We're Moving (We've Moved)!

Hey Everyone!

Don't worry, Transmission Ambition hasn't disappeared. We've just moved to a full website located at http://www.transmissionambition.com/
You should definitely check it out, since there's a new test of the 2011 Mustang GT Convertible up, as well as a test of the 2010 Honda Civic Si. Following shortly will be a review of the 2011 Mustang V6, and likely the new V6 Camaro.

Wondering what's in store for auto shows in the near future? We'll be headed out to the New York International Auto Show for the press preview on April 20th and 21st! Expect some awesome pictures and stories of what cool celebs, concept cars, and auto industry execs show up this year. We may even have a guest appearance from a skilled cameraman, but that's still to be determined. As always, if you're looking for more info on any specific model or concept, ask us about it on the new site or on the Facebook fan page (http://www.facebook.com/pages/Transmission-Ambition/10150093813095587).

We'll catch you over at transmissionambition.com!

Some Say Honda Designer was (Ele)Mental

Just something quick to share with you all in the midst of quite a lot of detailed (and secretive) work here at Transmission Ambition...Honda will be discontinuing the Element model in 2011.

The Element, though it had some handy features (such as an interior that could be washed out with a hose in many areas), has been slowly dying out of the market for years. Small advertising campaigns such as those featuring "Gil the Crab" (http://www.youtube.com/watch?v=lhkAGfS__mk) were certainly entertaining for some, but they were produced a while ago, and couldn't boost Element sales enough for Honda to keep the Element in the lineup through 2011. Many readers have expressed a deep dislike for cars in the Element's class (especially the Scion xB and Chevrolet HHR), so this may be a small victory for some.

Top: Chevrolet HHR
Bottom: Scion xB

From Yay to Z

               Back at the beginning of the summer, I had the opportunity to test a 2007 Mustang GT, with a nice, torquey V8. In a video during the test, I made a statement about how I had driven a Nissan 350Z with similar horsepower, but that the Nissan’s torque deficit left it wanting when compared to the Mustang. I’d like to humbly rescind that statement about the torque.

               Thanks to Steve Colesworthy at Bommarito Nissan, I was recently able to test the newest iteration of the Z, which is called the 370Z. Figuring I’d be interested in a Z with Nissan’s brilliant new SynchroRev Match transmission (more about that later), I was told that the car I would be driving had been outfitted with the optional Sport Package. As the name suggests, the engine has been bumped from up to 3.7L from the 350Z’s 3.5L mill. As torque is generally proportional to displacement, I expected the Z’s engine to gain a few pound-feet. Oddly enough, the engine in the 350Z that I tested was capable of 274 lb-ft of torque, while this new, larger V6 puts out “only” 270 lb-ft of torque.  Though the torque stays in the same ballpark as that of the 350Z, horsepower has taken a welcome jump to 332, with a snarling monster making angry V6 noises in the exhaust system. Opt for the higher-performance NISMO variant, and you’ll pick up an additional 18 horsepower and 6 lb-ft of torque, bringing the horsepower total to a nice, round 350, and torque up to 276 lb-ft. Still wondering why the 370Z now qualifies as fast? The 0-60 dash has broken what I consider to be a substantial barrier; the wall where “pretty fast” cars turn into fast cars…that’s right, the 370Z now boasts a sub 5 second 0-60, with Car and Driver recording the sprint in 4.9 seconds.

               As most people know, straight line speed doesn’t really matter if you can’t turn. The folks over at Nissan have figured out a very effective way to manage weight distribution, which is an important factor in a car’s overall balance. A 50-50 front/rear split has long been considered ideal for optimal performance, but Nissan designers decided to go with 53 front, 47 rear. At first, this may seem slightly odd…worry not; there’s a plan. You don’t need perfect chassis balance when you’re parked, but when under heavy acceleration, the Z’s weight distribution swings to a nicely even 50-50 split, giving you maximum grip at all four tires.

