight gain is the norm, including on vehicles much larger and at least one thousand to two thousand pounds heavier.

Truly the modern quintessential “driver’s car”, this 2017 Grand Touring model with the 6 speed manual transmission extremely light, very nimble, rear drive, quick enough for many. As stated earlier on social media, it’s not about guys, it’s not about girls, it’s about having fun. Because it’s a convertible and quite small, some call it a girl’s car. But seriously, the complete antithesis of this car, something like a Dodge Charger Daytona, is a total dude’s car. Does a gender moniker even matter, especially as the most raced car in the world?

Mazda utilizes several philosophies in their vehicle design and construction. SKYACTIV is the effort to reduce weight while improving safety and efficiency. Their Jinba Ittai process is to elevate the driving experience. This was done by redesigning the cockpit and ergonomics for a more driver centric experience and better fit. KODO theme is the Soul of Motion with a long hood, short overhangs, large wheels pushed to the far corners, and looks good with the top or down. Not many convertibles can make that last claim.

The suspension is tuned spectacularly. Bumps that upset larger cars are easily absorbed with far less drama and rebound. An emergency swerving maneuver from a wayward driver is a simple, routine process without drama. Low speed turns can generate serious lateral g-forces if desired by simply yanking on the wheel. A higher speed sweeper gives superb haptic feedback through the steering wheel without any feel of mechanical assist. The shifter has great movement into every gear, just a bit of engine vibration when in third gear. The upshift indicator gives surprisingly early suggestions which undoubtedly contributes to its 26 city, 33 highway rating.

Very easy to launch from a dig, it has enough power for around town driving. This Grand Touring model equipped with the manual transmission would get rubber going into second gear. At 80mph in 6th gear which is about 3200rpm, it will pull satisfactory to close gaps or get around slower traffic without downshifting.  But it’s a noisy 80mph so this no long distance commuter for the highway. Some refinement in the engine for a more sophisticated feel would be also be welcome. The only performance aspect that is lacking from the car is power. It meets every other criteria of a driver’s car except for traction management, another 50hp would be very welcome. The only other feature that would be welcome is rev-match downshifting just for the convenience and joy of precision and consistency.

The convertible top has one center latch, folds back with one hand and a press downward secures it flat. Absolutely brilliant. It’s a wonderful feeling leaving the gym, putting the top down, and shifting your way home. Putting it back up is equally simple, just make sure the latch is in the proper position to prevent scratching the exterior of the latch housing. There’s no backup camera, you don’t need one with the top down. If the top is up, the backup sensor works great to make up for the rear three-quarter blind spot from the folding roof.

Yes it’s small, interior storage is limited, about the same as the front passenger space storage capacity as the new Camaro reviewed earlier. The center console will hold two iPhone 6 stacked on top of each other. Behind your right elbow is two cup holders, a difficult proposition to use.  You can put two phones in a small cubby in front of the gearshift but hard acceleration will eject at least one of them unless wedged with a wallet. No container in the passenger compartment will hold a curved sunglass case. 

The trunk however is surprisingly roomy and deeper than expected. Plenty of room for groceries or for two people on a weekend getaway. If you’re going to drive that long, the upper part of the door is body colored painted metal, nothing special yet far more comfortable than many luxury cars with padded and much fancier designs. A notch created by the intersection of the transmission tunnel and center dash is a nice fit for the right knee when cruising. The infotainment systems works well, although a bit quirky with button pushing redundancy. Despite that, the lane departure warning, navigation, and other features all worked very well. Bose speakers in the headrests add to the listening experience to offset the high speed wind noise. 

A classic view of the curving front fenders channels sports cars of the past with excellent forward visibility as well as the side. You don’t feel claustrophobic and size really isn’t a concern until another vehicle fades towards your lane, or decides to pull up too close to the back bumper. Oddly there is the sensation of sitting up a bit high but that went away very quickly.  Seats are very comfortable and supportive for performance maneuvering although a bit tight across the upper back if you’re an extra-large.

Stopping at O’Reilly Auto Parts to pick up some light bulbs for the nephew-hauler, the clerk, a fellow enthusiast, asked about the Miata and what year it was. The gentlemen behind me piped in his Club Sport edition was the one to own. Between over one million sold as of last year and an estimated 5,000 raced globally, finding a fellow owner or fan can happen on any given day, anywhere.


