Mitsubishi has a problem with its current lineup. Unless you're looking for a Lancer, your options are limited to the Galant mid-size sedan and the Endeavor and Outlander crossovers. Right now, the Galant is contemplating seppuku and the Endeavor hasn't been fully redesigned since it first went on sale back in 2003. The Outlander, however, has something positive to offer. It seats up to seven passengers (in a pinch), has been named an Insurance Institute for Highway Safety Top Safety Pick, and tops out at 28 miles per gallon on the highway.
Mitsubishi knows having just two competitive vehicles to choose from isn't enough to compete in an industry eager to fill every niche, and the company appears focused on evolving the two lone bright spots in its lineup. The Lancer has spawned many variants, the latest being the Lancer Sportback, a fun-to-drive wagon that doesn't step on the toes of the top-trim Lancer Evolution. The Outlander, meanwhile, recently gave its name to the smaller 2011 Mitsubishi Outlander Sport, a five-passenger crossover looking to make its mark in a currently crowded segment.
If the 2011 Mitsubishi Outlander Sport had a favorite song, it would be Sister Sledge's "We Are Family." There's no mistaking this CUV for anything other than a product from the diamond-star family. The gaping mouth and muscular haunches leave no doubt that the Outlander Sport got the "good genes" after a night of passion between a Lancer Evo and the larger Outlander. And despite sharing the name "Outlander" with its larger three-row brother, the Outlander Sport is its own vehicle, a compact crossover different in size, shape and demeanor.
Up front, for instance, a jet-fighter nose kicks off an aggressive forward-leaning stance. Sharply cut headlights dig into the face of the Outlander Sport while the roof line pulls tightly rearward along the 169.1-inch long body. That length is almost 15 inches shorter than the larger Outlander, despite the two crossovers sharing the exact same wheelbase and almost the same width. Like a Beverly Hills housewife with a face-lift, this look has to be done correctly or things can quickly turn into a cat-faced disaster. Fortunately, Mitsubishi's corporate face survived the transplant with nary a scar to show for it. A set of 10-spoke 18-inch alloy wheels wearing Goodyear Eagle 225 55R/18 rubber shoes also sit neatly below the ever-so-slightly bulging fenders. These larger wheels come standard on our SE tester, while 16-inchers are standard running gear for the lower-trim ES.
2011 Mitsubishi Outlander Sport SE AWC side view2011 Mitsubishi Outlander Sport SE AWC front view2011 Mitsubishi Outlander Sport SE AWC rear view
Inside, the Outlander Sport prefers muted tones, with dark plastic and black cloth the only interior color choices available. Fortunately, the controls are laid out in a simple manner, and we appreciate the climate controls relying on three traditional dials instead of being relegated only to touch-screen control. That screen is left to handle audio and navigation, which it does rather well being responsive to the touch with crips graphics. Pop into Reverse and you'll also get a nice view of what's going on behind the Outlander Sport thanks to the back-up camera that's bundled with the $2,000 nav system.
Unfortunately, laying down two grand for navigation also forces you to opt for the $1,800 Premium package that adds a panoramic glass roof, LED interior mood lighting, a Rockford-Fosgate sound system, Sirius satellite radio and an in-dash six-disc CD changer. All told, you're on the hook for almost $4,000 worth of options if you want the Outlander Sport to tell you where to go.
Sound from the optional Rockford-Fosgate audio system is pushed out to your ears courtesy of nine-speakers, a 10-inch subwoofer in the rear cargo area and 710 watts. Surprisingly balanced, this particular sound system has lost the overbearing bass that used to be a hallmark of Rockford-Fosgate systems.
If you plan on listening to your iPod, Mitsubishi also includes a connector that lets you control the device from the touch-screen or steering wheel-mounted controls. Annoyingly, however, the stereo takes about a minute to recognize the mp3 player each time you turn off the car, and once it does, playback starts from the first song on the unit. It's like teaching your dog to sit, and every time you turn around the pooch forgets where his butt goes. In a word: frustrating.
What's not frustrating is the level of supportive comfort provided by the front seats. Headroom is also a non-issue and visibility is great regardless of where you're looking. The cabin is relatively simple, aside from the touch-screen, but it works in the Outlander Sport's favor.
If you go for a base two-wheel-drive ES model, the Outlander Sport starts at just $19,275. Our all-wheel-drive SE model starts at $22,995 (plus $780 in destination charges), and thanks to a few of those aforementioned fixings reaches $28,570. The Outlander Sport AWD SE's base price, however, is below that of the Honda CR-V EX-L ($26,645), Hyundai Tucson Limited ($26,345) and Kia Sportage EX ($24,795). Equipped like this Outlander Sport, the Kia and the Hyundai are just a few dollar bills away from $30,000 and the Honda climbs past by a Benjamin. So paying over $28,000 for this compact crossover becomes a little more palatable when compared to more expensive competition, and it's made even more so once you raise the hood.
Pull the lever and prop up the sheet metal and you'll see a familiar 4B11 face smiling back at you. Used throughout the Mitsubishi lineup, this 2.0-liter inline four-cylinder engine produces 148 horsepower at 6,000 rpm and 145 pound-feet of torque at 4,200 rpm. That may not sound like much oomph to propel the all-wheel-drive Outlander Sport, but at just 3,263 pounds, it feels quicker than it should be.
