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2009 Chevrolet Aveo5 Review

The 2009 Chevrolet Aveo5 will utilize the same Daewoo-derived platform of the 2004-2008 hatchback. Overall length will grow by 2.2 inches, while width and height will be up only slightly. On the inside, the Aveo5 will have seating for up to five and 42.9 cubic feet of cargo room with the rear seats folded. Chevrolet says the Aveo5 will have engine and sound-proofing enhancements to make it quieter than the last model.

The Aveo5 will come with an updated version of the 1.6-liter dual-overhead cam four-cylinder engine that powers current Aveos. With new variable valve timing, the engine will make 107 horsepower, up four horses from 2008, and 106 pound feet of torque.

A five-speed manual transmission will be standard and a four-speed automatic will be optional. The automatic will have a Hold Control Mode that helps reduce wheel spin and traction loss on slick roads by allowing the driver to select and hold a higher gear.

Chevrolet says fuel economy will also be up 8 percent. With the manual, the Aveo5 will get 27 mpg in the city and 34 mpg on the highway. With the automatic, it will get 24/34.

Three trim levels will be offered, base, LS and LT. Air conditioning will come standard on the LS, while the LT will get cruise control; heated power mirrors; power windows and locks; remote keyless entry; XM satellite radio; fog lights; and alloy wheels. Front side impact airbags will be standard, and LS and LT models will be available with antilock brakes with electronic brake-force distribution.

Pricing hasn’t been announced, but Chevrolet claims the Aveo5 will be the lowest priced car in America when it is released. That means pricing will start at or near $10,000.

Few automotive writers have driven the 2009 Aveo5, but its safe to say that most will be happy to see the older model go. The previous generation Aveo5 was rated by Consumer Reports as one of the 11 worst new cars consumers could buy. Only time will tell if the new model can win critics over.

Chevrolet is touting its redesigned Aveo5 hatchback as a compact car with capabilities that belie its small size. With up to 42 cubic feet of cargo space and an estimated 26 mpg in the city and 34 mpg on the highway, Chevrolet is hoping to lure consumers looking to replace their larger rides to the Aveo5. For 2009, the Aveo5 has an updated 1.6 liter engine with 107 horsepower and 106 pound feet of torque, standard side air bags and front airbags with a passenger sensing systems and upscale features like standard OnStar and available XM Satellite radio.

VW Looking for Women Engineers

Theautochannel - Innovation needs a woman’s touch: This is the motto for Volkswagen’s second “woman-driving-award”. The competition is open to female graduates in mechanical engineering, automotive engineering, mechatronics and electronics and is being held under the auspices of Dr. Ulrich Hackenberg, Member of the Board of Management of the Volkswagen Brand with responsibility for ‘Development.’

“As the world’s most innovative high-volume brand we are confronted daily with new challenges, so the creativity and know-how of the best women engineers is indispensable,” Dr. Hackenberg commented. “Top technology needs top employees.” The share of women employed in Technical Development at Volkswagen in Wolfsburg is ten percent and is still rising.

“This competition is specifically aimed at the most committed women graduates,” Dr. Peter Tropschuh, President of AutoUni in Wolfsburg and a member of the competition jury, explained. The other members of the expert jury are Prof. Dr. Birgit Spanner-Ulmer of Chemnitz University of Technology, Prof. Dr. Kerstin Thurow of Rostock University and Prof. Dr. Sabine Lepper of the University of Applies Sciences Bonn-Rhein-Sieg.

The first “woman-driving-award” was presented in 2004. According to Sabine Schönberg, Head of Volkswagen Personnel Marketing, the theses submitted then were of a very high standard with an average grade of 1.2. Eva Heming, one of the 2004 award winners, now works in Powertrain Development at Volkswagen, where she has followed the development of the air intake system which formed the subject of her graduate thesis awarded the top mark of 1.0. The system went into series production in 2007 and is now used in engines such as the Passat 3.6-liter V6.