A good sports car should always tell you what’s going on at pavement level; communicating any loss of grip through the transmission and steering wheel, as well as sending your precise controls accurately to the ground. A loose steering wheel or transmission can take a lot of fun out of the driving experience. The 350Z’s steering wheel was nice and tight, with no slack on center. The 370Z’s wheel manages to feel like a scalpel made of raw steak; it’s dead-on and perfectly precise while staying slightly heavy, with a pleasingly thick leather feel. The wheel is certainly a confidence-inspiring tool for carving up apexes, though these were few and far between on the Midwestern roads where I tested the Z.

The Z’s most exciting technological advancement is Nissan’s brilliant SynchroRev Match 6 speed manual transmission. Brilliant barely does the system justice; it makes the driver feel like a professional racing driver, but without resorting to the use of the now-extremely-ubiquitous (and often bland) paddle shifted automatics. During the drive, I found myself stuck behind a particularly slow Toyota Sienna that was going just slow enough to get my attention (probably around 27 in a 35). Not really looking to waste time behind it, I waited for a good stretch of dotted yellow lining, dropped down to second gear, grinned broadly as the Synchro Rev kicked in, and flew from 4,500 rpm to the screaming redline at 7,500 rpm…then I did it for the next few gears. Luckily, my conscience and a corner told me to slow down before I had explored all six ratios at my fingertips. So you’re still in control of a conventional 6-speed manual unit…until you hit the little button to the right of the leather-swathed shifter. Now, every time you downshift, an onboard computer takes into account the Z’s speed.  When the shifter notches past a specific point in the shift gate, the engine automatically blips up to the exact speed that you need to synchronize the engine speed, tires speed, and transmission speed without any jolt. The system gives you the ability to make perfectly smooth downshifts in any situation. That might not seem very important, but if you’re at the grip threshold on a fast corner, and your rough downshift technique breaks the rear-end loose, you’ll be in for a different kind of exciting. There’s really no beating this system, because people who know how to perform this method manually can do just that; SynchroRev Match can be turned on and off with the push of a button.

               Since this Z is the fastest model in history, isn’t it also fitting that it should look the best? Nissan clearly thought so, with an aggressively creased hood leading to a raked-back body that looks to be resting on its haunches, just waiting to pounce. There are subtle touches that you’ll notice around the car,  such as the illuminated ‘Z’ in the brushed-aluminum door sills, and the small Z emblems on the front quarter-panels. Standard HID headlights on all models are a nice touch, as are the lineup-standard W-rated tires. Inside, you’ll find that you pay the price for such a sleek looking exterior, with almost no over-the-shoulder visibility because of a very thick C-pillar. This can be obnoxious in heavy city traffic, but it isn’t unbearable, and the Z’s rearward visibility is still much better than that of the military-bunker-emulating Camaro. Of course, if you need more rear-ward vision for parking, you can spring for the optional rear-view camera and monitor, which are part of the Navigation package available on the Touring model.

 To take your mind off of the visibility issue, there are a number of unique features that you’ll notice inside the car.  You’ll find that the transmission tunnel has knee pads to comfortably hold your knees in place during heavy cornering. A gauge cluster with a tachometer in the middle is a welcome feature, allowing you to watch the road while keeping your peripheral vision on the revs. A glovebox, which was missing in the old 350Z, has found its way into the 370Z,  and makes the interior more travel-friendly.

There are a few features that I questioned on the Z, though they could just be personal preferences. I understand the allure of a Push Button Ignition on a car with an automatic, but why on a manual transmission car? What if your battery dies, and you really need to get somewhere? With a key, you can simply leave it in the “On” position, put the clutch in with the transmission in first gear, push the car up to maybe 5 mph, and drop the clutch. Congratulations, you’ve just started your car. While this isn’t recommended as a daily routine, it can be a nice to solve the dead-battery issue quickly when you’re in a hurry. I may be wrong, but I don’t think that this is possible with a Push Button Ignition car. Another interesting feature is the electronic trunk latch, which seemed a little iffy when it was first used (it took three tries to open). I know that it’s cool to hear an electronic whir with even the simplest car features, but there’s a point where I go with the “If it ain’t broke, don’t fix it” maxim.

