Sacramento, California – My review of the 2010 Buick LaCrosse CXS appears in the latest edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.
The “Hot Laps” reviews appear monthly in the publication.
To subscribe to the Cruisin’ News, visit http://www.cruisinnews.com/, call (916) 933-0949 or send an e-mail request to cruisinnews@mac.com. Mailed requests for information should be sent to Cruisin’ News, P.O. Box 1096, Folsom, CA 95763-1096.
Friday, January 15, 2010
Terrain runs over bigger-is-better argument
This review originally published in the December 2009 edition of the Northern & Central California Cruisin' News published out of Folsom, California--mg
It wasn’t all that long ago that the sport-utility vehicle world revolved around this standard: Bigger is better.
C’mon, you probably bought or at least looked at an SUV the approximate size of a duplex sometime in the past 10 years, or certainly at the close of the 1990s. So what if it averaged only 8 miles to the gallon? It could carry most of your living room on a long road trip, right?
Times have changed, and one of the latest poster boys in the practical-size crossover SUV market is the all-new-for-2010 GMC Terrain.
Here’s General Motors’ own take on the Terrain, straight from the lips of Susan Docherty, vice president of Buick-GMC: "The new Terrain brings GMC’s history of innovation and engineering excellence into a smaller, fuel-efficient package for today’s buyer.”
So, there you have it. Makes you wonder why it took GM and others so long to figure out that an SUV of moderate size and admirable fuel mileage would appeal to U.S. consumers. Apparently, it took a major recession to get the point across.
Well, now that we’ve gotten smarter, let’s take a look at the Terrain.
My weeklong tester was the front-drive SLT-2 version, the second-most-expensive of eight trim levels, starting at $29,250. When I first saw that sticker, I felt it was too much for a crossover vehicle. Upon closer inspection, it turns out that I was wrong.
The test vehicle was stuffed with standard features, some of which you expect to see on SUVs wearing Mercedes-Benz and Lexus labels. A massive list of safety devices set my mouth agape, and the standard interior goodies kept my jaw locked in the open position. The hot list included a rearview camera system, a tilt/slide sunroof, leather-appointed seats, leather-wrapped steering wheel with audio controls, eight-way power driver’s seat with lumbar support, automatic climate control, premium Pioneer audio system and on and on and on.
The starting fare of $29,250 was looking better and better. My Terrain was juiced up with nearly $5,000 more of extras, including a 40-gig hard drive, a navigation system with audio aids and a rear-seat entertainment system. Frankly, I would have been happy without all the extras, especially the nav system that sometimes told me there was a serious traffic jam up the road. Problem was, I was getting the audio warning about five minutes after I was in said traffic jam. Nice try, but maybe GM engineers need to head back to the drawing board on that one.
On the roll, the Terrain was a smooth, quiet piece of work. Steering was responsive, and the six-speed automatic transmission offered few complaints as I put it through its paces on city streets, interstates, twisty country roads and lower Sierra Nevada climbs.
Climbing was a struggle with the 2.4-liter four-banger registering complaints on steep inclines. Likewise, don’t expect to get lost merging into freeway traffic with the 182-horsepower engine. The good news on the power plant: federal fuel mileage ratings of 22 miles per gallon in the city and 32 mpg on the highway.
A comfortable interior seats five full-size adults comfortably. Cargo-carrying configurations can be carried out in a snap. Controls are easy to use from the cockpit.
Biggest surprise: I couldn’t believe the number of people who ran up to the vehicle when I parked it. It was the same everywhere I went: “What is that? … It’s so cool … Can I see the inside? … Where can I get one?”
Holy cow! You’d think people had never seen a crossover before. I suppose the fact that my tester was wearing Batmobile-like Onyx Black paint helped enhance the exterior look. Likewise, the front end of the Terrain is a chrome-fest, seemingly prepared to chew up the occasional Honda Civic that gets in the way. Customizers might want to jack up the back end of the Terrain to add even more intimidation. Otherwise, it’s pretty cool right from the factory.
GM has taken its lumps this year, but the new Terrain should help the automaker’s public standing. A feature-loaded, sane-sized SUV that gets good gas mileage buys a lot of goodwill these days.
C’mon, you probably bought or at least looked at an SUV the approximate size of a duplex sometime in the past 10 years, or certainly at the close of the 1990s. So what if it averaged only 8 miles to the gallon? It could carry most of your living room on a long road trip, right?