For this year’s award, women engineers have until September 12 to submit a summary of their graduate thesis. The thesis must deal with a subject relevant to the automotive sector and must not be more than two years old. The prizes are 5,000 euros for first place, 3,000 for second and 2,000 for third place. 500 euros will be awarded to each of the engineers who are placed fourth to sixth. In addition, Volkswagen will be inviting all six finalists to participate in an exclusive driving safety training course. more info click here

Most Expensive Car Insurance

Bankrate - “Contrary to the idea that smaller cars can help you avoid crashes, the data shows that small cars get into more accidents,” he says. “If you feel like you have a vehicle that can zip in and out of traffic, chances are you’ll do that.”
Each year, the institute, and its sister organization, the Highway Loss Data Institute, analyze the actual insurance losses associated with the most popular vehicle makes and models. Since insurance companies use similar kinds of data to set premiums, the rankings give consumers a window into how their vehicle choices affect their auto premiums.

And, once again, the data suggests that small cars and speed are an expensive combination for insurers — especially with a young driver behind the wheel.

“Sporty cars tend to be driven in ways that lead to more crashes,” says Rader. “They also tend to be driven by younger, riskier drivers.” And smaller cars also tend to be more affordable, which makes them more attractive to those same younger drivers, he says.

“The Subaru Impreza WRX, the Mitsubishi Lancer, the Acura RSX, the Nissan Sentra SE-R — these vehicles have the highest rates of collision,” says Rader. “And age is a part of it. It’s how these vehicles are driven.”

The car that comes in fifth on the “most expensive to insure” list, the Scion tC, has one of the youngest demographics. Thirty-five percent of drivers are under 25, says Kim Hazelbaker, senior vice president for the Highway Loss Data Institute.

But the car at the top of the list, the Cadillac Escalade, bucks the trend. So why is a luxury SUV most commonly driven by a more affluent and comparative older clientele on the list? Two words: theft magnet.

“The Escalade has a lot of buzz in the entertainment industry,” says Rader. “You can’t watch an episode of ‘Cribs’ without seeing an Escalade. So it’s desirable.”

So desirable that owners face a comprehensive premium of six times the national average, says Hazelbaker.

“It’s one of the iconic vehicles that continues to be popular with pop culture stars, so it continues to be popular for people to steal,” he says. Plus, “everything in an Escalade bolts into a Suburban,” he says.

Least Expensive to Insure

The vehicles that are likely to have the lowest insurance costs? Today’s version of the good old fashioned family car, says Rader. These skew toward large sedans, or midsize SUVs or minivans.

“They tend to be driven by people who are not as likely to speed or drive recklessly,” he says.

And they also aren’t as likely to be used to commute to and from work, says Hazelbaker. That means the cars aren’t on the road during rush hour, which also lowers their risk.

“We have an awful lot of soccer mom cars on that list,” he says. “The (Buick) Rendezvous, the (Subaru) Outback, the (Honda) Pilot, the Chrysler Town & Country — all of these are sort of ‘mommy mobiles.’”

And none of the vehicles on the cheapest to insure list “are very large,” either, says Hazelbaker. “As the size of an SUV or pickup goes up, you do have higher losses.”

The all-around least expensive to insure? The Ford Five Hundred, the study found. A medium-sized, affordable sedan now known as the Ford Taurus, “it’s probably driven by a favorable demographic in a favorable way,” he says. “It’s a suburban family second car.”

Cars of this type “are probably living in a garage,” which makes them less of a theft target. Plus they tend to be less desirable to thieves, he says.

“If you’re going to pick out something to steal, what would you choose?” says Hazelbaker.

When Bigger Isn’t Better for Premiums

But larger vehicles don’t automatically mean lower premiums. Some super-size vehicles could actually increase the cost of your insurance.

When two cars collide, the average repair cost for each is about $3,000, says Hazelbaker. But some larger vehicles are routinely linked to higher-dollar damage to other cars. And that could cost you in terms of more expensive insurance.

The top five linked to highest dollar damages to other cars, according to the institute, are as follows.

1. Hummer H2 SUT 4dr 4WD
2. Hummer H3 4dr 4WD
3. Hummer H2 4dr 4WD
4. Dodge Ram 2500 mega cab 4WD
5. Toyota Highlander Hybrid 4dr

“They’re big, heavy vehicles that tend to inflict a lot of damage on what they hit,” says Rader. See the top 10 list.

Keeping Premiums Down

Want to keep your premiums low? Talk to your agent before you buy your next vehicle, says Loretta Worters, vice president of the Insurance Information Institute, an industry organization. Once you’ve narrowed your choices to two or three models, ask if any of the premiums will be significantly different. Note if any of the models have high repair costs or theft rates, she says.

