Sacramento, California – This blog will take some time off next week.
But if you need a fix, check out my review of the 2012 Jaguar XKR-S convertible in the latest, June 2012 edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.
The “Hot Laps” reviews, along with my "Oil Drips" observations on anything with wheels, 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, June 8, 2012
Kia Soul with a ! produces smiles all around
This review originally appeared in the May 2012 edition of the Northern & Central California Cruisin’ News published out of Folsom, California – mg
Sacramento, California – With the 2012 Kia Soul, the South Korean automaker asks you to “think outside the box.”
But don’t think too far outside the box, because this crossover has a funky, boxy shape that turns heads wherever it rolls up. And while it qualifies as a crossover, most consider it a wagon.
That’s OK too, because the back end of the Soul can be configured to carry a big boatload of cargo. The maximum passenger load is five.
Of three trim levels, mine was the priciest (starting at $19,600), known as the Soul ! … What’s that, you say? An exclamation point is part of the title? Yes, that’s actually the designated name of the top-line Soul model. From there, you move down to the Soul + … Yes, that’s a plus sign. And the most basic is simply called the “base” model.
Wow, I can hardly wait for a smiley face version in the near future.
Where to start with this Soul? Hip, unusual-looking and wearing headlights/taillights the approximate size of large pizza plates, this shapes up as a young person’s ride. Yet there are plenty of charms in the Soul for baby boomers and older.
The 2-liter, four-cylinder, 164-horsepower engine on the tester was peppy enough. The Soul cruised the madhouse freeways with ease, and I never felt like I was driving a runt of a car in heavy traffic. The Soul has enough of a small SUV feel to make you feel secure behind the wheel.
Interior amenities are plentiful for the price. Coolest simple pleasure is changing colors on the round edges of speakers installed in the front doors, a visual delight that can be set to pulse in time with the music on the audio system. Take my word for it: Passengers go crazy when they see this mini disco show.
A power sliding/tilt sunroof was standard. Nice touch.
The Soul can be dressed up with the usual lot of pricey extras, including a navigation system, heated front seats and a push-button starter.
The ! version of Soul is distinguished by projector headlamps with LED accents, LED taillights and 18-inch alloy wheels.
Regardless of model, the Soul is a smile-producing experience, and a pretty smart buy for a young family looking for an affordable runabout.
Sacramento, California – With the 2012 Kia Soul, the South Korean automaker asks you to “think outside the box.”
But don’t think too far outside the box, because this crossover has a funky, boxy shape that turns heads wherever it rolls up. And while it qualifies as a crossover, most consider it a wagon.
That’s OK too, because the back end of the Soul can be configured to carry a big boatload of cargo. The maximum passenger load is five.
Of three trim levels, mine was the priciest (starting at $19,600), known as the Soul ! … What’s that, you say? An exclamation point is part of the title? Yes, that’s actually the designated name of the top-line Soul model. From there, you move down to the Soul + … Yes, that’s a plus sign. And the most basic is simply called the “base” model.
Wow, I can hardly wait for a smiley face version in the near future.
Where to start with this Soul? Hip, unusual-looking and wearing headlights/taillights the approximate size of large pizza plates, this shapes up as a young person’s ride. Yet there are plenty of charms in the Soul for baby boomers and older.
The 2-liter, four-cylinder, 164-horsepower engine on the tester was peppy enough. The Soul cruised the madhouse freeways with ease, and I never felt like I was driving a runt of a car in heavy traffic. The Soul has enough of a small SUV feel to make you feel secure behind the wheel.
Interior amenities are plentiful for the price. Coolest simple pleasure is changing colors on the round edges of speakers installed in the front doors, a visual delight that can be set to pulse in time with the music on the audio system. Take my word for it: Passengers go crazy when they see this mini disco show.
A power sliding/tilt sunroof was standard. Nice touch.
The Soul can be dressed up with the usual lot of pricey extras, including a navigation system, heated front seats and a push-button starter.
The ! version of Soul is distinguished by projector headlamps with LED accents, LED taillights and 18-inch alloy wheels.
Regardless of model, the Soul is a smile-producing experience, and a pretty smart buy for a young family looking for an affordable runabout.
Friday, June 1, 2012
Outback raises the bar in sport-wagon segment
Sacramento, California – Maybe it has been too long and my memory is fading in my old age, but wow, the 2012 Subaru Outback I had for a week recently sure seems way more substantial than past Outbacks I’ve driven.
And I mean that on every level. Bolder stance, firmer, more powerful, plentiful interior space, improved handling.