For those of you who are thinking about looking at the new Z, you’re in for a treat. For those of you who aren’t, you should reconsider. The Z is a fantastic sports car that excels at being well-balanced. It’s a car that you could enjoy at the track, and then take on a road trip for a fun weekend. It won’t guzzle gas, and it won’t leave your back aching after any lengthy drive. Of course, it won’t destroy your wallet, either, since it starts at just $30,610.

I’d like to extend big thanks to Steve Colesworthy and Bommarito Nissan in Hazelwood, MO, for letting me drive such a fantastic machine. Bommarito Nissan has a loyal following of satisfied customers, and has received prestigious and highly-sought customer satisfaction awards. I’m not at all surprised, given the accommodating treatment that I received as a non-potential-buyer. Bommarito Nissan also sponsors the Gateway Z Club, which is an enthusiast club for all Z models, as well as select other high performance cars of Nissan descent, such as the Nissan GT-R, Infiniti G35, and Infiniti G37. The purchase of a 370Z gives you full access to the club for one year, and subsequent yearly charges are easily affordable. Mention this article if you stop by for a look at the Z, and you may be offered extra incentives.

Thanks for the read, and enjoy your Thanksgiving!

Wait, Weight, Don't Tell Me

              A few decades ago, people didn’t ask too much of cars. Cars fulfilled their roles as fine means of transportation, but they offered few technological options and advancements, and were quite ‘plain-Jane’ by today’s standards. American automakers such as Ford, GM, and Chrysler, had a long and glorious reign of power, but there were newcomers on the scene. Around the 60s, Datsun (discontinued, merged with Nissan) arrived to be part of the big picture, and was followed by other Japanese brands such as Toyota and Honda. Foreign automobiles were often inexpensive, but suffered at the hands of the public, mainly because of poor build quality. Early generation import cars had many issues; a ubiquitous complaint was rust, though domestic manufacturers dealt with frequent complaints as well.

               Let’s go back to Datsun, and have a look at the 1970 240Z. I’m interested in a few numbers; the pony count (which was roughly 150), the weight (which was roughly 2,400 lbs.), and the basic engine layout and displacement (it was a 2.4L inline-4). Though it has struggled over time, the Z is still being made today, although its evolution makes it difficult to relate to its older brother, the 240Z. Nissan, which is just Datsun with a different public image and name, now makes a sports car called the 370Z. Before the 370Z, the last model was the 350Z, which I had the pleasure of testing a few months ago. For the sake of comparison, we’ll use the 370Z’s numbers against those of the old 240Z. So what’s the weight of the 370Z? Closer to 3,300 lbs. The horsepower has shot up, too, to 332. Of course, even though new technology has made this kind of power available from a rather normal-sized engine, “normal-sized” has grown significantly for Japanese automakers since the era of the early Zs. Figure around 3.0L (Toyota’s fleet average) for the average mid-size car from Japan, with bigger engines in more luxurious or sporty models, and smaller engines in economy cars.  Ford is up slightly for average engine size, with some hefty base truck engines pulling up its 15 vehicle average to 3.5L.  For America, a fleet average of three and a half liters doesn’t sound like much, maybe because of the 427s (7.0L) and still-common 350s (5.7L) that produced this country’s horsepower for decades.

               Maybe you’re wondering “Why do all of these numbers matter?” Simply put, horsepower and weight are two very large determinants of a car’s performance. Engine displacement and weight are crucial figures when related to fuel economy. Lower weight will equal measurably better performance in almost all performance aspects, including fuel economy.  Still, why do these things matter? The average driver cares mainly about getting from point A to point B, and doesn’t necessarily need a sub 6 or 5 second zero to sixty dash. The problem lies in the fact that Americans can’t seem to decide what they want. When gas is expensive, hybrids and alternative fuel cars are what get the public into a buying frenzy. Knock fuel prices back down, and the public demand curve shifts back towards GM sport utes with 6.0L Vortec V8s, and fuel guzzling Toyota (yes, you read right, Toyota) Sequoias.