It can be tricky. Even different models of the same car can have different costs when it comes to insurance. “A different motor or different luxury items” can change your premium, says Worters.

One example is a convertible. That ragtop could cost you more than the hardtop version of the same car, says Worters. A convertible is “easier to get into, so it might be more costly,” she says.

Another tip off to high-priced premiums: higher-priced cars.

“The more expensive the car is, all things being equal, the more it’s going to cost to insure,” says Dick Luedke, spokesman for the State Farm Insurance Cos.

And each car has more than one score to consider. The same car that shows lower-than-average losses in terms of inflicting damage might be worse in terms of theft. But insurance companies, and the premiums, take the whole package into account.

So what categories make the most difference, when it comes to your premium?

“The biggest portion of auto insurance is for liability,” says Luedke. Next is collision and comprehensive, fairly equally. And after that comes medical payments, he says.

Smart money: Look at your car’s scores in all categories, but in the end, shop safety. Pick up great safety information, like crash tests results, rollover ratings, recalls, service bulletins and consumer complaints with the following sites.

And the car is only part of the equation. You, your lifestyle and your driving record will also have a sizable impact on the premium. To calculate your premium, insurance companies analyze everything from your age, residence, and driving patterns to your prior driving record and credit history.

When it comes to the premium, says Hazelbaker, “the person in the vehicle makes the most difference.”

Dismal crash testing

AP WASHINGTON - The latest crash tests by the insurance industry raise safety questions about small pickups, which are drawing more interest because they get better mileage than larger trucks.

The Insurance Institute for Highway Safety reported Thursday that several small pickups from the 2008 model year offered dismal protection in side crashes. Versions of the Chevrolet Colorado and its twin vehicle, the GMC Canyon, without optional side air bags earned the institute’s lowest rating of poor in the side test.

Several pickups were judged marginal, the second-lowest in the four-scale ratings, in the side tests: the Dodge Dakota and Mitsubishi Raider without optional side air bags; the Ford Ranger; Mazda B-Series; and the Nissan Frontier without side air bags. The Ranger and B-Series, which share the same underpinnings, do not offer side air bags.
“More people may be looking at small pickups because of rising gas prices,” said Adrian Lund, the institute’s president. “Unfortunately, they won’t find many that afford state-of-the-art crash protection.”

The 2008 Toyota Tacoma was the only small pickup tested to merit the top score in side crashes. The Tacoma was tested with optional side air bags because the equipment will be standard on 2009 Tacoma pickups being shipped to dealers this month, the institute said.

Nearly 9,000 motorists died in side crashes in 2006, the second-most common after front-end accidents. Side air bags have been credited with providing additional protection. Automakers have said they will make the side air bags standard across their fleets by the 2010 model year.

In front-end crashes, the Tacoma, Dakota, Raider and Frontier received the top score, or good; the Ranger, B-Series, Colorado and Canyon earned the second-highest score, acceptable.

The institute noted that only a few of the vehicles offer anti-rollover technology called electronic stability control. Stability control is optional on the Tacoma and Frontier and unavailable on the other vehicles tested. It will be standard equipment on the Tacoma, Colorado and Canyon in 2009.

GM spokeswoman Carolyn Markey said the automaker conducts more than 150 different types of crash tests on its vehicles and said the institute’s test is “designed to simulate a very severe crash.” She said the Colorado and Canyon have performed well in other consumer tests.

Chrysler LLC spokesman Max Gates said the Dakota had received the highest rating in every category of the government’s front-end and side tests. A vehicle’s overall safety performance could not be determined by a single test, he said.
Ford spokesman Wes Sherwood said the Ranger was “very competitive” among small pickups and had performed well in government crash tests.

Sales of some small pickups have fared better than full-size trucks, which have seen their sales plummet because of high fuel prices. The small pickups offer better fuel economy ratings than large pickups. One version of the Tacoma, for example, has combined fuel efficiency ratings of 22 miles per gallon while versions of the Colorado got a combined 20 mpg, according to the Environmental Protection Agency.

In the institute’s side test, the vehicle’s side is struck by a barrier moving at 31 miles per hour. The barrier simulates the front end of a pickup or sport utility vehicle. In the government’s side-impact tests, a shorter, more lightweight barrier strikes into the side of the vehicle at 38.5 mph.