Well-equipped at $31,325, what other convertible is as efficient and dedicated to the experience? While on the seventy-five mile round trip commute, and when passing Porsches in traffic, I wondered if they were having as much fun. Every drive is either an adventure or memorable experience. Not many soft top automobiles that can be driven daily can make that claim and none that are as efficient. 




Monday, May 22, 2017

Kia Cadenza Limited SXL review

When thinking of a roomy luxury car for a suggested retail price of $45,000 what comes to mind? Think of some legitimate four or five passenger luxury cars, are any of them in that price range? One look at the interior of the Kia Cadenza which was redesigned for the 2017 model year is convincing enough. It’s a luxurious, roomy, front wheel drive sedan with a suite of computer driving aids making for a quiet and comfortable luxury car. This Kia makes a strong case in the segment. This particular loaded Limited SXL model styling is crisp, elegant with a touch of chrome and likely timelessness in the era of the modern sedan. If the name doesn’t carry the panache like Lexus did, the vehicle itself will be considered a gem, if an obscure one right now.

Equipped with the white Napa quilted leather seats, one feels guilty wearing old jeans and sitting in it.  The dash layout is logical, clean and probably best described as elegant. A cute greeting ditty plays when entering the car, then a pretty slick graphical system check is displayed as if preparing for takeoff. A quiet driver with great outward visibility, it’s a very pleasant driver although more shelf for the elbow on the top of the door would be appreciated. Yet such an uncouth driving position is unbecoming in this elegant tourer.

Quite capable on the high speed sweepers, it has a composed feel of proper suspension tuning and a long(ish) 112.4” wheelbase to straddle the bell curve between sport and bouncy old-school luxury.  It’s the tighter turns where you feel the front wheel drive push with subdued tire squeal. Of course that is beyond the intended demographic driving profile. Keep up that behavior and you’re simply betraying the message of the classy exterior chrome accents.

Multiple driving modes are offered and response in the Sport driving mode is noticeably sharp and will immediately spin the tires from a stop despite the classy pretentions. The only other drawback is a slight whine is heard while it continuously holds a lower gear in Sport. Comfort mode offers easy throttle response for driving in traffic, also very well executed with hardware and code. Smart mode is a decent compromise of both but Eco mode kills throttle response and one taste of that lag earned an immediate ban from further use. Despite frequent full throttle usage and over-the-speed-limit cruising speeds, 25 mpg was observed, falling right between the 20 city and 28 highway ratings.

Using all the configurable electronics is fun customization of the features, done on the center driver’s screen. The Surround View Monitor provides a 360 degree view of the vehicle when parking. A close-up view is also selectable for the front, side and rear. It even has a Rear Cross Traffic Alert in case of a passing object when backing out of space or driveway. The heads-up displays just enough information and it is both height and intensity adjustable, even working with polarized sunglasses. A night the LED headlights could be mistaken for brights from the driver’s perspective for the first few trips after dark.

On the 76 mile round-trip drive to the office and back, the Advanced Smart Cruise Control is great for relatively steady speeds. Despite the adjustable following distance, the closest setting was the ideal one as a “two one-thousand” count. Some more tweaking is needed when a large speed differential of the vehicle in front causes a sudden slowdown versus a gentle fade. It’s a little slow to react when a car moves out of the lane but when it does clear, the acceleration is brisk. The programming is logical, the closest setting is much different at 85mph than it is a 35mph, thankfully. In slow traffic when coming to a stop, it becomes necessary to reapply the throttle and the display says as much. Fading over to the lane divider activates the lane departure warning as well as the blind spot warning. Both are effective and not particularly jarring and thankfully not embarrassing if you’re talking on the integrated Bluetooth and the warning(s) beep. 

Stopping at Black Heart Racing’s fabrication shop to discuss a custom tool I needed, the 360 degree cameras were a blessing in the confined parking area of multiple businesses, trucks, etc. The owner Lloyd, a hot-rodder, fabricator and artist I had arrived in a Lexus, which is high praise indeed.