               A recent article on MSN posed a good question; what role will the subcompact car market play over the next decade or so? Unless U.S. gas prices rise to meet European gas prices (the equivalent of $5 to $9+ per gallon), demand for very small cars that average 40 mpg or more may grow stagnant. 

Regardless, you don't have to buy one of these to get good fuel economy, as I'll explain later...

               Back to American automotive indecisiveness. I very frequently hear people complain about how all carmakers have it wrong, and public demand isn’t listened to. Why can’t we just get our 60 mpg cars that seat 14 adults comfortably, and can run a Corvette-like quarter-mile times at the dragstrip? Well, for one thing, physics don't let massive hunks of metal do all that, generally. But another annoyingly clear point here is that automakers do listen to you. It’s pretty clear that they want to sell as much as they can to you, so they’ll do their utmost to create what you want. Some people will always be dissatisfied, but most rational people should be  able to find something that appeals to them in the massive selection that is available from a plethora of manufacturers. Let’s take an example of a brilliant car that really does nearly everything. The V6 Mustang has been the car to scoff at for most of its life. The GT models, with the V8 and rumbling American exhaust notes often garner the praise of the automotive world, but the V6 is for non-purists who only care about the looks. Whether or not those assumptions are true, they’ve changed with the 2011 Mustang. The Mustang now comes standard with a 3.7L V6, which pumps out a very impressive normally-aspirated 305 horsepower, and 280 lb.-ft of torque. The 2010 GT (with the aforementioned rumbley American V8) put out just 315 horsepower, and 325 lb-ft. of torque. The big number is, surprisingly enough, not exactly the power of the new base Mustang. The bigger surprise is the fuel economy that it manages; a whopping 31 miles per gallon on the highway. Now, that’s the EPA rating, but don’t think you can’t get more; Ford tested a V6 Mustang at the Bristol Motor Speedway on June 24^th, and averaged just over 48 mpg. The car was tested in very controlled conditions at the most fuel efficient speed possible, but the powerful 2011 Mustang V6 can probably manage closer to 40 mpg when driven conservatively on back roads. For something that can pull of the sprint to sixty in 5.1 seconds, that’s unheard of. All of these accomplishments almost outshine the fact that the Mustang is, as one Ford video advertisement says, the first car to have over 300 horsepower as well as over 30 mpg. Another key factor in the performance and fuel economy of this car is that it doesn’t weigh much by today’s vehicular standards. This is one special car, and I’m looking forward to the possibility of driving one sometime soon for a more detailed review (if Ford will get back to me).

               So, to sum up what I just said about the Mustang; yes, America, you can have it all. There are plenty of technically brilliant cars on the market, and all of them are there because of consumer demand…though I really want to know which consumers demanded cars like the Scion iQ, or the Kia Soul (there’s no legitimate excuse for wanting something that looks like either of those cars).

               The market will always change with fuel pricing and availability, but automakers will continue to listen. Ever heard anyone complain about the fact that their SUV weighs between 2 and 3 tons, and drinks gasoline like any famous heiress or Hollywood star drinks alcohol? That’s not primarily because of the automakers. Safety standards are ever-tightening the seat-belt on car companies, with roughly one more mandated airbag per knee per day. Oh, and that GPS unit that you may never need? It’s heavy. So is that glass sunroof. Trying to save weight by going with a convertible? Forget it; the average convertible weighs 200 pounds more than its coupe or sedan counterpart. All of the weight that’s ruining your dignity at the stoplight (and wallet at the pump) can be attributed to government folk with their safety standards, and you, the buyer. 

               
 

Catch the Hot Hatch

Buttery? Yup. Creamy? Sure. Muscular? Undoubtedly. Smooth? Like James Bond.

On their own, these words might sound a bit strange.  These are four words that come to mind when I try to explain the 2010 Volkswagen GTI. I’ll see if I can get the point across.