The Outlander Sport isn't fast by any means, but the four-cylinder engine gets the job done while returning 24 miles per gallon around town and 29 mpg on the highway. Two-wheel-drive models do even better at 25 city/31 highway. By contrast, the 2011 Honda CR-V, Hyundai Tucson and Kia Sportage are 240, 103 and 92 pounds heavier, respectively. Each vehicle also produces more horsepower (32 hp for the Honda and 28 hp for the Kia/Hyundai) and torque (16 lb-ft for the Honda and 23 lb-ft for the Kia/Hyundai) yet return slightly worse fuel economy (21/27 for the Honda and 21/28 for the Kia/Hyundai).
It's not just the weight that helps the Mitsubishi Outlander Sport in the fuel-economy equation. Connected to that 2.0-liter engine is a Continuously Variable Transmission, or CVT, which can be manually "shifted" via a pair of steering wheel-mounted paddles. CVTs are notoriously buzzy contraptions, and the one employed in the Outlander Sport is no exception. Truth be told, the engine and transmission combination would be rather dull without those flippers for manually controlling the fun.
2011 Mitsubishi Outlander Sport rear 3/4 view
The Outlander Sport does have a few tricks up its sleeve besides being able to fake a gear shift. It handles surprisingly well for what's essentially a high-riding, tall-roof wagon. The brakes are quite responsive once you push past the first inch of light pedal travel, but over bumps, the tight Lancer-like suspension reveals some flaws in the Noise Vibration and Harshness department. There was some chatter inside the cabin of our test vehicle and, when rolled down a bit, the windows produced a slight rattle. We could chalk up the window rattle to press-car jitters, but the cabin chatter is probably there to stay.
Those problems aren't enough, however, to make us forget the sporty handling, accommodating interior and competitive pricing of the 2011 Mitsubishi Outlander Sport SE AWC. Will it become Mitsubishi's third bright spot behind the Lancer and Outlander? The company is crowing that 1,290 units of the Outlander Sport were sold last month. That's peanuts compared to the Honda CR-V, which sold over 19,000 units, but does represent nearly a fifth of the entire brand's sales. That's remarkable for a model only a few months old, and tells us that Mitsubishi is giving buyers exactly what they want.
Monday, March 28, 2011
Pics Aplenty: Audi R18 "Evolution 2" cars finish tests in U.S
Audi let its new diesel-powered R18 LMP1 enclosed prototype loose on the U.S. for the first time for testing over the four-day weekend surrounding the 12 Hours of Sebring. Audi tested both R18s, chassis 101 and 102, against an R15 for a control group. The first U.S tests garnered feedback from all 10 of Audi's factory drivers.
The tests put a beating on the R18s to make sure their aerodynamics, reliability and fuel economy all stacked up to the standards set by the previous generations of Audi's diesel LeMans prototypes.
Their next stop is Ingolstadt to be fully disassembled and checked out, before being shipped to LeMans for the 24-hour race in June. Trust us, you owe it to yourself to see the images below in their full high-res glory.
[Source: Audi]
The tests put a beating on the R18s to make sure their aerodynamics, reliability and fuel economy all stacked up to the standards set by the previous generations of Audi's diesel LeMans prototypes.
Their next stop is Ingolstadt to be fully disassembled and checked out, before being shipped to LeMans for the 24-hour race in June. Trust us, you owe it to yourself to see the images below in their full high-res glory.
[Source: Audi]
2012 Nissan GT-R cracks its previous record on the Nürburgring
Here's a video showing the 2012 Nissan GT-R cracking its old record on the Nürburgring-Nordschliefe track.
Unfortunately, the video is in Japanese but we do get to see all 7 minutes and 24.22 seconds of the GT-R's track run from inside the cabin. That time is still slower Porsche's 911 GT2 RS, which comes in at 7m and 18 seconds according to Porsche.
The 2012 Nissan GT-R comes with a twin-turbo 3.8-liter V6 engine with an output of 530 hp (395 kW / 537 PS) and 488 lb-ft (661 Nm) of torque. It does the 0 to 100 km/h in 3 seconds flat. Though, some may need the help of its launch control R-Mode Start Function (LC4 R35) to achieve that.
The 2012 GT-R beats the 2011's track time of 7 minutes 26.7 seconds by almost 2.5 seconds and its sure grip on the track is a testament to its all-wheel drive system. The GT-R's chief designer Kazutoshi Mizuno makes an appearance in the video too. He should be proud of his achievement
Source: Nissan via MotorAuthority
Unfortunately, the video is in Japanese but we do get to see all 7 minutes and 24.22 seconds of the GT-R's track run from inside the cabin. That time is still slower Porsche's 911 GT2 RS, which comes in at 7m and 18 seconds according to Porsche.
The 2012 Nissan GT-R comes with a twin-turbo 3.8-liter V6 engine with an output of 530 hp (395 kW / 537 PS) and 488 lb-ft (661 Nm) of torque. It does the 0 to 100 km/h in 3 seconds flat. Though, some may need the help of its launch control R-Mode Start Function (LC4 R35) to achieve that.