OK, I had the top-level 3.6R Limited model – starting at nearly $32,000 and boasting the 3.6-liter boxer-6 engine with 256 horsepower – so I was definitely getting the Outback-to-the-max treatment.
But still, this founding father of the sport-wagon/crossover movement came off as the perfect substitute for a sport-utility vehicle … no small consideration in these days of dollar-counting consumers.
On the practical side, it looks stout enough, sort of station wagon on steroids. Plus you get the high ride height, enabling the frame to step over boulders and other obstacles if you opt to take it off the paved roadways.
You get the standard all-wheel-drive treatment, and hands down, nobody does that better than Subaru. You get the best that AWD has to offer. Seamless, flawless, peerless.
On the roll, my Outback was responsive and enthusiastic in all conditions, yet steering was midsize-sedan easy. The Outback took on hills with seemingly little effort, and very little noise.
A nicely laid out interior of controls added to good feelings of instant interior comfort. Passengers I drove around stretched out and didn’t want to get out of the vehicle.
Versatile? I should say so. The Outback is night-on-the-town elegant, yet rugged when it’s asked to be. Interior configurations allow for transporting of big people and bulky cargo.
Fuel mileage ratings are so-so at 18 miles per gallon in the city and 25 mpg on the highway.
My tester had an opulent option package that included a power moonroof, a navigation system and a rear-vision camera. Nice enough, but you can still keep the price close to $30K if you can do without those extras and press for a deal.
I’ve often been mystified why Subaru doesn’t get more credit for the finely engineered products it puts out. The automaker does a good job. And this Outback is more proof of that.
And I mean that on every level. Bolder stance, firmer, more powerful, plentiful interior space, improved handling.
OK, I had the top-level 3.6R Limited model – starting at nearly $32,000 and boasting the 3.6-liter boxer-6 engine with 256 horsepower – so I was definitely getting the Outback-to-the-max treatment.
But still, this founding father of the sport-wagon/crossover movement came off as the perfect substitute for a sport-utility vehicle … no small consideration in these days of dollar-counting consumers.
On the practical side, it looks stout enough, sort of station wagon on steroids. Plus you get the high ride height, enabling the frame to step over boulders and other obstacles if you opt to take it off the paved roadways.
You get the standard all-wheel-drive treatment, and hands down, nobody does that better than Subaru. You get the best that AWD has to offer. Seamless, flawless, peerless.
On the roll, my Outback was responsive and enthusiastic in all conditions, yet steering was midsize-sedan easy. The Outback took on hills with seemingly little effort, and very little noise.
A nicely laid out interior of controls added to good feelings of instant interior comfort. Passengers I drove around stretched out and didn’t want to get out of the vehicle.
Versatile? I should say so. The Outback is night-on-the-town elegant, yet rugged when it’s asked to be. Interior configurations allow for transporting of big people and bulky cargo.
Fuel mileage ratings are so-so at 18 miles per gallon in the city and 25 mpg on the highway.
My tester had an opulent option package that included a power moonroof, a navigation system and a rear-vision camera. Nice enough, but you can still keep the price close to $30K if you can do without those extras and press for a deal.
I’ve often been mystified why Subaru doesn’t get more credit for the finely engineered products it puts out. The automaker does a good job. And this Outback is more proof of that.
Tuesday, May 29, 2012
Franchitti's win puts him among Indy's elite
Ask Dario Franchitti, who qualified 16th for the 96th running of the Indianapolis
The Chevy power plants were dominant in qualifications. And yet, just one week later, there was Franchitti drinking the winner’s milk in
Victory Lane
at Indianapolis
Franchitti zipped past my pre-race picks, which included Penske teammates Ryan Briscoe, Helio Castroneves and Will Power; a previously confident Marco Andretti and hard-luck Tony Kanaan. Arguably, Franchitti’s stiffest competition came from his Target teammate, Scott Dixon, who finished second.
If you’re keeping score, Franchitti and Dixon
Last week, Franchitti and Dixon
The first hint of the turnaround came in last Friday’s final practice session before the race. Franchitti put up the fastest lap time of the session at 222.360 miles per hour, and Dixon
Right about then, I thought: Holy cow, here they come again! The two drivers who had won three of the last five Indy 500s were suddenly at the top of the deck. And I’m guessing my feelings were shared by every other race team at the track. Mega-successful race team owner Roger Penske must have sensed that Target racing team chief Chip Ganassi was once again holding four aces and had all his chips in the pot.