With the weather now getting hot, the air conditioning blows very cold and the ventilated seats are a great luxury, not too cold and very quiet although a higher setting would be welcome for even quicker cool downs. It also has a switch to do it manually. Other little thoughtful touches noticed are shifting into reverse automatically lowers the rear sunshade lowers and silently comes back up after shifting to drive. Locking the vehicle with the remote automatically and silently folds the side mirrors and unfold upon approach. The refinement level is top notch.

A few lacking features that have been out for year in other marques does seem a little odd. Parked car ventilation scheduling isn’t offered. Along the same thinking, holding the unlock button on the key fob does not lower the windows. The moon roof shade doesn’t seem to be able to be moved independently of the moon roof tilt or slide function. It’s either open or closed but the panoramic roof is going to the rear is a nice touch. These are all likely programmable since the hardware is already present.

Regardless of what is lacking, whether a few random features, cylinder count or where the drive wheels are, the Cadenza Limited SXL is impressively equipped. The Kia name may not be synonymous with luxury like the long established brands, yet, but the Cadenza is a strong argument for a roomy, very well equipped luxury sedan that makes driving an enjoyable, efficient and effortless endeavor. 






Sunday, April 9, 2017

Sixth generation Camaro V6 review

Chevrolet updated the chassis of the Camaro for 2016 with the new Alpha platform and by all accounts the approximately 250 to 300lb weight reduction was a huge improvement. Despite having a brilliant chassis and three powerful engine choices, the interior and outward visibility hardly improved at all. I wanted to like this car, I really did. It has some really good aspects but overall it’s only good for going in a straight line, not reverse or backing up out of any parking space, on public roads or modified into a track-only car.  You decide if the interior justifies a $29,000 MSRP. The 2017 model is essentially the same.

The 335hp V-6 is a great engine, responsive, sounds good and with the quick shifting 8 speed automatic, the car is capable of mid-high 13 second quarter mile ETs. It feels every bit as quick as the numbers suggest. It has no appreciable dead spots and has an excellent pull. The 8 speed auto is finicky on the highway though, downshifting at the slightest provocation when closing a gap. Undoubtedly a result of the tall gearing to achieve its impressive highway rating of 28mpg. With a heavy foot, mixed suburban and highway driving, 21mpg was indicated in the readout which was reasonable.

When in the manual mode, upshifts only occur when manually selected. Seems reasonable. But if you hit the rev limiter, it’s a long, race-losing delay before it responds to the manually selected upshift. Unfortunately you cannot manually select with the paddle as an override when the shifter is in “D” when sitting at a light to first gear or second for slippery surface. And further, if in D, and you’re manually shifting once rolling, it won’t automatically upshift at redline which it should. A software update could potentially fix this.

The ride is very well controlled, slightly bumpy over the surprisingly lousy roads in Northern California. The firm suspension controls body motions extremely well with a very solid structure. Transitioning into a turn at speed doesn’t generate the expected body roll of a domestic product. Its target was BMW and it hit it, hands down. Granted this was the base suspension, wheels and tires. The highly acclaimed 1LE suspension would have to be experienced to comment. Road and wind noise is nicely subdued as well. It could make for a great road car except for some glaring faults and odd design decisions that never should have made production.

Complaining about the rear seat room would be silly in a smaller sized front engine coupe whose engine bay eventually contains a 650hp supercharged V8 in the top model, let alone a 3.6 liter V-6 and a decent trunk. Speaking of which, the trunk in the 5th generation was a joke. This one is deep and goes all the way to the fold down rear seats. It is oddly proportioned though, more on that later.

Another surprise is the fuel tank holds over 16 gallons. It doesn’t say in the manual, but looking at a road test it indicated 19 gallons, which is really nice considering the Mustang and BMW 3-series have 16 gallon tanks.  Also, it doesn’t have a filler cap, a nice touch.

But I can’t recommend this car to drive daily nor weekends. Stop reading if you don’t want to learn its long list of interior design and user shortcomings that are inexcusable in their totality in a modern vehicle, let alone the top of the line model whose MSRP is over $61,000 or this one that is $28,000 plus. It does have some great styling lines sitting on top of a tall body. The taillights are changed with this generation to a more traditional look, more integrated and less “Transformerish”.  Walking up to the car, you notice how low the roofline is which translates to some compromises.