The 2012 GT-R beats the 2011's track time of 7 minutes 26.7 seconds by almost 2.5 seconds and its sure grip on the track is a testament to its all-wheel drive system. The GT-R's chief designer Kazutoshi Mizuno makes an appearance in the video too. He should be proud of his achievement
Source: Nissan via MotorAuthority
Review: 2011 Mitsubishi Outlander Sport SE AWC
2011 Mitsubishi Outlander Sport SE AWC
2011 Mitsubishi Outlander Sport SE AWC - Click above for high-res image gallery
Mitsubishi has a problem with its current lineup. Unless you're looking for a Lancer, your options are limited to the Galant mid-size sedan and the Endeavor and Outlander crossovers. Right now, the Galant is contemplating seppuku and the Endeavor hasn't been fully redesigned since it first went on sale back in 2003. The Outlander, however, has something positive to offer. It seats up to seven passengers (in a pinch), has been named an Insurance Institute for Highway Safety Top Safety Pick, and tops out at 28 miles per gallon on the highway.
Mitsubishi knows having just two competitive vehicles to choose from isn't enough to compete in an industry eager to fill every niche, and the company appears focused on evolving the two lone bright spots in its lineup. The Lancer has spawned many variants, the latest being the Lancer Sportback, a fun-to-drive wagon that doesn't step on the toes of the top-trim Lancer Evolution. The Outlander, meanwhile, recently gave its name to the smaller 2011 Mitsubishi Outlander Sport, a five-passenger crossover looking to make its mark in a currently crowded segment.
If the 2011 Mitsubishi Outlander Sport had a favorite song, it would be Sister Sledge's "We Are Family." There's no mistaking this CUV for anything other than a product from the diamond-star family. The gaping mouth and muscular haunches leave no doubt that the Outlander Sport got the "good genes" after a night of passion between a Lancer Evo and the larger Outlander. And despite sharing the name "Outlander" with its larger three-row brother, the Outlander Sport is its own vehicle, a compact crossover different in size, shape and demeanor.
Up front, for instance, a jet-fighter nose kicks off an aggressive forward-leaning stance. Sharply cut headlights dig into the face of the Outlander Sport while the roof line pulls tightly rearward along the 169.1-inch long body. That length is almost 15 inches shorter than the larger Outlander, despite the two crossovers sharing the exact same wheelbase and almost the same width. Like a Beverly Hills housewife with a face-lift, this look has to be done correctly or things can quickly turn into a cat-faced disaster. Fortunately, Mitsubishi's corporate face survived the transplant with nary a scar to show for it. A set of 10-spoke 18-inch alloy wheels wearing Goodyear Eagle 225 55R/18 rubber shoes also sit neatly below the ever-so-slightly bulging fenders. These larger wheels come standard on our SE tester, while 16-inchers are standard running gear for the lower-trim ES.
Inside, the Outlander Sport prefers muted tones, with dark plastic and black cloth the only interior color choices available. Fortunately, the controls are laid out in a simple manner, and we appreciate the climate controls relying on three traditional dials instead of being relegated only to touch-screen control. That screen is left to handle audio and navigation, which it does rather well being responsive to the touch with crips graphics. Pop into Reverse and you'll also get a nice view of what's going on behind the Outlander Sport thanks to the back-up camera that's bundled with the $2,000 nav system.
Unfortunately, laying down two grand for navigation also forces you to opt for the $1,800 Premium package that adds a panoramic glass roof, LED interior mood lighting, a Rockford-Fosgate sound system, Sirius satellite radio and an in-dash six-disc CD changer. All told, you're on the hook for almost $4,000 worth of options if you want the Outlander Sport to tell you where to go.
2011 Mitsubishi Outlander Sport SE AWC interior2011 Mitsubishi Outlander Sport SE AWC front seats2011 Mitsubishi Outlander Sport SE AWC paddle shifter2011 Mitsubishi Outlander Sport SE AWC tachometer
Sound from the optional Rockford-Fosgate audio system is pushed out to your ears courtesy of nine-speakers, a 10-inch subwoofer in the rear cargo area and 710 watts. Surprisingly balanced, this particular sound system has lost the overbearing bass that used to be a hallmark of Rockford-Fosgate systems.
If you plan on listening to your iPod, Mitsubishi also includes a connector that lets you control the device from the touch-screen or steering wheel-mounted controls. Annoyingly, however, the stereo takes about a minute to recognize the mp3 player each time you turn off the car, and once it does, playback starts from the first song on the unit. It's like teaching your dog to sit, and every time you turn around the pooch forgets where his butt goes. In a word: frustrating.
What's not frustrating is the level of supportive comfort provided by the front seats. Headroom is also a non-issue and visibility is great regardless of where you're looking. The cabin is relatively simple, aside from the touch-screen, but it works in the Outlander Sport's favor.