On race day, once the Target cars were in front, it sometimes seemed like they were toying with the rest of the field. They serenely passed each other at the end of the frontstretch, taking turns leading the greatest spectacle in racing.
Oh yes, others joined in, courtesy of the new Dallara DW12 chassis that cut a big hole in the air, making drafting and frequent passing the norm. Was that a plus? Yes, it was, generating the most lead changes in race history.
The competition was so fierce that it makes you wonder if the new aero kits for 2013 – essentially various bodywork parts that can be added by the race teams – will add or subtract from the action. But that’s a discussion for another day.
In the end, Franchitti and Dixon Dixon
From my seat on the frontstretch, I watched Sato close in on Franchitti’s tail just before entering the first turn. I assumed he would simply stay glued there through Turn 2 and make a move on Franchitti down the backstretch, or maybe even right before the finish line.
Amazingly, Sato pushed hard get the nose of his car just under Franchitti as they whistled into Turn 1. Mentally, I thought: No way. Trouble.
That first turn is so tight that the inside car pressed to the white line is going to have a tough time sticking to the surface. Alas, Sato became another victim of Turn 1’s ruthless physics. His car would not stick, and he went spinning to the wall, ending up with a 17th-place finish. Franchitti somehow held control and sped on to claim victory.
Some of Sato’s colleagues and racing journalists jumped on him for making his move too early, and their arguments have merit. But frankly, Sato made a dive for racing immortality, a chance to have his face on the Borg-Warner trophy for all time, his name permanently carved into Indy’s sacred record book.
All that and it’s the Indianapolis
You’re damn right you do. I can’t blame Sato for making his play for everlasting glory.
But in the end, Sato could not overtake one of Indy’s masters. Franchitti, who has won three 500s in six years, appears to have plenty of racing left in him. A possible fourth Indy win for the popular Scotsman looms as the early storyline for 2013. An unprecedented fifth? Certainly within reach.
Wednesday, May 23, 2012
Unknowns abound in Indy 500's 96th running
Indianapolis, Indiana – I’ll be seeing my 50th Indianapolis 500 on Sunday, and I cannot remember another race in that time that loomed as unpredictable as the upcoming 96th running.
New turbocharged engines, new aero chassis designs, new drivers. All will be getting a baptism by fire in, of all things, the most famous race in the world.
Anybody could win it. Maybe not anybody. But the list of potential winners approaches 20. For the Indy 500, that’s a lot.
Working out the bugs of the turbo engines has been the biggest concern. The rule lords of the 2.5-mile oval were fiddling with turbocharger boost right up to last weekend’s opening day of time trials. Plentiful technical fines were handed out last weekend, a byproduct of pressure and scurrying to play this very complex game within the regulations.
You could have a dominating car give up the ghost late in Sunday’s race. You could have overheating issues in the engine compartments. Who knows?
What is certain is that the Chevy power plants – at least under the qualifying rules – had a decided advantage over the Hondas. That might change on race day. Alas, Lotus is so far behind the curve that it’s probably best for them to simply think in terms of “wait until next year.”
Hopefully, with another year of development, more drivers and top-flight engines will be on hand for the 2013 Indy 500. What’s going to happen this time around? Here’s a guess:
Based on the historical example that no racing team does its homework like the one run by Indy legend Roger Penske, I like the chances of all three of its drivers. Pole-sitter Ryan Briscoe looks very racy, and Will Power is getting better on the ovals … a formidable skill to match his excellence on street and road courses.
But I like Penske pilot Helio Castroneves most of all. He’s my favorite to win on Sunday, and that would be his record-tying fourth Indianapolis 500 triumph.
While not the fastest in qualifying, Castroneves was certainly fast enough to be in the top tier, and he insists that his car is perfectly set up for the race. He has been telling anybody who will listen that his car is so dialed in that it can be tuned to the max in virtually all conditions.
Paired with Castroneves’ Indy 500 expertise – his ability to run up front and then turn it on late in the race is perhaps the best since four-time Indy winner Rick Mears raced here – and Penske perfection, the Helio train will be hard to top on Sunday.
Much as I like Castroneves, the man I most want to win is veteran Tony Kanaan, whose hard-luck experiences in the Indy 500 are legendary. Like me, thousands of Indy Car fans are rooting to see Kanaan break through. A Kanaan win would be hugely popular.
However, I’m not sure his car has the juice to do it. Maybe the crew will find the right formula by Sunday, but last weekend, Kanaan sounded like a man who felt he was a dollar short of a jackpot. In the “Final 9” qualifying session for the pole position, he didn’t even make a formal attempt, telling the media that he felt his car had already given all it had.