Here we go so hang on. Getting in you might hit your head against the roof because it curves downward like the Dodge Challenger on the sides. Closing the door, you sink into the seat to where your glutes seems pinched front to rear. Later as you drive, if you’re broad shouldered, you can feel the seat pressing on your rear deltoids.

Sitting low and looking left through ten inches of vertical side glass, you can’t see the wheels of the car next to you or the parking curb unless you crane your neck and then you might hit your head on the interior roofline. The door has the tiniest storage cubbyhole that may not even be suitable for a pen. You need a deformed left T-rex arm to activate the window and mirror controls too. Forget putting your arm on the window sill while driving, it would mean your forearm would be up near your ear.

Looking forward, the left bubble for the gauges obscures part of the hood and fender. The hood does slope down nicely but you don’t really know where the right tire might be. The airbag warning on the sun visor is almost as large as the small visor itself.  The thick, flat bottomed steering wheel feels as good as any but at the 3 and 9 o’clock positions, the paddles are mounted too close to the steering wheel leaving too little room for the fingers. It also obscures one-third of the tachometer and speedometer and despite the controls that work and feel well for the radio, display and cruise control, the icons are so tiny they are difficult to see and unlit, a big miss. The right shift paddle and windshield wiper stalk completely obscure the start button and the little ridge under it makes it more difficult to find by feel. 

The entertainment system works extremely well, and the Apple Car Play starts immediately upon plugging in the phone. For some reason the screen is tilted downward which makes absolutely no sense. The controls have a quality feel to them and the electronics are well integrated from the user interface to the lighting. It has a lateral and acceleration/braking g-force display as part of the menu showing fuel economy, reminders for turns signals and more.  Even the remote itself is nice and feels like a quality piece.  

Aim the large ventilation vent carefully or you’ll heat or cool your hand on the gearshift or your right thigh. The only place to put your phone is in one of the cup holders in the center console. There is hardly a place for your right elbow on the narrow center console cubbyhole lid. And your elbow ends up above your head when you open the long door to access the two USB ports and an itty, bitty storage hole. I’m not even sure if the silly Fastrak toll transmitter will fit.  Sunglasses only fit in the glove box, period. Same with a radar detector.

The rear visibility makes a back-up camera an absolute requirement, and luckily it’s equipped with one. A reminder again of the downward sloped screen.  There is no looking back to change lanes, it’s a useless attempt. Only the side mirrors are suitable. The rear end is so high and the rear visibility so bad, if a vehicle is following you at a standard distance, you can’t tell what make or model it is by looking in the small rear view mirror. Who the hell approved this interior for production? 

The trunk is a vast improvement versus the 5th generation but the depth of the opening is only 12 inches. What that means is your laptop or gym bag has to be turned sideways in order to load it. The opening width is 35” which is rather narrow.  However, these are trade-offs that are a big improvement from previous years. Despite the trunk not having much of a lip to lift it, nor an interior handle to close it, it closes with superb precision and dampening. 

The arch rival Mustang is clearly a better choice for day-to-day driving and livability. It’s like a domestic that went to finishing school in Europe and came back modernized and improved. The Camaro is like a European car that visited the US in the 1980s and picked up some really bad habits and ideas. The Camaro is the definition of a great powertrain and suspension desperately needing a vastly improved interior design and ergonomics. Some don’t care or dig the weirdness, but if where you spend time driving matters to you, there are other choices but they just won’t be as brilliant in the curves in the V-6 price range.

Photo album here: https://www.facebook.com/media/set/?set=a.1065640306874013.1073741903.378354382269279&type=1&l=77ff94e431


Sunday, March 26, 2017

Flawed octane rating testing by Consumer Reports

Recently Consumer Reports published a piece how premium grade gasoline may not be needed for vehicles due to manufacturer recommendation versus a requirement. The article has several flaws and omits some key factors. One aspect is the testing used two vehicles that had recommendations for premium grade gasoline but not a requirement. The recommendations are usually only for performance, but the testing was lacking in a variety of situations.
It was suggested that if the feel and the sound of the engine indicates knocking, it’s a good idea to use gas with higher octane. Feel and sound are not good indicators of knocking or pinging. It is more serious when it is audible but using the human ear as a guide is deeply flawed. A data logger for the knock sensor and reading how the engine fuel mixture reacts is the only way to determine if the octane is causing knock. Knock is detrimental, audible knock is very bad.