If you go for a base two-wheel-drive ES model, the Outlander Sport starts at just $19,275. Our all-wheel-drive SE model starts at $22,995 (plus $780 in destination charges), and thanks to a few of those aforementioned fixings reaches $28,570. The Outlander Sport AWD SE's base price, however, is below that of the Honda CR-V EX-L ($26,645), Hyundai Tucson Limited ($26,345) and Kia Sportage EX ($24,795). Equipped like this Outlander Sport, the Kia and the Hyundai are just a few dollar bills away from $30,000 and the Honda climbs past by a Benjamin. So paying over $28,000 for this compact crossover becomes a little more palatable when compared to more expensive competition, and it's made even more so once you raise the hood.
Pull the lever and prop up the sheet metal and you'll see a familiar 4B11 face smiling back at you. Used throughout the Mitsubishi lineup, this 2.0-liter inline four-cylinder engine produces 148 horsepower at 6,000 rpm and 145 pound-feet of torque at 4,200 rpm. That may not sound like much oomph to propel the all-wheel-drive Outlander Sport, but at just 3,263 pounds, it feels quicker than it should be.
2011 Mitsubishi Outlander Sport SE AWC engine
The Outlander Sport isn't fast by any means, but the four-cylinder engine gets the job done while returning 24 miles per gallon around town and 29 mpg on the highway. Two-wheel-drive models do even better at 25 city/31 highway. By contrast, the 2011 Honda CR-V, Hyundai Tucson and Kia Sportage are 240, 103 and 92 pounds heavier, respectively. Each vehicle also produces more horsepower (32 hp for the Honda and 28 hp for the Kia/Hyundai) and torque (16 lb-ft for the Honda and 23 lb-ft for the Kia/Hyundai) yet return slightly worse fuel economy (21/27 for the Honda and 21/28 for the Kia/Hyundai).
It's not just the weight that helps the Mitsubishi Outlander Sport in the fuel-economy equation. Connected to that 2.0-liter engine is a Continuously Variable Transmission, or CVT, which can be manually "shifted" via a pair of steering wheel-mounted paddles. CVTs are notoriously buzzy contraptions, and the one employed in the Outlander Sport is no exception. Truth be told, the engine and transmission combination would be rather dull without those flippers for manually controlling the fun.
2011 Mitsubishi Outlander Sport rear 3/4 view
The Outlander Sport does have a few tricks up its sleeve besides being able to fake a gear shift. It handles surprisingly well for what's essentially a high-riding, tall-roof wagon. The brakes are quite responsive once you push past the first inch of light pedal travel, but over bumps, the tight Lancer-like suspension reveals some flaws in the Noise Vibration and Harshness department. There was some chatter inside the cabin of our test vehicle and, when rolled down a bit, the windows produced a slight rattle. We could chalk up the window rattle to press-car jitters, but the cabin chatter is probably there to stay.
Those problems aren't enough, however, to make us forget the sporty handling, accommodating interior and competitive pricing of the 2011 Mitsubishi Outlander Sport SE AWC. Will it become Mitsubishi's third bright spot behind the Lancer and Outlander? The company is crowing that 1,290 units of the Outlander Sport were sold last month. That's peanuts compared to the Honda CR-V, which sold over 19,000 units, but does represent nearly a fifth of the entire brand's sales. That's remarkable for a model only a few months old, and tells us that Mitsubishi is giving buyers exactly what they want.
2011 Mitsubishi Outlander Sport SE AWC - Click above for high-res image gallery
Mitsubishi has a problem with its current lineup. Unless you're looking for a Lancer, your options are limited to the Galant mid-size sedan and the Endeavor and Outlander crossovers. Right now, the Galant is contemplating seppuku and the Endeavor hasn't been fully redesigned since it first went on sale back in 2003. The Outlander, however, has something positive to offer. It seats up to seven passengers (in a pinch), has been named an Insurance Institute for Highway Safety Top Safety Pick, and tops out at 28 miles per gallon on the highway.
Mitsubishi knows having just two competitive vehicles to choose from isn't enough to compete in an industry eager to fill every niche, and the company appears focused on evolving the two lone bright spots in its lineup. The Lancer has spawned many variants, the latest being the Lancer Sportback, a fun-to-drive wagon that doesn't step on the toes of the top-trim Lancer Evolution. The Outlander, meanwhile, recently gave its name to the smaller 2011 Mitsubishi Outlander Sport, a five-passenger crossover looking to make its mark in a currently crowded segment.
If the 2011 Mitsubishi Outlander Sport had a favorite song, it would be Sister Sledge's "We Are Family." There's no mistaking this CUV for anything other than a product from the diamond-star family. The gaping mouth and muscular haunches leave no doubt that the Outlander Sport got the "good genes" after a night of passion between a Lancer Evo and the larger Outlander. And despite sharing the name "Outlander" with its larger three-row brother, the Outlander Sport is its own vehicle, a compact crossover different in size, shape and demeanor.
Up front, for instance, a jet-fighter nose kicks off an aggressive forward-leaning stance. Sharply cut headlights dig into the face of the Outlander Sport while the roof line pulls tightly rearward along the 169.1-inch long body. That length is almost 15 inches shorter than the larger Outlander, despite the two crossovers sharing the exact same wheelbase and almost the same width. Like a Beverly Hills housewife with a face-lift, this look has to be done correctly or things can quickly turn into a cat-faced disaster. Fortunately, Mitsubishi's corporate face survived the transplant with nary a scar to show for it. A set of 10-spoke 18-inch alloy wheels wearing Goodyear Eagle 225 55R/18 rubber shoes also sit neatly below the ever-so-slightly bulging fenders. These larger wheels come standard on our SE tester, while 16-inchers are standard running gear for the lower-trim ES.