The Volkswagen Golf, which has been around in various guises since 1974, was the first truly successful car to follow the iconic VW Beetle. The GTI is Golf’s sporty little brother, and was born in 1976. It has also been a huge hit. When I say successful, I mean successful; the Golf is the world’s third best selling car, thanks to greatly varied selection of trims and models, as well as a stupendously long model run. Production passed 25 million units in 2007, and, as I was told by a VW representative, the GTI is always either first or second on VW’s current best-selling list.

               So what does it take for a company to sell roughly 750,000 cars per year for 33 years? VW’s GTI is a great answer to that question. The recipe, though in a constant state of evolution, has stayed fairly true to its roots over the years. The GTI has always been a sporty hatchback, but the engine has jumped from about 108 horsepower in 1976 to 200 horsepower for the 2010 model. Yes, the weight has jumped too, but that’s what you get for asking for such ridiculous extravagances as airbags, traction control, built in GPS systems, and moonroofs. You people…

The focus of the GTI, which is often praised by GTI lovers as the first car in the “hot hatch” segment, has always been nimble speed and fun in a reasonably practical design. In over three decades, some changes have come to the GTI; has it retained its original character?

               Alright, put the pencils down, history lesson’s over. The big question, at least for me, is often about how a car behaves when you take it out in the real world. Technical specifications are sometimes helpful indicators, and motor-heads generally lap them up like a kitten might drink warm milk. I’ll probably shoot a few numbers at you here and there, but from here on, it’s mostly experience speaking. And a healthy dose of prominently-planted right foot.

               Walk up to a Carbon Steel Gray Metallic GTI…and you’ll hate yourself for being so pretentious. We’ll call it gray, and try that again. Walk up to a gray GTI, and you’ll immediately notice a much more aggressively-styled front end. It’s more horizontally-oriented, with two, not-so-subtle red lines running above and below the classic VW logo. The headlights are interesting units, too, with a sort of stacked, two light orientation. The back end has been slightly restyled, and now has the dual exhaust pipes split in an appealing, left-and-right symmetrical manner. The taillights are now thinner, and more flatly-oriented than the previous gen (the Mk5) car’s taillights. This fits well with the horizontal front end. Aesthetically, everything seems more crisp, and a little less playful than the Mk5. The upshot of this is that the Mk6 also seems more grown up. The little guy just got Dockers, and he’s dressed to impress.

               Inside, you’ll be greeted by an initial blast of retro. Yes, the plaid seats of GTIs of yore are back, and they’re bad. Or are they? I can’t quite make up my mind, though plaid generally isn’t my style. Oh those Germans…if you spring for the authentically named “Autobahn package,” you’ll get some fancier sport seats in the front of the car, as well as a sunroof. The sunroof is different from conventional sunroofs because it uses a dial to allow the operator to get precise amounts of sunlight. If you’re picky, you’ll like this feature. There are features for everyone in the GTI’s well plaid out…sorry, well laid out interior. It’s plenty roomy, too; cargo space, front and rear legroom, and easily-reachable controls are on par with the rest of this little VW’s features. Close a door, and you’ll hear a confidence-inspiring level of deep yet muffled German THUNK. It’s just another way that the VW reminds you of its quality.

               Another awesome feature that I liked? The standard six-speed manual. Unless they’re stuck in a city, any real car enthusiast will generally take a manual transmission over what might otherwise be a “slushbox” automatic. The GTI actually has a very nice automatic DSG transmission with paddle shifters, quick shifts, and good overall refinery. Still, I’ll always take the manual transmission, and my GTI didn’t disappoint. The clutch is one of the best that I’ve ever used. It’s light enough, but provides fantastic feel, and ultra-linear engagement. The shifter was quite impressive as well. In my day-to-day driving, I don’t have the option of driving a car with a manual transmission. The Camaro SS, when I drove it, beat me until I was sore. I hoped it wasn’t just my driving, and I was right; I’ve seen complaints from owners to other car reviewers. The GTI was a willing and playful puppy to the pissed-off wounded elephant of a Camaro. Yeah, the Camaro is a fair bit faster, but which one would you rather spend the day with?