General Motors Launch Chevrolet Camaro

Leftlanenews - As expected, the Camaro will be available in LS, LT and SS guises. The LS and LT models will do with a 3.6L V6 – mated to either a six-speed automatic or manual transmission – and will produce 300 horsepower and 273 lb-ft of torque. Despite having more power than the V6 versions of the Ford Mustang and Dodge Challenger, the V6-powered cars will return 26 mpg on the highway.

Both the LS and LT models will ride on GM’s FE2 suspension.

The top-level SS will be motivated by a 6.2L V8. When coupled with the six-speed automatic transmission, the SS will be good for 400 horsepower and 395 lb-ft of torque, while opting for the manual gearbox will net an additional 22 horsepower, for a grand total of 422 horsepower and 408 lb-ft of torque. The V8 powered car will return about 23 mpg on the highway.

Other SS goodies will include four-piston Brembo brakes, a sportier FE3 suspension and Competitive/Sport modes for the car’s StabiliTrak stability control system, including launch control for manual SS models.

Of note, Edmunds reports that the Camaro SS lapped Germany’s Nürburgring in 8 minutes 20 seconds. While not as blistering as the Corvette ZR1’s 7:26.4 second lap, it still puts the Camaro in some pretty decent company, such as the E46 BMW M3. However, the Camaro SS’ little brother — the 2008 Cobalt SS — made its way around the Nürburgring in just 8:22.

An RS appearance package will be available on LT and SS models, and will include HID headlamps with with integrated halo ring feature, spoiler, specific taillamps and 20-inch wheels.

With four-wheel independent and StabiliTrak stability control standard, the Camaro will tip the scales at about 3,700 pounds, but is said to have a near ideal 52/48 weight distribution.

Although the V6 models will do battle with low-end Mustangs and Challengers, a turbocharged four-cylinder is still not out of the question. The automaker hopes to sell as many as 100,000 units annually.

Overall, the body shape looks very similar to the Camaro Concept. GM has added a B-pillar to the Camaro’s body structure for added strength. Otherwise, the car is virtually unchanged from the concept, as GM has promised.

Availability

Circle Monday, February 16, 2009 on your calendar as the date the new 2010 Camaros will start heading down the production line at the Oshawa plant in Ontario.

In actuality, this means it will more than likely be mid-March before you’ll be able to put your hands on one at a dealership. That puts Camaro availability about a year behind that of its nearest rival, the Dodge Challenger.

A few GM higher ups have stated that the General will start making Camaros in late 2008. That’s true, but, a little misleading. Salable, pilot build, Camaros will be the cars rolling down the line in late 2008. This run of cars will be given to engineers, execs and managers.

For those seeking a convertible Camaro, you’ll have to wait until Monday, December 7, 2009 — a little bit late for the 2009 convertible season in northern climates. Look for them to start showing up at dealers in late December or early January depending on where you are in the United States.

GM executives have publicly said Chevy expects to sell over 100,000 Camaros per year with pricing for the V6 model starting in the $20,000 range.

2009 Subaru WRX STI Spec-C Review

Just as we were wondering how you could possibly make the Subaru WRX STI a little more expensive, we get spy shots of a Spec C version testing at the Nürburgring. With our long-term STI ringing in near $38,000, we can only imagine what a special edition might cost.
For those who may not know, the Spec C has become a little tradition of Subaru’s. It’s an offering that’s never been available to us here in the U.S., although the optional package usually entails taking a standard STI and making a few small upgrades that really add up. Minor engine tweaks, an ECU tune, improved suspension, mild body modifications, big white wheels with sticky tires, huge brakes, and weight reduction usually make up the rally-inspired package, and we don’t expect much deviation from this formula for Subaru’s newest interpretation of the STI.

While the changes seen in these spy photos are very subtle, those evident definitely point toward this being a Spec C mule. First, notice the front brake calipers—they’re definitely larger than the existing STI’s and appear to be six-piston units, a trademark of the previous Spec C.

Also, this test car is rolling on big white wheels wrapped in what appear to be upgraded tires and there is a much altered diffuser in the rear. With the 2008 Subaru WRX STI already released and on sale, we’d say it’s very likely you’re looking at the middle stages of development for a new Spec C.

Subaru has not given us any hints that an American Spec C is on the way—but the fact Nissan has given us the GT-R for the first time gives us faint hope. But should the Japanese automaker give us a pleasant surprise, don’t expect to get into one for less than $40,000 based on the STI’s already frightening price.