Inside, the Outlander Sport prefers muted tones, with dark plastic and black cloth the only interior color choices available. Fortunately, the controls are laid out in a simple manner, and we appreciate the climate controls relying on three traditional dials instead of being relegated only to touch-screen control. That screen is left to handle audio and navigation, which it does rather well being responsive to the touch with crips graphics. Pop into Reverse and you'll also get a nice view of what's going on behind the Outlander Sport thanks to the back-up camera that's bundled with the $2,000 nav system.
Unfortunately, laying down two grand for navigation also forces you to opt for the $1,800 Premium package that adds a panoramic glass roof, LED interior mood lighting, a Rockford-Fosgate sound system, Sirius satellite radio and an in-dash six-disc CD changer. All told, you're on the hook for almost $4,000 worth of options if you want the Outlander Sport to tell you where to go.
2011 Mitsubishi Outlander Sport SE AWC interior2011 Mitsubishi Outlander Sport SE AWC front seats2011 Mitsubishi Outlander Sport SE AWC paddle shifter2011 Mitsubishi Outlander Sport SE AWC tachometer
Sound from the optional Rockford-Fosgate audio system is pushed out to your ears courtesy of nine-speakers, a 10-inch subwoofer in the rear cargo area and 710 watts. Surprisingly balanced, this particular sound system has lost the overbearing bass that used to be a hallmark of Rockford-Fosgate systems.
If you plan on listening to your iPod, Mitsubishi also includes a connector that lets you control the device from the touch-screen or steering wheel-mounted controls. Annoyingly, however, the stereo takes about a minute to recognize the mp3 player each time you turn off the car, and once it does, playback starts from the first song on the unit. It's like teaching your dog to sit, and every time you turn around the pooch forgets where his butt goes. In a word: frustrating.
What's not frustrating is the level of supportive comfort provided by the front seats. Headroom is also a non-issue and visibility is great regardless of where you're looking. The cabin is relatively simple, aside from the touch-screen, but it works in the Outlander Sport's favor.
If you go for a base two-wheel-drive ES model, the Outlander Sport starts at just $19,275. Our all-wheel-drive SE model starts at $22,995 (plus $780 in destination charges), and thanks to a few of those aforementioned fixings reaches $28,570. The Outlander Sport AWD SE's base price, however, is below that of the Honda CR-V EX-L ($26,645), Hyundai Tucson Limited ($26,345) and Kia Sportage EX ($24,795). Equipped like this Outlander Sport, the Kia and the Hyundai are just a few dollar bills away from $30,000 and the Honda climbs past by a Benjamin. So paying over $28,000 for this compact crossover becomes a little more palatable when compared to more expensive competition, and it's made even more so once you raise the hood.
Pull the lever and prop up the sheet metal and you'll see a familiar 4B11 face smiling back at you. Used throughout the Mitsubishi lineup, this 2.0-liter inline four-cylinder engine produces 148 horsepower at 6,000 rpm and 145 pound-feet of torque at 4,200 rpm. That may not sound like much oomph to propel the all-wheel-drive Outlander Sport, but at just 3,263 pounds, it feels quicker than it should be.
2011 Mitsubishi Outlander Sport SE AWC engine
The Outlander Sport isn't fast by any means, but the four-cylinder engine gets the job done while returning 24 miles per gallon around town and 29 mpg on the highway. Two-wheel-drive models do even better at 25 city/31 highway. By contrast, the 2011 Honda CR-V, Hyundai Tucson and Kia Sportage are 240, 103 and 92 pounds heavier, respectively. Each vehicle also produces more horsepower (32 hp for the Honda and 28 hp for the Kia/Hyundai) and torque (16 lb-ft for the Honda and 23 lb-ft for the Kia/Hyundai) yet return slightly worse fuel economy (21/27 for the Honda and 21/28 for the Kia/Hyundai).
It's not just the weight that helps the Mitsubishi Outlander Sport in the fuel-economy equation. Connected to that 2.0-liter engine is a Continuously Variable Transmission, or CVT, which can be manually "shifted" via a pair of steering wheel-mounted paddles. CVTs are notoriously buzzy contraptions, and the one employed in the Outlander Sport is no exception. Truth be told, the engine and transmission combination would be rather dull without those flippers for manually controlling the fun.
2011 Mitsubishi Outlander Sport rear 3/4 view
The Outlander Sport does have a few tricks up its sleeve besides being able to fake a gear shift. It handles surprisingly well for what's essentially a high-riding, tall-roof wagon. The brakes are quite responsive once you push past the first inch of light pedal travel, but over bumps, the tight Lancer-like suspension reveals some flaws in the Noise Vibration and Harshness department. There was some chatter inside the cabin of our test vehicle and, when rolled down a bit, the windows produced a slight rattle. We could chalk up the window rattle to press-car jitters, but the cabin chatter is probably there to stay.