Times have changed, and one of the latest poster boys in the practical-size crossover SUV market is the all-new-for-2010 GMC Terrain.
Here’s General Motors’ own take on the Terrain, straight from the lips of Susan Docherty, vice president of Buick-GMC: "The new Terrain brings GMC’s history of innovation and engineering excellence into a smaller, fuel-efficient package for today’s buyer.”
So, there you have it. Makes you wonder why it took GM and others so long to figure out that an SUV of moderate size and admirable fuel mileage would appeal to U.S. consumers. Apparently, it took a major recession to get the point across.
Well, now that we’ve gotten smarter, let’s take a look at the Terrain.
My weeklong tester was the front-drive SLT-2 version, the second-most-expensive of eight trim levels, starting at $29,250. When I first saw that sticker, I felt it was too much for a crossover vehicle. Upon closer inspection, it turns out that I was wrong.
The test vehicle was stuffed with standard features, some of which you expect to see on SUVs wearing Mercedes-Benz and Lexus labels. A massive list of safety devices set my mouth agape, and the standard interior goodies kept my jaw locked in the open position. The hot list included a rearview camera system, a tilt/slide sunroof, leather-appointed seats, leather-wrapped steering wheel with audio controls, eight-way power driver’s seat with lumbar support, automatic climate control, premium Pioneer audio system and on and on and on.
The starting fare of $29,250 was looking better and better. My Terrain was juiced up with nearly $5,000 more of extras, including a 40-gig hard drive, a navigation system with audio aids and a rear-seat entertainment system. Frankly, I would have been happy without all the extras, especially the nav system that sometimes told me there was a serious traffic jam up the road. Problem was, I was getting the audio warning about five minutes after I was in said traffic jam. Nice try, but maybe GM engineers need to head back to the drawing board on that one.
On the roll, the Terrain was a smooth, quiet piece of work. Steering was responsive, and the six-speed automatic transmission offered few complaints as I put it through its paces on city streets, interstates, twisty country roads and lower Sierra Nevada climbs.
Climbing was a struggle with the 2.4-liter four-banger registering complaints on steep inclines. Likewise, don’t expect to get lost merging into freeway traffic with the 182-horsepower engine. The good news on the power plant: federal fuel mileage ratings of 22 miles per gallon in the city and 32 mpg on the highway.
A comfortable interior seats five full-size adults comfortably. Cargo-carrying configurations can be carried out in a snap. Controls are easy to use from the cockpit.
Biggest surprise: I couldn’t believe the number of people who ran up to the vehicle when I parked it. It was the same everywhere I went: “What is that? … It’s so cool … Can I see the inside? … Where can I get one?”
Holy cow! You’d think people had never seen a crossover before. I suppose the fact that my tester was wearing Batmobile-like Onyx Black paint helped enhance the exterior look. Likewise, the front end of the Terrain is a chrome-fest, seemingly prepared to chew up the occasional Honda Civic that gets in the way. Customizers might want to jack up the back end of the Terrain to add even more intimidation. Otherwise, it’s pretty cool right from the factory.
GM has taken its lumps this year, but the new Terrain should help the automaker’s public standing. A feature-loaded, sane-sized SUV that gets good gas mileage buys a lot of goodwill these days.
Thursday, January 7, 2010
Need sports car fun? Z is your letter
.jpg)
Sacramento, California – There are not many cars out there that folks can identify when someone utters a single letter from the alphabet.
The Z is the exception.
Saying you drive a Z to even a casual motorist tells the tale: Nissan sports car, hot-looking, hot-performing.
The 2010 Nissan 370Z Roadster Touring that joins the Z coupe updated for 2009 lives up to the billing. This Nissan droptop looks great and delivers performance decidedly on the high side.
I remember having fun in the 2004 350Z with its comparatively humble 3.5-liter V-6 with 287 horsepower. The power curve is has been upped with 3.7-liters of brute force dishing up 332 horses, with variable-valve technology enhancing the power plant’s precision.
You’d be hard-pressed to find more sporty fun for a starting price of $41,820. Yes, you certainly could find cheaper transportation, but the level of fine engineering will lag. Yes, you can pay a lot more, but why would you with the 2010 Z droptop on the Nissan lots?