Consumer Reports claimed the power difference using premium versus regular grade gas was measured with a zero to sixty mile per hour timed acceleration test.  A 0-60mph time is a very poor comparison of horsepower. It is too launch dependent and only runs through the first two gears typically. A more powerful car may have a more difficult and therefore slower launch due to managing traction. This confounds the data even though it makes up the time once rolling. There are two reliable ways to measure horsepower without removing the engine; a chassis dynamometer and full throttle acceleration from a roll at a given speed and gear selected. The testers cannot feel a few more or less horsepower either. Not many people are able to accurately.  

The article never mentioned mid-grade fuel nor the premium octane rating ranges. 91 octane is prevalent in California but 92 and 93 octane is available in other areas. Are factory stock vehicles tuned for 91 or 93? The difference can be significant. Are any production cars tuned for 93 versus 91? In powerful cars, especially with forced induction, just what would the difference be? An estimate is it can be a ten to thirty horsepower difference.

The last sentence hinting at reliability is irresponsible. It is implying a vehicle requiring premium is less reliable. Yet a performance engine is highly engineered with extra robust components. Also a first tier gas supplier may have a superior formulation in its premium grade. For instance Shell's V-Power Nitro+ has seven times the government mandated additive package that is proven to reduce valve deposits, corrosion and cause less wear versus other brands. That would imply superior reliability. 

It should be noted that the testing didn't vary atmospheric conditions and temperatures. Nor take into account the summer versus winter grade of gasoline. Engine output varies significantly based on intake air temperature also called altitude density. It also should be disclosed that vehicles with forced induction tend to require premium fuel, and not simply recommended unless specifically noted. Especially when the engine is tuned for performance rather than economy.

Measuring performance differences demand proper instrumented testing and procedures. It also requires disclosure of testing conditions and more than a cherry picked facts and tests.
 Link to Consumer Reports article:

Sunday, February 19, 2017

Sixty foot failure - Why are magazines afraid to measure in sixty feet?

Recently Jason Fenske of Engineering Explained calculated a clever theoretical zero to sixty miles per hour best-of time using the extreme threshold braking measurement. He used the sixty miles per hour to zero braking distance to calculate the time from 0 to 60mph. The braking shows the grip threshold of the tires. There are some problems with this. First the sixty foot should be the launch measurement. Second 0-60mph is only half the picture with too many variables and becoming moot with all-wheel drive.

Real world results of drag racing with street cars are obtained with the most participatory motorsport in the United States. Hundreds of drag strips across the country host hundreds of racers each on any given weekend or evening weekday. Whether minivans and Honda Civics, Prius or Porsches, and ever-present Camaros and Mustangs, they are all raced and the drivers get a timeslip with their results for each pass.  And on that timeslip is the sixty foot time showing how good the launch was. The magazines don’t do this. Dragstrips don’t measure the 0-60mph time. We have a discrepancy.

The 0-60mph measurement is becoming essentially moot among all wheel drive vehicles. Add more power and the time drops. With 8, 9 and now 10 speed transmissions, more aggressive gearing is even easier to make a vehicle quicker without negating overall mileage. Imagine hitting redline in first and second gear before hitting 60mph in under three seconds. So for all those AWD performance cars, does a 2.2 or a 2.4 second 0-60mph time really matter? Only in a stoplight race across the intersection. And assuming launch control is active, conditions are ideal and if an EV, has a nearly full charge.  But a sixty foot time tells the launch potential. Tesla now has the production car record 0-60mph. And the new 911 Twin Turbo S lifts the front wheels at launch per Motor Trend. What is the 60ft for both of these?

Rear wheel drive cars are not just limited to their street tires and a theoretical traction limit based on their braking distances. Weight distribution and transfer can vary, that is always a given. But surface and tire adhesion can be increased with substances like VHT which as a result decrease potential 60ft times. Also a very popular upgrade for better traction is street legal drag radials (“DRs”). Dodge is making history by equipping the upcoming Hellcat based Demon with DRs for the very purpose of better launch traction and hence a quicker elapsed time at the track.