Those problems aren't enough, however, to make us forget the sporty handling, accommodating interior and competitive pricing of the 2011 Mitsubishi Outlander Sport SE AWC. Will it become Mitsubishi's third bright spot behind the Lancer and Outlander? The company is crowing that 1,290 units of the Outlander Sport were sold last month. That's peanuts compared to the Honda CR-V, which sold over 19,000 units, but does represent nearly a fifth of the entire brand's sales. That's remarkable for a model only a few months old, and tells us that Mitsubishi is giving buyers exactly what they want.
Tuesday, March 15, 2011
First Drive: 2011 Aston Martin V8 Vantage S
Nestled in a secluded valley in the south of Spain is the Ascari Race Resort. Celebrated as one of the world's most beautiful tracks, the private 3.2-mile ribbon of perfectly smooth blacktop challenges drivers with 26 corners, 10-degree climbs and 18-degree banks as it weaves through the mature oak trees that dot the landscape. Named after Alberto Ascari, the first double world Formula 1 champion, the well-manicured decade-old venue is the type of circuit enthusiasts fantasize about.
Our private shuttle takes us through the manned guard gate towards the main clubhouse. As we round the corner, and head down the shallow hill, the sun reflects off something in the distance. Parked in the paddock are a dozen glistening sports cars – some coupes, some roadsters – each still dripping wet from the overnight shower that leaves the air fresh and crisp. The vehicles, the latest offering from Aston Martin, are the enthusiast-targeted Vantage S Coupe and Roadster.
Nine times zones from home with jet lag extinguished by a morning café grande, I figure it is time to get behind the wheel. Only one thing is more enjoyable than driving the new Aston Martin Vantage S through the mountains of Spain – spending a long afternoon with the sports cars on the wide-open Ascari race circuit.
The Aston Martin Vantage secured its position as the automaker's sportiest model when it was introduced at the 2005 Geneva Motor Show for the 2006 model year. Like the DB9, the then-new two-door utilized the now common VH Architecture (the chassis is constructed with extruded and bonded aluminum panels). Today, the platform is also shared with the DBS and Rapide.
The four basic body styles in the Aston Martin lineup have much in common, but the Vantage holds the trump card when it comes to handling. Unlike its architecture-sharing siblings, the Vantage is shorter by a foot and its wheelbase undercuts the others by nearly six inches – the reduction in overall size translates to a lighter curb weight (3,549 pounds Coupe, 3,726 pounds Roadster) and greatly improved handling.
Aston Martin offers its Vantage in a dozen flavors these days, from the entry-level V8 Vantage Coupe ($120,350) to the flagship V12 Vantage Carbon Black ($194,995). Following on the heels of the limited-edition sport-tuned V8 Vantage N420 models, introduced less than a year ago, are two new models both wearing the automakers coveted 'S' badge - the 2011 Vantage S Coupe and 2011 Vantage S Roadster.
2011 Aston Martin V8 Vantage S side view2011 Aston Martin V8 Vantage S front view2011 Aston Martin V8 Vantage S rear view
While their aluminum platforms are virtually identical to the standard coupe and roadster models, the British automaker is targeting driving enthusiasts with these heavily upgraded Vantage S variants. Under the hood of each is a specially-tuned version of the familiar all-alloy 4.7-liter V8. Fitted with an adjustable air intake (engineered to open nearly unrestricted at 3,500 rpm), more aggressive spark mapping and the ability to take advantage of higher octane fuel, the engine delivers 430 horsepower at 7,200 rpm and 361 pound-feet of torque at 5,000 rpm (its power rating tops the N420's output by about ten horsepower). We estimate the Vantage S will hit 60 mph in about 4.5 seconds (Aston Martin lists the maximum speed at 189 mph).
The Vantage S also boasts a new transmission. The six-speed Sportshift gearbox (a single-clutch automated manual transmission) fitted to the standard Vantage models and the N420 has been superseded by Aston Martin's all-new seven-speed Sportshift II. While it remains a single-clutch automated manual transmission (rumor has it a dual-clutch unit won't fit), Sportshift II is 52 pounds lighter than Sportshift I. Plus, it is at least 100 pounds lighter than a dual-clutch transmission, reports Aston. Specifically designed with the performance of the V8 Vantage S in mind, the transmission is engineered to operate automatically in Drive mode, or to be manually commanded via column-mounted magnesium shift paddles (the new transmission is reportedly able to select gears 20 percent faster than the older gearbox, in both modes). The rear-mounted gearbox is also now air-cooled, not oil-cooled like its predecessor, helping to shed an oil pump and other unnecessary ancillaries.
2011 Aston Martin V8 Vantage S engine
The exhaust system is also unique to the V8 Vantage S (it shares some commonality with the aggressive muffler system used on the V12 Vantage). Its overall capacity is larger, and the bypass valves are engineered to open earlier in the rev range to produce a throatier sound and more "crackle on the overrun," says the automaker.