Given the current weather in Northern California – and that would be foggy, dreary and bone-creaking cold – I spent little time with the tested Roadster’s top down. Forgive me that, but I get the idea. This Z is fun in the sun, and happily, the Golden State has plenty of sunshine most of the time.
I’m not sure you’d want this Z if you lived in, say, Alaska. Or Northern Minnesota. Just saying.
Likewise, the Z won’t be your cup of tea if you want more than two seats or carry luggage bigger than a standard briefcase. But you knew that already.
What I like about the Z is driving it solo, sans worry about passengers or packages. This level of performance is meant to be enjoyed, and the tester scored high on that report card.
A super-stiff suspension enabled me to put my right foot deep into the accelerator on tight corners. The Z didn’t wiggle an inch in any of these maneuvers. It’s a world-class slalom runner, and its uphill climbing ability is exceptional. The Z Roadster took on Sierra Nevada foothills and flatland twisty roads with an effortless grace.
For all its oomph, the 3.7-liter engine does not dump its power in your lap. It’s sort of ladled out, providing a stronger feeling of control. With precise steering and a stellar gearbox – you can do seven speeds via the steering wheel-mounted paddle shifters – you always feel in control with the Z.
Your sense of security is bolstered by an over-the-top list of standard safety and security features. Nice touch.
Be forewarned that the stiff suspension pays you back on rough pavement. On bumpy freeway surfaces, I felt road imperfections right up to my eyeballs – the price one pays for monorail stability at high speed.
One other gripe is the convertible top, which, for some reason, functions like a world-class eardrum. An amazing level of exterior noise penetrates the closed surface, which can be jarring during lane changes or dicing in heavy traffic.
Kudos to Nissan for keeping the interior controls simple. The easily managed center stack of controls is uncomplicated, and key gauges centered above the dash can be taken in with a quick glance. A nice perk on the tester included seats that could be heated or cooled – an important feature on a convertible.
Fuel mileage is OK at 18 miles per gallon in the city and 25 mpg on the highway. That’s better than you might expect for a muscular two-seater.
I guess the best thing you can say about the 370Z Roadster is that Nissan took a good thing and made it better, resisting the various temptations to mess it up.
A letter-perfect sports car? Well, pretty darn close.
The Z is the exception.
Saying you drive a Z to even a casual motorist tells the tale: Nissan sports car, hot-looking, hot-performing.
The 2010 Nissan 370Z Roadster Touring that joins the Z coupe updated for 2009 lives up to the billing. This Nissan droptop looks great and delivers performance decidedly on the high side.
I remember having fun in the 2004 350Z with its comparatively humble 3.5-liter V-6 with 287 horsepower. The power curve is has been upped with 3.7-liters of brute force dishing up 332 horses, with variable-valve technology enhancing the power plant’s precision.
You’d be hard-pressed to find more sporty fun for a starting price of $41,820. Yes, you certainly could find cheaper transportation, but the level of fine engineering will lag. Yes, you can pay a lot more, but why would you with the 2010 Z droptop on the Nissan lots?
Given the current weather in Northern California – and that would be foggy, dreary and bone-creaking cold – I spent little time with the tested Roadster’s top down. Forgive me that, but I get the idea. This Z is fun in the sun, and happily, the Golden State has plenty of sunshine most of the time.
I’m not sure you’d want this Z if you lived in, say, Alaska. Or Northern Minnesota. Just saying.
Likewise, the Z won’t be your cup of tea if you want more than two seats or carry luggage bigger than a standard briefcase. But you knew that already.
What I like about the Z is driving it solo, sans worry about passengers or packages. This level of performance is meant to be enjoyed, and the tester scored high on that report card.
A super-stiff suspension enabled me to put my right foot deep into the accelerator on tight corners. The Z didn’t wiggle an inch in any of these maneuvers. It’s a world-class slalom runner, and its uphill climbing ability is exceptional. The Z Roadster took on Sierra Nevada foothills and flatland twisty roads with an effortless grace.
For all its oomph, the 3.7-liter engine does not dump its power in your lap. It’s sort of ladled out, providing a stronger feeling of control. With precise steering and a stellar gearbox – you can do seven speeds via the steering wheel-mounted paddle shifters – you always feel in control with the Z.
Your sense of security is bolstered by an over-the-top list of standard safety and security features. Nice touch.