The National Insurance Crime Bureau Report

The National Insurance Crime Bureau (NICB), which has been tracking stolen vehicle rates by state since 1985, released its annual report identifying the most stolen cars in 2007 earlier this week. Ahead of that report’s release, in the spring the group announced which American cities have the highest rates of car theft. Like everyone else, car thieves just love sunny California.

The NICB tracks metropolitan statistical areas for vehicle theft rates, determining them by the number of vehicle theft offenses per 100,000 habitants using the 2007 U.S. Census population estimates. Four of the top 10 cities for auto theft in 2007 are in California — and all four are in the top five, in fact.
Modesto, Calif., ranks at No. 1, with San Diego/Carlsbad/San Marcos in the third spot, Stockton in fourth and San Francisco/Oakland/Fremont in fifth place. The city in second place, the only one in the top five not in California, is Las Vegas/Paradise.

“One huge factor is that there are more vehicles in California than any other state, making it a target-rich environment to begin with,” says Frank Scafidi, NICB spokesman. “The proximity to international borders and seaports is also a factor. Both are widely used in the illegal exportation of stolen vehicles.”
But the main attractions are the car theft hot spots conveniently located near the Mexican border. A quick trip across and crooks can quickly unload stolen cars — or their parts — without hassle or question. That’s why Texas, New Mexico and Arizona are “all high-theft states” as well, Scafidi notes.

“There is a secondary market that is operating outside of the mainstream that buys and sells parts from stolen vehicles,” says Rod Davis, vice president of programs and services for the Council of the Better Business Bureau. “We don’t know how big this market is, but they are doing a lot of business in the border area. Chop shops in Mexico are more prevalent.”
That’s not to say car thieves don’t do the same sort of thing without crossing the border, but they have to know which auto service centers and garages will take stolen parts and vehicles without proof of ownership. If you take your car to a service center, keep in mind that all replacement parts should come with a warranty, and if they don’t, there is a chance you’re getting a stolen part, says Davis. Also, ask your service technician where the part was purchased.

“Legitimate garages have systems in place for getting parts from proper streams of commerce,” says Davis. “If it is not legitimate business and you are doing business there, then you are more likely to encourage stolen vehicle activity.”

There is a bright side to all this, however. Despite the prevalence of car theft in certain areas, there are early indications that motor vehicle thefts overall were down nearly 9 percent in 2007, compared with 2006, the NICB says. The final data will be released later this year.

2009 Mercedes-Benz SLK350 Review

See, now that Mercedes has made numerous changes to the SLK’s mechanical bits and interior quality, its biggest problem is its image. My friend Sarah said the SLK looked like a car for lawyers’ wives. My friend Scott, her boyfriend, said it made me look like the lawyer’s boyfriend. Ouch.

Potential image issues aside, I put 200 miles on the SLK350 in a few days, and wound up not tiring of it. Which is more than I can say about some other cute little convertibles I’ve driven in the last few weeks (Mazda’s MX-5 and Mini’s Cooper S convertible, to name just two). And the best parts of the SLK were things that I never expected: the engine and the steering.

First of all, Mercedes has installed its Direct-Steer System on the SLK. The idea behind this system is that the steering ratio should be relatively slow on-center to reduce dartiness, but should quicken as you turn the wheel further. Rather than going the BMW Active Steering route, which uses a computer to control the constantly varying steering ratio, Mercedes chose the right route: the Porsche way. In place of complex actuators, pumps, and computers, the Mercedes system requires no additional parts - the rack is designed to change to a quicker ratio after a certain amount of lock.

Unlike in the BMW models with Active Steering, where you’re always second-guessing what the result of your steering input will be, you don’t even notice the Mercedes system. You just notice that the SLK has fantastic on-center steering feel, tracks dead straight ahead even at triple-digit speeds, and then turns in progressively and quickly when the road twists. The system gives the SLK a feel of sportiness that it’s been missing since day one.

That second big fix is the engine. Turn the key, and the SLK350’s 3.5-liter V-6 will surprise you with its throaty exhaust note. Stomp on the gas, and you’ll be positively shocked. This is one of the best-sounding V-6 engines on sale today, if not the best. The new engine revs to 7200 rpm, and the seven-speed automatic bangs off quick shifts through closely spaced gears. I kept slowing down so I could floor it and hear the music again and again.