The steering rack has been modified with a quicker ratio (now 15:1, as compared to 17:1 on the standard Vantage models), dropping the number of wheel turns (lock-to-lock) down to just 2.62. The suspension has also been overhauled with retuned passive damper valves, revised rear spring coil rates and revised bump stop rates and lengths.
The braking system delivers more stopping power, thanks to larger 15-inch slotted front rotors with six-piston calipers. While their overall diameter has increased over the standard Vantage, their weight has done just the opposite (credit an innovative two-piece system that uses a lightweight aluminum hub with a durable iron braking surface). The rear 13-inch rotors are cast iron, with four-piston calipers. The braking software has been refined to take advantage of existing brake-related systems (ABS, electronic Brake Force Distribution, Traction Control and Positive Torque Control), and the three-mode Dynamic Stability Control has been specially calibrated for its new enthusiast-tuned role. The Vantage S is also the first Aston Martin to be configured with Hill Start Assist (the brakes are automatically used to hold the vehicle stationary on a steep grade for two seconds, or until the accelerator is pressed).
2011 Aston Martin V8 Vantage S side detail
Visually differentiating the Vantage S from its other siblings, Aston Martin has resculpted the front bumper and added a carbon fiber lower front splitter (its larger intake channels more air to the engine and brakes). There are larger side sills with styling derived from the GT4 race car, and a new carbon-fiber rear diffuser. Lastly, the rear decklid features the slightly raised "flip" shared with the V12 Vantage. All of the design elements contribute to lowering the coefficient of lift and drag, thus increasing high speed stability.
The wheels are also unique to the Vantage S lineup. Standard fitment is 19-inch "V-spoke" cast aluminum alloys, wrapped in Bridgestone Potenza RE050 performance tires (245/40R19 in the front and 285/35R19 in the rear - the rears on the Vantage S are 10 mm wider out back when compared to the standard Vantage). Forged 10-spoke aluminum alloy wheels, saving additional unsprung weight, are optional.
2011 Aston Martin V8 Vantage S exhaust system2011 Aston Martin V8 Vantage S wheel
A glance at the interior reveals that it, too, has its own unique look. The cabin has been upgraded with distinctive three-track stitching on the door panels and seats (Aston Martin says the design element "echoes the gills of a shark"). The steering wheel can be covered in Obsidian Black leather (or Alcantara) with matching or contrasting stitching and there is an option to specify a Piano Black package, complete with a piano black center console, door handle surrounds and handles. The option list for both Vantage S models reads nearly identical to the other Aston Martin siblings, whether one is seeking a 1000-watt Bang & Olufsen BeoSound audio system, satellite radio upgrade or a boot-mounted umbrella. Track junkies overseas will want to opt for the extra-cost carbon-fiber and Kevlar bucket sport seats, with soft leather faces, saving nearly 40 pounds of weight (sadly, the DOT won't certify them for the States).
Aston Martin is offering the 2011 Vantage S in two body styles. The standard V8 Vantage S Coupe (with mandatory Sportshift transmission), starts with a base price of $138,000. The V8 Vantage S Roadster with a power-operated soft top (also only fitted with Sportshift) will set you back $151,000. The pricing puts the two new models comfortably mid-pack in the Vantage lineup. (All pricing includes gas guzzler tax, but exclude the $1,615 fee for delivery and destination.)
2011 Aston Martin V8 Vantage S interior2011 Aston Martin V8 Vantage S interior2011 Aston Martin V8 Vantage S door trim2011 Aston Martin V8 Vantage S instrument panel
By luck of the draw, I'm on the track in the first round. My fortune is short-lived, however, as I quickly realize my dallying in the heated lounge has cost me first choice of vehicles – I'm left holding the glass key to a bright blue right-hand-drive model. The minor annoyance accepted, my six-foot, two-inch frame settles comfortably into the optional sport seats (as mentioned, the nice carbon/Kevlar buckets won't be offered in the States). Strapped in place with the standard three–point belts, I slide the white open-face helmet over my skull. I have plenty of wiggle room.
The new Sportshift II, like its predecessor, doesn't have a traditional PRNDL gate on the lower console. Instead, there are four round buttons ("Sport," "R," "N" and "D") high on the center stack. The Vantage S, like all Aston Martins these days, is started with the signature key held in place for a few seconds. The V8 fires over and settles to a tempered growl. I step on the brake and tap the "D" button, followed immediately by the "Sport" button – it electronically changes transmission maps so the new gearbox will shift more rapidly and hold each gear longer through the counterclockwise sweep of the tachometer. The sport mode also alters the flapper in the exhaust to give it a more aggressive note.
2011 Aston Martin V8 Vantage S on track
With an open track beaconing, and a flagman waving a bandera verde, I bury my right foot on the metal accelerator pedal. There is a very reassuring growl from the ass-end of the coupe as the 4.7-liter forces me back into the seat.
It takes about three full laps of the 3.1-mile circuit before I am comfortable with the layout. There are twenty-six corners, so much of the orientation is spent memorizing entry points (speed will come). With most committed to my internal RAM, I increase my velocity gradually. I immediately find the Vantage S very docile - it is nearly perfectly balanced (49:51 front to rear) and the steering is nicely weighed. I'm pleasantly surprised.