Be forewarned that the stiff suspension pays you back on rough pavement. On bumpy freeway surfaces, I felt road imperfections right up to my eyeballs – the price one pays for monorail stability at high speed.
One other gripe is the convertible top, which, for some reason, functions like a world-class eardrum. An amazing level of exterior noise penetrates the closed surface, which can be jarring during lane changes or dicing in heavy traffic.
Kudos to Nissan for keeping the interior controls simple. The easily managed center stack of controls is uncomplicated, and key gauges centered above the dash can be taken in with a quick glance. A nice perk on the tester included seats that could be heated or cooled – an important feature on a convertible.
Fuel mileage is OK at 18 miles per gallon in the city and 25 mpg on the highway. That’s better than you might expect for a muscular two-seater.
I guess the best thing you can say about the 370Z Roadster is that Nissan took a good thing and made it better, resisting the various temptations to mess it up.
A letter-perfect sports car? Well, pretty darn close.
Monday, December 28, 2009
2010 hybrid promotes Escape to 'Greenland'
Sacramento, California – Somehow, Ford removed the sound of distant sirens from its Ford Escape Hybrid sport-utility vehicle.
OK, let me explain.
When I reviewed the 2007 Ford Escape Hybrid, I complained that, at slow speeds, the electric motor emitted a sound that was a spot-on imitation of a siren approaching from perhaps a quarter-mile away. Needless to say, on city streets, this kept my heart rate at fairly lofty levels.
After a week in the 2010 Escape Hybrid, the limited edition with front-wheel drive, there were no sounds of sirens. And frankly, I liked this green Escape much more than I did the 2007 version. Call it progress.
My ride all but shouted green, not only in the environmental sense but in the literal sense; a “Kiwi Green” metallic paint job backed by a special leafy hybrid badge did the trick.
My Escape Hybrid, the third most-expensive of four trim levels starting at $32,260, was only slightly juiced up with options (the biggest being a $2,395 voice-activated navigation system) to bring the bottom line to $35,775. But for my money, which hasn’t been going too far in this sagging economy, that’s a fairly hefty bottom line for most consumers looking for a small SUV.
Again, with the Escape, it helps to do the math. You’re paying more than 30-grand for hybrid technology that’s going to save you at the gas pump. In the tester, that equated to 34 miles per gallon in the city and 31 mpg on the highway. If you plan to keep the vehicle for a long time, the extra money you paid for the vehicle is going to come back to you a piece at a time. Over the long haul, you’ll likely do OK. And if your priority is protecting the planet, you’re probably not real worried about such fiscal matters.
But keep in mind that a gas-powered 2010 Ford Escape XLS with front-wheel drive starts at a mere $20,550, with fuel mileage ratings of 22 miles per gallon in the city and 28 mpg on the open road. Like I said, get out your calculator and do the math if the budget is your top priority.
If you opt for the Escape Hybrid, you'll get that moment of concern when you turn the ignition key and nothing happens. Just make sure you look down at the message center behind the steering wheel, where you’ll see a digital readout telling you the vehicle is indeed ready to drive.
From there, the 2010 Escape Hybrid is a breeze, a willing and fuel-efficient SUV capable of taking on all road conditions, while hauling five passengers in relative comfort, or hauling a fair amount of cargo if you wish.
It’s a hybrid, but it’s no wimp. The tester displayed plenty of zip in the merge lane and snapped up to 70 miles per hour with no problem. Cruising at 70 mph felt silky smooth, and quiet.
Even climbing hills, you’re not going to find yourself screaming at the vehicle, “C’mon and get going already!” … Well, you might get antsy at the top of a very steep climb, but you’re going to get that in a gas-fueled four-banger anyway, so lighten up.
Serious highlight: Terrific 360-degree vision from the cockpit seat. And there’s a bonus: A new “integrated spotter mirror” on the outer corner of the exterior mirror. This supplement gives you a convex view that all but takes away the customary “blind spot.” In truth, I can’t remember the last time I drove a vehicle where I spent less time turning my head.
A generously equipped, easily understood interior adds to the total package, along with a similarly generous safety and security package. This Escape Hybrid stacks up as an ideal second family car to do some heavy grocery hauling and kid transporting. Young families should like it as well as a primary vehicle.