The new engine isn’t just all bark and no bite: horsepower has been increased by 32 compared to last year’s 3.5-liter. Producing an even 300 hp at 6500 rpm and 265 lb-ft at 4900, the SLK is seriously quick. Mercedes claims that it’ll hit 60 mph in 5.3 seconds, which is only four tenths slower than the V-8-powered SLK55 AMG. The V-6’s newfound thrust comes courtesy of a higher compression ratio (11.7:1), a new intake manifold, and modifications to the valvetrain. To sweeten the deal, the 350 actually gets better fuel economy than last year’s engine.

If there is one fault with the SLK350, it’s that it’s not available with a manual transmission. The base SLK300 is, though it’s considerably slower (228 hp, 221 lb-ft, 0-to-60 mph in 5.1 seconds), only revs to 6500 rpm, and doesn’t sound nearly as good.

The rest of the driving experience in the SLK is just as pleasant as its exhaust note: the suspension is taut but gives a surprisingly smooth ride at highway speeds. Handling is fairly neutral, and grip is prodigious. Brake feel is excellent, and cross-drilled rotors stay quiet all the time. The chassis is remarkably solid and free of scuttle shake. The transmission is only occasionally slow to react to sudden throttle inputs, and I was disappointed that the non-AMG SLK models lack a full manual mode.

The interior is finished with materials that are a quantum leap from the first SLK’s, and a medium-sized suitcase can fit in the trunk even with the top lowered. A simple mesh wind blocker stretches across the roll hoops, and combined with heated seats, a powerful heater, and the delectable Airscarf (which blows warm air on your neck), makes top-down Interstate-speed cruising comfortable even when it’s cold. In fact, even at speeds up to 120 mph, airflow is remarkably well controlled in the cabin with the top down.

Mercedes’ new, enhanced stereo system sounds fantastic, and the iPod integration works well. Unfortunately, the small screen on the dashboard appears to have the same resolution as a 1980s monochrome computer monitor. Thankfully, it can be switched off completely.

I wonder if some of the SLK’s target customers (those lawyers’ wives) will tire of the 350’s exhaust note, but I certainly wouldn’t. In fact, other than my friends’ accusations that I was that lawyer’s wife, I wouldn’t tire of the SLK at all. Hats off to Mercedes for turning the SLK into a real sports car. If it were available with a manual transmission, it would even give the Porsche Boxster a run for its money, and that’s high praise indeed.

General Motors will Collapse?

Reuters - General Motors Corp is not planning a sale of any of its brands other than the Hummer line of SUVs, GM’s North American sales chief said in an e-mail to the automaker’s U.S. dealers.

Mark LaNeve, GM’s vice president for North American sales and marketing, said none of GM’s brands other than Hummer were up for sale or being considered as candidates for closure, despite growing speculation to the contrary.

“I have been asked by the media if other brands were undergoing a similar strategic review. My answer then and now was the same — no,” LaNeve said in his e-mail.
LaNeve said GM’s dealers would be among the first to know if plans changed for any of the company’s eight auto brands.

“Similar to the Hummer situation we would communicate with you, our dealers, very early in the process if this was the case,” he said.

A GM spokesman said the message was meant to reassure the dealers.

“What prompted the letter was all of this speculation that we might be looking to phase out or reassess some of our brands,” GM spokesman Tom Wilkinson said.

Saturn, which has been named as one of the most likely brands for review by GM, has the right products in a market fast shifting away from trucks and SUVs, LaNeve said.

“A lot of dealers were concerned, so I think it was a very good thing for him to reassure dealers,” said one dealer who received the e-mail from LaNeve.

The No. 1 U.S. automaker has hired Citigroup Inc. to help review its options for the military-derived Hummer line, which it said is looking to sell or revamp.

Battered by tumbling demand for large trucks and SUVs since the spring, GM has announced deep cuts in truck production in recent weeks. Analysts are also expecting GM to take other steps to ride out a deepening industry downturn.

GM Chief Executive Rick Wagoner has said the automaker is working quickly to develop plans to cut costs and improve its cash position.