I hear that, but Kanaan’s performance record in traffic at Indy has been a sight to behold. If anyone can win it on savvy, Kanaan is the man.
Dark horse pick: Marco Andretti.
Yes, he’s a sometimes baffling combination of awkward arrogance and mind-blowing talent. But this year, he just might be holding all the right cards.
He’s finished third twice here and he came within an eye-blink of winning in 2006. He truly knows this place that has heaped a ton of heartbreak and a dash of glory upon the Andretti family. Marco likes his car, which has been fast right off the transporter.
The so-called “Andretti curse” at Indy might come crashing down when the checkered flag falls on Sunday. I would not be surprised to see young Marco drinking the milk of victory to mark the occasion.
New turbocharged engines, new aero chassis designs, new drivers. All will be getting a baptism by fire in, of all things, the most famous race in the world.
Anybody could win it. Maybe not anybody. But the list of potential winners approaches 20. For the Indy 500, that’s a lot.
You could have a dominating car give up the ghost late in Sunday’s race. You could have overheating issues in the engine compartments. Who knows?
What is certain is that the Chevy power plants – at least under the qualifying rules – had a decided advantage over the Hondas. That might change on race day. Alas, Lotus is so far behind the curve that it’s probably best for them to simply think in terms of “wait until next year.”
Hopefully, with another year of development, more drivers and top-flight engines will be on hand for the 2013 Indy 500. What’s going to happen this time around? Here’s a guess:
Based on the historical example that no racing team does its homework like the one run by Indy legend Roger Penske, I like the chances of all three of its drivers. Pole-sitter Ryan Briscoe looks very racy, and Will Power is getting better on the ovals … a formidable skill to match his excellence on street and road courses.
But I like Penske pilot Helio Castroneves most of all. He’s my favorite to win on Sunday, and that would be his record-tying fourth Indianapolis 500 triumph.
While not the fastest in qualifying, Castroneves was certainly fast enough to be in the top tier, and he insists that his car is perfectly set up for the race. He has been telling anybody who will listen that his car is so dialed in that it can be tuned to the max in virtually all conditions.
Paired with Castroneves’ Indy 500 expertise – his ability to run up front and then turn it on late in the race is perhaps the best since four-time Indy winner Rick Mears raced here – and Penske perfection, the Helio train will be hard to top on Sunday.
Much as I like Castroneves, the man I most want to win is veteran Tony Kanaan, whose hard-luck experiences in the Indy 500 are legendary. Like me, thousands of Indy Car fans are rooting to see Kanaan break through. A Kanaan win would be hugely popular.
However, I’m not sure his car has the juice to do it. Maybe the crew will find the right formula by Sunday, but last weekend, Kanaan sounded like a man who felt he was a dollar short of a jackpot. In the “Final 9” qualifying session for the pole position, he didn’t even make a formal attempt, telling the media that he felt his car had already given all it had.
I hear that, but Kanaan’s performance record in traffic at Indy has been a sight to behold. If anyone can win it on savvy, Kanaan is the man.
Dark horse pick: Marco Andretti.
Yes, he’s a sometimes baffling combination of awkward arrogance and mind-blowing talent. But this year, he just might be holding all the right cards.
He’s finished third twice here and he came within an eye-blink of winning in 2006. He truly knows this place that has heaped a ton of heartbreak and a dash of glory upon the Andretti family. Marco likes his car, which has been fast right off the transporter.
The so-called “Andretti curse” at Indy might come crashing down when the checkered flag falls on Sunday. I would not be surprised to see young Marco drinking the milk of victory to mark the occasion.
Friday, May 18, 2012
This new 'Bu likely to grab a hold of you
Sacramento, California – Hey ’Bu, what’s new with you?
A lot, it turns out.
Proving the point that it’s never too early to look ahead in the auto business, I was handed a 2013 Chevrolet Malibu Eco 2SA to wheel around for a week.
Confused by the name? It’s OK. What you need to know is that this is the first wave of release for the eighth-generation Malibu.
The North American-specific Eco name on the models tell you that this is a mild hybrid Malibu, with an electronic assist giving a hand to the 2.4-liter four-cylinder engine. That equates to an advertised 25 miles per gallon in the city and 37 mpg on the highway. Chevy says you’ll save a bundle on fuel with those numbers, and under the right driving circumstances over the long haul, that’s correct.
Fuel economy in this time of $4.25 gas in California gets my attention, of course, but the styling on this ’Bu is really something to behold.