               The steering is precise and manageable at all speeds, and the bottom of the steering wheel is flat, for added legroom and that race-bred feel. The rest of the interior feels quite luxurious, with a touch-screen nav system and a 30GB hard drive for all the music you could want. Interior plastics are generally rare, and they don’t stand out as low-quality or harsh.

               Alright, now for the drive. Twist the switchblade-style key once it’s in the ignition, and the subdued growl of the turbocharged engine winds into life. Before the drive began, I was told by the VW rep that this car could get me a speeding ticket quickly. I scoffed, because my dad’s car is faster. Bad call. I don’t have official test equipment, but I do know that my dad’s car puts down good numbers when it comes to speed. The GTI, though slower on paper, will cannibalize its own tires in a cloud of acrid smoke at any speed in first gear. Get to second, and the GTI’s molten shoes hook up with the pavement, and launch you far away from wherever you were before the turbo boost hit. All of this is accompanied by a hint of turbo whine, and a refined engine note. At the top of the redline, the GTI only really tells you of its potential with the plaid imprints on your back from the seats. Yeah, it’s so fast that colors make patterns as they press you. Of course, you’ve just used only a third of the gears. On to third, and the acceleration is still quite strong. Wow, look at that…you’re doing somewhere between 70 and 90 miles per hour, so we won’t go into detail with fourth. Sixth gear is excellent for fuel economy, but gives very little thrust on the average back road.

               Straight line speed is clearly not a problem for the GTI, then. No surprise, I guess, for a car whose name can be rearranged to spell “GIT.”  After enjoying just a little more of that power on some back roads, I headed for the highway, enjoying the on-ramp excessively. The GTI is surprisingly muffled at speed, and it’s easy to have quiet conversations at 70. The off-ramp that I took a few miles later was more excitement than I bargained for. Having already chucked the GTI through some fast curves, I thought I had a pretty good idea of its turning capabilities. The GTI, with all of its cute retro-ness, had a surprise waiting for me. The sign for the off ramp said 25 miles per hour, and though I appreciated the suggestion, I thought the GTI could do a little better. Taking the exit, and doing…faster than 25, I started to turn with the ramp. The front end turned, but the back end decided to wait a while. I’m still not quite sure how, but the GTI, which is front-wheel-drive, went into a little drift before trying to bring the back end up and even with the front. Obviously, I wasn’t ecstatic about that idea, so I quelled it with a jab of throttle and a wheel twitch. No harm done, but the GTI proved that even one of the most driver-friendly fast cars out there will still bite back if you harass it too much.

               Thankfully, the brakes will haul you down from speed quickly, if you ever get into trouble, as I did for a moment.

               With a base price of under $25,000, the GTI is a great candidate for nearly any new car shopper’s list. It’s practical, liveable, and my favorite, lively. Really, there isn’t much it can’t do. Unless you’re “Octomom”, this car would probably make a great family car, too. There aren’t many cars that I’d just generally recommend to nearly anyone, but I feel pretty confident referring a friend to a car like the GTI. The numbers don’t lie; this thing sells for a reason. 

For those of you who have been searching for the numbers during this read, worry not, I haven't forgotten you. The engine is a 2.0L turbocharged inline four, and puts out a healthy 200 horsepower and 207 lb-ft. of torque. That torque is available through a large portion of the rev range, so it's a bit more potent than it may sound. Zero to sixty will pop up in between 6.5 and 7 seconds, depending on your choice of transmission. Curb weight for the three door model hovers around 3,000 lbs, with just over 3,100 lbs of pork for the five door model. Fuel economy ranges from low twenties to low thirties, depending on driving style and terrain. The reason these numbers aren't included in my review is this: the numbers just don't add up to how the GTI performs in the real world. The GTI is far better than it looks on paper. It's an overachiever.