It’s not a big, horsepower-laden SUV, so don’t even go there. While the bottom line is somewhat pricey, this Escape Hybrid is precisely the kind of vehicle Ford should be producing for the increasingly economical masses. Maybe that’s why the company’s bottom line has been doing so well of late.
OK, let me explain.
When I reviewed the 2007 Ford Escape Hybrid, I complained that, at slow speeds, the electric motor emitted a sound that was a spot-on imitation of a siren approaching from perhaps a quarter-mile away. Needless to say, on city streets, this kept my heart rate at fairly lofty levels.
After a week in the 2010 Escape Hybrid, the limited edition with front-wheel drive, there were no sounds of sirens. And frankly, I liked this green Escape much more than I did the 2007 version. Call it progress.
My ride all but shouted green, not only in the environmental sense but in the literal sense; a “Kiwi Green” metallic paint job backed by a special leafy hybrid badge did the trick.
My Escape Hybrid, the third most-expensive of four trim levels starting at $32,260, was only slightly juiced up with options (the biggest being a $2,395 voice-activated navigation system) to bring the bottom line to $35,775. But for my money, which hasn’t been going too far in this sagging economy, that’s a fairly hefty bottom line for most consumers looking for a small SUV.
Again, with the Escape, it helps to do the math. You’re paying more than 30-grand for hybrid technology that’s going to save you at the gas pump. In the tester, that equated to 34 miles per gallon in the city and 31 mpg on the highway. If you plan to keep the vehicle for a long time, the extra money you paid for the vehicle is going to come back to you a piece at a time. Over the long haul, you’ll likely do OK. And if your priority is protecting the planet, you’re probably not real worried about such fiscal matters.
But keep in mind that a gas-powered 2010 Ford Escape XLS with front-wheel drive starts at a mere $20,550, with fuel mileage ratings of 22 miles per gallon in the city and 28 mpg on the open road. Like I said, get out your calculator and do the math if the budget is your top priority.
If you opt for the Escape Hybrid, you'll get that moment of concern when you turn the ignition key and nothing happens. Just make sure you look down at the message center behind the steering wheel, where you’ll see a digital readout telling you the vehicle is indeed ready to drive.
From there, the 2010 Escape Hybrid is a breeze, a willing and fuel-efficient SUV capable of taking on all road conditions, while hauling five passengers in relative comfort, or hauling a fair amount of cargo if you wish.
It’s a hybrid, but it’s no wimp. The tester displayed plenty of zip in the merge lane and snapped up to 70 miles per hour with no problem. Cruising at 70 mph felt silky smooth, and quiet.
Even climbing hills, you’re not going to find yourself screaming at the vehicle, “C’mon and get going already!” … Well, you might get antsy at the top of a very steep climb, but you’re going to get that in a gas-fueled four-banger anyway, so lighten up.
Serious highlight: Terrific 360-degree vision from the cockpit seat. And there’s a bonus: A new “integrated spotter mirror” on the outer corner of the exterior mirror. This supplement gives you a convex view that all but takes away the customary “blind spot.” In truth, I can’t remember the last time I drove a vehicle where I spent less time turning my head.
A generously equipped, easily understood interior adds to the total package, along with a similarly generous safety and security package. This Escape Hybrid stacks up as an ideal second family car to do some heavy grocery hauling and kid transporting. Young families should like it as well as a primary vehicle.
It’s not a big, horsepower-laden SUV, so don’t even go there. While the bottom line is somewhat pricey, this Escape Hybrid is precisely the kind of vehicle Ford should be producing for the increasingly economical masses. Maybe that’s why the company’s bottom line has been doing so well of late.
Monday, December 21, 2009
Happy holidays to all who stay in motion
Christmas preparations, family and friends are taking up much of my time right now, but I'm already looking forward to reviewing more new motor vehicles and offering my two cents on motor sports and the auto industry after Christmas and throughout 2010.
It occurs to me that I have much to be grateful for, not the least of which is the opportunity to share my words and thoughts with people who share my love of all things automotive. To you and yours, happy holidays, and here's hoping your 2010 is happy, prosperous and safe.
Thanks for taking the time to tune in. I'm sure there will plenty to keep us all busy in 2010.
With warmest regards.....MARK GLOVER
It occurs to me that I have much to be grateful for, not the least of which is the opportunity to share my words and thoughts with people who share my love of all things automotive. To you and yours, happy holidays, and here's hoping your 2010 is happy, prosperous and safe.