Walking up to the car straight from the back end, you probably wouldn’t guess this is a Malibu. Yeah, the reworking is that extensive.
From the side, the car looks downright sporty. Chevy says it borrowed from the Camaro drawing board, and I can believe it looking at the results.
Am I imagining that this Malibu is somehow shorter than the previous generation? No, I’m not. An architectural change has produced a wheelbase that is 4.5 inches shorter.
So that wheelbase shrinkage probably manifests itself inside the car, right? Wrong. Chevy touts interior growth of three cubic feet from the previous generation. And yes, it feels like it. For whatever reason, I felt like I was in a full-size sedan when I was behind the wheel.
Roomy and comfortable. Yes, that’s the ticket. Controls within easy reach and easy to use. Fabulous. Room for real-size adults. Woo-hoo! Starting price of $26,845. Well, not too bad for a hybrid.
Start it up, and man, this thing is quiet. Is the electric assist doing everything? Can’t be. The engine and surrounding noise just isn’t penetrating the cockpit. Another plus.
So, let’s wind it up and … uh, wait a sec … just mash that accelerator and … uh, just one more moment. Wow, you really have to bury your foot in this thing to get decent acceleration. I’m talking darn near flat to the floorboard folks.
Yes, you’ll be saving on gas with this Eco liner, but it pays to remember that a heavy right foot will serve you well in some situations – tight freeway merges, for example.
Beyond that mushy gas pedal feel, the car drove for me like your everyday Malibu, which from me is high praise for any hybrid version of a car. And you get the pleasant understanding that virtually everything else about this new ’Bu is better than before.
This midsize nameplate has been selling well for a long, long time. That will likely continue in 2013 and beyond.
A lot, it turns out.
Proving the point that it’s never too early to look ahead in the auto business, I was handed a 2013 Chevrolet Malibu Eco 2SA to wheel around for a week.
Confused by the name? It’s OK. What you need to know is that this is the first wave of release for the eighth-generation Malibu.
The North American-specific Eco name on the models tell you that this is a mild hybrid Malibu, with an electronic assist giving a hand to the 2.4-liter four-cylinder engine. That equates to an advertised 25 miles per gallon in the city and 37 mpg on the highway. Chevy says you’ll save a bundle on fuel with those numbers, and under the right driving circumstances over the long haul, that’s correct.
Fuel economy in this time of $4.25 gas in California gets my attention, of course, but the styling on this ’Bu is really something to behold.
Walking up to the car straight from the back end, you probably wouldn’t guess this is a Malibu. Yeah, the reworking is that extensive.
From the side, the car looks downright sporty. Chevy says it borrowed from the Camaro drawing board, and I can believe it looking at the results.
Am I imagining that this Malibu is somehow shorter than the previous generation? No, I’m not. An architectural change has produced a wheelbase that is 4.5 inches shorter.
So that wheelbase shrinkage probably manifests itself inside the car, right? Wrong. Chevy touts interior growth of three cubic feet from the previous generation. And yes, it feels like it. For whatever reason, I felt like I was in a full-size sedan when I was behind the wheel.
Roomy and comfortable. Yes, that’s the ticket. Controls within easy reach and easy to use. Fabulous. Room for real-size adults. Woo-hoo! Starting price of $26,845. Well, not too bad for a hybrid.
Start it up, and man, this thing is quiet. Is the electric assist doing everything? Can’t be. The engine and surrounding noise just isn’t penetrating the cockpit. Another plus.
So, let’s wind it up and … uh, wait a sec … just mash that accelerator and … uh, just one more moment. Wow, you really have to bury your foot in this thing to get decent acceleration. I’m talking darn near flat to the floorboard folks.
Yes, you’ll be saving on gas with this Eco liner, but it pays to remember that a heavy right foot will serve you well in some situations – tight freeway merges, for example.
Beyond that mushy gas pedal feel, the car drove for me like your everyday Malibu, which from me is high praise for any hybrid version of a car. And you get the pleasant understanding that virtually everything else about this new ’Bu is better than before.
This midsize nameplate has been selling well for a long, long time. That will likely continue in 2013 and beyond.
Thursday, May 10, 2012
Kia Soul ! reviewed in latest Cruisin' News
Sacramento, California – My review of the 2012 Kia Soul ! appears in the latest, May 2012, edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.
The “Hot Laps” reviews, along with my "Oil Drips" observations on anything with wheels, 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, along with my "Oil Drips" observations on anything with wheels, 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.
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