So the NHRA and dragstrips across the country have been measuring the 60ft, the AWD cars are making the 0-60mph a secondary data point and now a car is coming from the factory with drag radials. A special mention should be made for the Mustang GT which comes with a line lock for allowing rear tire spin to clean and heat them up to make them more sticky. And of course Tesla, despite the only performance metric they excel at, for now having the 0-60mph record and bringing such attention to production car drag racing. Bottom line, the 60 foot time is long overdue for the magazines and needs to be incorporated in their testing.

Footnote:
An initial appeal was originally published on February 3rd, 2013:  http://cartruthblog.blogspot.com/2016/07/what-car-magazines-should-measure-part.html

Thursday, December 15, 2016

The Ferrari Finali Mondiali

For the first time in the US, the Ferrari Challenge series world championships were held at Daytona International Speedway the weekend of December 4th. Featuring races, displays, exhibition laps, a show and more.  Ferrari has history at the track and it's a world class venue appropriate for such an event. Although tailored for Ferrari fans, the event was only $10 for the public. Not well attended in superspeedway terms or any other except by owners, it was spectacular for the car and racing enthusiast for multiple reasons. And less crowds meant excellent access, as good as it gets.

Shell had a small booth, really the only the third party that was there, showing the advantages of the VPower Nitro+ premium gasoline. Shell has partnered with Ferrari from even before their first road car in 1947 and to this day they are an integral partner with Ferrari. Every Ferrari, Maserati and BMW M use the cleanest gasoline VPower Nitro+ for less deposits, corrosion and wear versus other brands. Ferrari also uses the patented PurePlus technology oil from Shell for reduced wear, better temperature protection and cleanest burning for reduced engine wear and varnish.

The main events were the 458 Challenge series championships. Two different classes, Pirelli Trofeo for the near pro level drivers and Coppa Shell (Shell Cup) for the amateur class. Vehicle count was healthy and it was for all intents and purposes ran exactly like a major event. The level of organization and participation was impressive.

There was so much more than the racing however. The hot lap sessions offered ultra-exotic sights and sounds all weekend. The 1,036 horsepower Corse Clienti FXX-K cars positively screamed around the road circuit and exceeded over 200mph on the back straight banking. 599XX cars were also numerous and offered similar sounds and heroic speeds. One Enzo based FXX was observed.

Historic F1 cars were also present and running. By historic I mean not only 1970s or so but also only a generation or two old. Which meant former champion Ferrari Formula 1 drivers Sebastian Vettel and Kimi Raikonnen put on a clinic in the 2009 V8 cars. Howling down the front straight, they were spectacular, a real treat on Sunday. Complete with burnouts and a fan/worker/technician/media scrum in the grass to celebrate. Later two historic Daytona winners were rolled out for a memorable photo shoot.

Earlier at the press conference, Seb and Kim, Fiat Chrysler CEO Sergio Marchionne and team boss Maurizio Arrivabene were present. Both drivers are looking forward to more grip offered by the next season's tire size upgrade and stating they wouldn't mind more power either. Also they expect big changes in how the current test mules evolve for next season. Sergio remarked how a return to NASCAR was in order and felt aerodynamics needed further development for their F1 program.

Ferrari worked closely with the Ferrari Club of America to have members participate in volume. And they sure did, coming from all over the country with their cars. The show on infield was The Quail level in exclusivity. Multiple LaFerraris, F60 Americas, special body cars, historic racers and more. The participation was essential for the Saturday night logistical nightmare attempt at beating the largest parade of Ferraris. Early estimates of 1100 cars suggested breaking the record of 964 held at Silverstone but Guinness Book of World Records officially stated 809 cars unfortunately. If all had drivers versus being parked, my guess it would have been broken. Staging that many cars is always a big challenge. It really didn’t matter, it was spectacular.

One of the temporary buildings had a working Ferrari showroom with new models present with color samples for paint, brake calipers, leather and more. A home equity line approval would have been dangerous… Another building was for the advertising of Classiche program of factory restorations, customization program, re-bodies and more. On display was a flawless 250 GTO with an estimated worth of over $50 million. In glasses in office was a recreation of the binders of all their historical build sheets.