Thanks for taking the time to tune in. I'm sure there will plenty to keep us all busy in 2010.
With warmest regards.....MARK GLOVER
Thursday, December 10, 2009
New for 2010: Danica and the NASCAR boys
Sacramento, California – After IndyCar Series driver Danica Patrick announced this week that she was making a part-time jump into NASCAR’s second-tier Nationwide Series, JR Motorsports General Manager Kelley Earnhardt offered up this assessment: “I expect her to be eaten up by the wolves.”
He quickly said he was only kidding, but one wonders just how much.
I, too, fear the worst for Patrick, but it has nothing to do with her driving ability. On that score, she has the goods. Unfortunately, she’s going to be playing in an arena that tends to chew up IndyCar talent. Secondarily, the fact that she is a female will likely make her an even more inviting target in that culture.
I’m pleased that the 27-year-old DP will be dicing in the IndyCar Series in the immediate future, driving for Andretti Autosport. Needless to say, she has been good for the series, arguably becoming the face of it.
Getting the lion’s share of attention has its drawbacks, however. When she announced her deal with JR Motorsports, the online message boards quickly filled up with anger-fueled postings that she is overrated and over-hyped. Some suggested that she’s done nothing compared with her Andretti Autosport teammates. She has only one IndyCar win the past two years -- in Japan in 2008 – the critics whined.
Frankly, these claims are misinformed and flat wrong. You have to wonder if these gripers even follow motorsports.
Here’s the evidence: Patrick indeed has 1 win in 81 IndyCar races, but she’s had 16 top-five finishes – a pretty good batting average. She had five top-five finishes this year alone, finishing fifth in the IndyCar Series standings.
By comparison, Marco Andretti has one win in 65 starts, and that one victory came in 2006. Tony Kanaan has won precisely one race the past two seasons. Hideki Mutoh has not a single race win in two seasons with Andretti Autosport. Why isn’t anyone complaining about his lack of victories?
Because he’s not Danica Patrick, that’s why. By the way, Patrick’s fifth in the IndyCar series standings this year topped all three of her teammates.
The simple fact is that DP can drive an Indy car. She’s proven that. Her third-place drive in a less-than-top-tier car at this year’s Indianapolis 500 was masterful. She’s not A.J. Foyt or Mario Andretti, but then nobody else in IndyCar right now is in that galaxy.
What I worry about with Patrick in NASCAR is the same fate that was suffered by Dario Franchitti with his ill-advised jump to NASCAR in 2008. It was an experience steeped in massive frustration and broken bones. All Franchitti did in 2009 is come back and win the IndyCar Series title he won in 2007.
And while 2006 Indy 500 winner Sam Hornish Jr. has shown some improvement after two full seasons in NASCAR, he’s never really been in late-race contention for a win. That’s a tough go for a guy who was a consistent champion in the Indy cars.
One of the things that crushes the spirit of IndyCar Series competitors going to NASCAR is that so much depends on cooperation among drivers on the track. That’s tough to swallow when you’ve spent years getting to the top of open-wheel competition by driving your guts out. If you don’t have cooperation among drivers at many of NASCAR’s tracks – or if you don’t have an exceptionally prepared car – you’re not going to prosper.
And woe unto him/her who angers fellow NASCAR competitors. That not only kills all possibility of cooperation, it typically gets you punted into the wall.
Would a young NASCAR up-and-comer or a longtime NASCAR veteran push Patrick into the fence just because she’s a woman who has received massive amounts of media attention for the past five years? Puh-leeze, it’s almost a given.
And this really bites if you’re a race driver. Danica will have to exercise extreme patience on the track, and getting in the face of an offending driver after the race, with TV cameras rolling, won’t play well with the NASCAR crowd. Given Patrick’s typically furious competitive approach, turning the other cheek will not come easy.
The best thing that can happen for DP is to absorb her NASCAR race team’s wisdom, notch some high finishes early and stay clean on the track. Just finishing races will enhance her NASCAR cred.
Who knows? Maybe she’ll take the Nationwide Series by storm. That would be cool, but I sense a rough road ahead.
He quickly said he was only kidding, but one wonders just how much.