Porsche 911 GT2 Review

I felt like an Olympic skier or Iron Chef. But there was an element missing from the GT2 experience, a deficiency that niggled like a loose ski boot or a nicked Shun Santoku. Torque. As in instant-on shove. Porsche’s brilliant 3.6-liter boxer engine has too much boost and not enough low-end grunt. But isn’t perfection standard in a Porsche, especially for one that costs $197,000? Aesthetically, the GT2 is equally close to flawless. It’s no lime green Gallardo South Beach Stunta; the top-of-the-line 911 is more like the Armani-wearing MBA who heads to the gym after work. Witness the GT2’s curvaceous fender flares, ram-air equipped whale tail and fierce 19″ wheels. The “regular” speed bits from the Turbo keep the GT2 grounded in reality, especially when finished in Carrera white.

Too bad the GT2’s macho front clip’s smiley speed hole gives the uber-coupe a steroid-infused Pokemon-on-wheels persona. As the umpteenth Cayenne snout indicates, The Sultans of Stuttgart need to hire a designer with a talent for rhinoplasty, stat.

Inside, Porsche turned to Isaac Hayes’ suede-lined Superfly Caddy for inspiration. Decadent Alcantara is the dominating theme of this big-body Porker. Velvety goodness envelops everything: the wheel, shifter, seats and door panels are draped with the goods. The kids may cry pimp, but the GT2’s interior upgrades foreshadows the grippiness to come. The unique carbon fiber seat frames make for God-like thrones worthy of adolescent admiration.

Otherwise, the GT2 is your run of the mill Porsche 911, albeit one loaded-up with a decent BOSE blaster, straightforward satellite navigation and an insightful Sport Chronograph atop the dash. The integrated package- toy-laden, high dollar luxo-street whip seamlessly blended with a purpose built racer– extends and maintains Porsche’s rep as THE everyday supercar. Appearances do not deceive. The GT2’s easy action clutch, informative but effortless tiller and compassionate suspension tuning works wonders on the street. Road noise is minimal, even with barely legal Michelins underfoot. The ride’s so compliant that Porsche engineers obviously bribed the laws of physics with their PASM active suspension dampening. All of which translates into a trip to Costco with the almighty Camry’s spiritual blessings. That is, if you were so blasé about the affair.

Bring Zuffenhausen’s famous soldier to attention and things get serious.

The steering is the GT2’s trump card. As the speed increases, the helm transforms from tame to tango. While there’s nothing particularly wrong with the Turbo’s tiller, everything’s right with the GT2’s steering. Sublime is just a word. If you can’t feel exactly what the wheels are doing, check your arms for needle marks. Credit weight savings from the GT2’s rear wheel drive configuration.

Cornering is predictable to the limit– which you have no business breaching on a public road. The supple ride masks the GT2’s lack of appreciable body roll. Even with rear-wheel-only motivation, the Porker’s foot-long Michelin rubber has Quattro-esque stick. The GT2 rockets out of the hole like a drag star, holding your conscience in automotive arachibutyrophobia.

The launch is soft, but the tach jumps when the turbos kick out the jams. All wheel-drive be damned; a trip to sixty takes all of 3.6 seconds. Quick up shifts and the nicely spaced gearing keeps the GT2 in boost country, provided one’s state of mind is as track-ready as the car. And there’s no running out of breath to the (advertised) 204 mph top speed.

The GT2 absolutely begs to be driven faster, rewarding the driver with smooth throttle and steering inputs. Friction-friendly ceramic brake rotors ensure the same feeling, just in a different direction. Most importantly, in classic 911 fashion, the GT2 feels happy at any speed. This is classic Porsche engineering, something its Italian counterparts just don’t understand. And probably never will.

There’s no doubt the 911 family is a polished grouping, with the stones to justify its price tag. Expect for maybe its commander-in-chief. The sky-high GT2 begs the question: what’s in it for me?  The GT2’s exclusive titanium exhaust is a long-standing Z06 hallmark; its performance gain over the ultimate Chevy is mostly from super gooey tires. Plus, there’s no turbo lag with a 7.0-liter torque monster.

And, near Ferrari’s price point, paying 60 grand over a 911 Turbo for flared fenders, two fewer driven wheels and a modest power bump doesn’t jive. The comparable F430 amazes. 911 loyalists always counter with the magic Porsche factor: inspiring intangibles attributes that turn the faithful into blind worshipers, and everyone else into respectful admirers of limited production and fat fenders.

Then again, what’s wrong with that? Not much to me, since the 911 GT2 makes a strong case for less being (worth) more.

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