Saturday night was an invitation only cocktail reception but it was really just a huge champagne and wine party with a special auction tossed in. Not much different fashion-wise than McCall's Motorworks Revival, it was a lot of fun, although I draw the line at silver sequined Mens moccasins. The award ceremony for the regional and overall champion drivers was very dignified along with kind words from Sergio Marchionne.  Besides world champion drivers suits selling in the 5-digit teens, LaFerrari number 500, built especially for charity sale to benefit the victims of the August 24th Central Italy earthquake. A record price for a LaFerrari and the highest price paid for a vehicle produced this twenty-first century, sold for $7 million. Later, the evening closed by being treated to tunes spun by former Formula 1 and champion sports car driver DJ Giancarlo Fischella. The free poster and prints were very nice giveaways.

One miss was the Ferrari clothing and gear store that was well picked over. Ferrari could have had one three times larger with even more variety and still have done very well. What also should have been available was the promotion video shown during the cocktail reception. It was spectacularly done and worthy buying on DVD or on a memory drive.

VIP rides was one of the last events on Sunday. Stock 488 GTBs were driven by none other than Kimi Raikonnen, Sebestian Vettel, and mine was AF Corse Ferrari team driver and Le Man winner Toni Vilander. Holy cow its eye widening what a 10 second car felt like with insane brakes to match. I kept thinking we would overshoot the turns. But it was on the back half of the Speedway, not even on a full lap, the acceleration was relentless. All I could see in the passenger seat was the track surface in the left hand turn starting at the windshield header and disappearing under the car. Well into the triple digits is when the lateral g-force push could be felt. When I finally looked over at the end of the straight, the speedometer had just showed 182mph! It wasn’t even a full lap it and it was incredible! The car sounds great but just doesn’t have that naturally aspirated howl. A catback exhaust system would make it perfect.

The Finali Mondiali easily could be a more commercial event, but it certainly met the needs and expectations of fans and owners. The sights and actions was spectacular, the catering top-notch, Daytona is a world-class facility, and this was an experience of a lifetime.

Multiple race results:
http://races.ferrari.com/en/finalimondiali2016/

Check out this awesome soundtrack of my F1 car walk-by tour:




Albums from the San Jose Cars Examiner Facebook page:



The new Ferrari 488 Challenge!










Sunday, November 20, 2016

The San Francisco Auto Show is rolling at the Moscone Center

The 59th annual San Francisco Auto show returned this past Saturday, November 19th through November 27th at the Moscone Center in downtown San Francisco. Always a bargain to view over 800 vehicles at $10 for adults and children under 12 free.

This year expanded further the emphasis on electric, hybrid and alternative fuel vehicles. Test drives are offered with thirty vehicles by six different manufacturers including Mercedes and Fiat. Multiple special guests are scheduled throughout the week such as local sports mascots, the Raiderettes, radio and television personality Gary Radnich and more.

The Auto Salon which featured modified cars, trendsetters in an eclectic collection. It is in the south hall on the upper level. The signage needs to be increased, but it’s worth a visit. Yes, there were the broken-axle appearing stanced cars and plenty of lowered sedans, but there are some gems as well. Photography is a bit of a challenge due to the cars being too close together, but it’s a good display.

In a clever move, the displays for the Pacific Region Ferrari Club of America, the Aston Martin Owners Club exhibit and Dominator Street Rods was moved to a section near the South Hall main displays. Although roped off, there was plenty of room to view them.

The Academy of Art University classic car collection featured a 1959 Cadillac “Elvis III” was particularly cool, also in the South Hall. Porsche, Lamborghini, Bentley, Rolls Royce, VW, Lincoln with the new Continental and others were in the South Hall.

The North Hall has the less “exotic” makes. Honda had the new Ridgeline is very impressive as a do-everything vehicle. Of course there were plenty of other SUVs and trucks to climb in and around. Chevrolet had the Motor Trend Car of the Year, the Bolt present as well as a Corvette Grand Sport to check out and sit in. For some reason the Ford GT350 was roped off.

Always recommended, if you can suffer the traffic, it’s a great show to attend.  There are plenty of places to eat nearby, parking can be found across the street. Starting at 10am and ending at 5pm each day, be sure to wear comfortable shoes and spend hours enjoying the sights.