I, too, fear the worst for Patrick, but it has nothing to do with her driving ability. On that score, she has the goods. Unfortunately, she’s going to be playing in an arena that tends to chew up IndyCar talent. Secondarily, the fact that she is a female will likely make her an even more inviting target in that culture.
I’m pleased that the 27-year-old DP will be dicing in the IndyCar Series in the immediate future, driving for Andretti Autosport. Needless to say, she has been good for the series, arguably becoming the face of it.
Getting the lion’s share of attention has its drawbacks, however. When she announced her deal with JR Motorsports, the online message boards quickly filled up with anger-fueled postings that she is overrated and over-hyped. Some suggested that she’s done nothing compared with her Andretti Autosport teammates. She has only one IndyCar win the past two years -- in Japan in 2008 – the critics whined.
Frankly, these claims are misinformed and flat wrong. You have to wonder if these gripers even follow motorsports.
Here’s the evidence: Patrick indeed has 1 win in 81 IndyCar races, but she’s had 16 top-five finishes – a pretty good batting average. She had five top-five finishes this year alone, finishing fifth in the IndyCar Series standings.
By comparison, Marco Andretti has one win in 65 starts, and that one victory came in 2006. Tony Kanaan has won precisely one race the past two seasons. Hideki Mutoh has not a single race win in two seasons with Andretti Autosport. Why isn’t anyone complaining about his lack of victories?
Because he’s not Danica Patrick, that’s why. By the way, Patrick’s fifth in the IndyCar series standings this year topped all three of her teammates.
The simple fact is that DP can drive an Indy car. She’s proven that. Her third-place drive in a less-than-top-tier car at this year’s Indianapolis 500 was masterful. She’s not A.J. Foyt or Mario Andretti, but then nobody else in IndyCar right now is in that galaxy.
What I worry about with Patrick in NASCAR is the same fate that was suffered by Dario Franchitti with his ill-advised jump to NASCAR in 2008. It was an experience steeped in massive frustration and broken bones. All Franchitti did in 2009 is come back and win the IndyCar Series title he won in 2007.
And while 2006 Indy 500 winner Sam Hornish Jr. has shown some improvement after two full seasons in NASCAR, he’s never really been in late-race contention for a win. That’s a tough go for a guy who was a consistent champion in the Indy cars.
One of the things that crushes the spirit of IndyCar Series competitors going to NASCAR is that so much depends on cooperation among drivers on the track. That’s tough to swallow when you’ve spent years getting to the top of open-wheel competition by driving your guts out. If you don’t have cooperation among drivers at many of NASCAR’s tracks – or if you don’t have an exceptionally prepared car – you’re not going to prosper.
And woe unto him/her who angers fellow NASCAR competitors. That not only kills all possibility of cooperation, it typically gets you punted into the wall.
Would a young NASCAR up-and-comer or a longtime NASCAR veteran push Patrick into the fence just because she’s a woman who has received massive amounts of media attention for the past five years? Puh-leeze, it’s almost a given.
And this really bites if you’re a race driver. Danica will have to exercise extreme patience on the track, and getting in the face of an offending driver after the race, with TV cameras rolling, won’t play well with the NASCAR crowd. Given Patrick’s typically furious competitive approach, turning the other cheek will not come easy.
The best thing that can happen for DP is to absorb her NASCAR race team’s wisdom, notch some high finishes early and stay clean on the track. Just finishing races will enhance her NASCAR cred.
Who knows? Maybe she’ll take the Nationwide Series by storm. That would be cool, but I sense a rough road ahead.
Tuesday, December 8, 2009
GMC Terrain reviewed in latest Cruisin' News
Sacramento, California – My review of the 2010 GMC Terrain FWD SLT-2 appears in the latest edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.
The “Hot Laps” reviews appear monthly in the publication.
To subscribe to the Cruisin’ News, visit http://www.cruisinnews.com/, call (916) 933-0949 or send an e-mail request to cruisinnews@mac.com. Mailed requests for information should be sent to Cruisin’ News, P.O. Box 1096, Folsom, CA 95763-1096.
The “Hot Laps” reviews appear monthly in the publication.
To subscribe to the Cruisin’ News, visit http://www.cruisinnews.com/, call (916) 933-0949 or send an e-mail request to cruisinnews@mac.com. Mailed requests for information should be sent to Cruisin’ News, P.O. Box 1096, Folsom, CA 95763-1096.
Subscribe to:
Posts (Atom)