After ten minutes, I'm starting to really enjoy things. The Bridgestone Potenza tires are getting some good heat into them, as are the brakes. I push harder. At about eight-tenths, the Vantage S transforms from being a street car on a track to a showroom-ready racer. The back end starts to break free if power is applied on a lightened rear end (easily corrected with some opposite steering input) and a bit of understeer in the sharper corners becomes an issue. It's time to crank things up.
2011 Aston Martin V8 Vantage S on track
At nine-tenths, I'm grinning ear-to-ear. Diving into the hairpin corners, I use trail braking to help rotate the Vantage S (masking much of the understeer). Body roll is minimal, and there is plenty of low-end torque to control rotation and bring the coupe back to speed upon exit. The width of the Vantage requires some caution in the tighter areas (unless you enjoy unsettling impacts with curbs), but nothing overly distracting. That same low stance does contribute to ample, and welcomed, grip on the small and medium-size corners. On the larger sweepers, I find it easiest to keep my foot down until I feel the rear end get light. Then I just hang it there and enjoy the ride.
The Vantage S is truly one of the more enjoyable vehicles I have ever driven on the track. The engine pulls with gusto (it prefers to spin at the top of the tachometer, so be wary of the fuel cutoff), the exhaust sounds tremendous (even through a helmet) and the brakes are more than competent for the job. And one has to mention the chassis – it is a spectacularly stiff platform. Aston Martin takes some abuse for using the same VH architecture on all of its models. I say, who cares? It works.
2011 Aston Martin V8 Vantage S on track2011 Aston Martin V8 Vantage S on track2011 Aston Martin V8 Vantage S on track
Yet hold your applause.
Even with its sexy styling and eight-cylinder rumble, there is something working against the Vantage S. It's the darn brand-spanking new Sportshift II gearbox. While it is admirably lighter and quicker than its predecessor, it still trails the pack when compared against the dual-clutch offerings from the competition (there is no prize for inventing the ultimate VHS machine these days). Even when the transmission is in manual-shift mode, there is an agonizingly noticeable delay between gears. Aston Martin's redesigned single-clutch gearbox may finally be quickest of its kind, but the industry moved on. Several years ago.
With my helmet back in the lounge, I grab the keys to another Vantage S and depart Ascari Circuit on two-lane public roads for the small Spanish villages of Cuevas del Becerro, Setenil de las Bodegas and Arriate. In a relaxed manner, the transmission is left in "D" allowing the electronic nannies do the shifting. Once again, I find myself flustered with the slow gearbox, so it's back to manual mode (thankfully, it only takes a brief tap on the paddleshifter to kill the autobox and the system doesn't revert back to automatic without pressing the "D" button again). With my brain in control, and my fingers doing the work, the Vantage S is a fun scalpel to carve local Spanish roads. I am smiling once again.
2011 Aston Martin V8 Vantage S rear 3/4 view
The British automaker doesn't hesitate when asked to put the crosshairs on the Vantage's direct competition. It understandably comes from the volume-selling rear-engine Porsche 911. Granted, Aston Martin money ($138,000-plus) will buy every single naturally-aspirated 911 in today's lineup, and get you in a standard 911 Turbo – an established segment benchmark.
Aston Martin Vantage S verses Porsche 911 Turbo. That's a tough dilemma.
If asked to choose a weekend track car with those lottery winnings, I'd toss both aside and place my money on the Porsche 911 GT3 RS – that lightweight slot car is a no brainer. But, if asked to pick a sports car to fill the void in the third garage slot, one that would shuttle me to work a couple days a week, get front billing with the valet at the country club, provide me with an engaging driving experience up Mulholland Highway on days off and make me look over my shoulder each time I park, I'd choose the new Aston Martin Vantage S. But, really... can I get one with a manual transmission?
Our private shuttle takes us through the manned guard gate towards the main clubhouse. As we round the corner, and head down the shallow hill, the sun reflects off something in the distance. Parked in the paddock are a dozen glistening sports cars – some coupes, some roadsters – each still dripping wet from the overnight shower that leaves the air fresh and crisp. The vehicles, the latest offering from Aston Martin, are the enthusiast-targeted Vantage S Coupe and Roadster.
Nine times zones from home with jet lag extinguished by a morning café grande, I figure it is time to get behind the wheel. Only one thing is more enjoyable than driving the new Aston Martin Vantage S through the mountains of Spain – spending a long afternoon with the sports cars on the wide-open Ascari race circuit.
The Aston Martin Vantage secured its position as the automaker's sportiest model when it was introduced at the 2005 Geneva Motor Show for the 2006 model year. Like the DB9, the then-new two-door utilized the now common VH Architecture (the chassis is constructed with extruded and bonded aluminum panels). Today, the platform is also shared with the DBS and Rapide.
The four basic body styles in the Aston Martin lineup have much in common, but the Vantage holds the trump card when it comes to handling. Unlike its architecture-sharing siblings, the Vantage is shorter by a foot and its wheelbase undercuts the others by nearly six inches – the reduction in overall size translates to a lighter curb weight (3,549 pounds Coupe, 3,726 pounds Roadster) and greatly improved handling.
Aston Martin offers its Vantage in a dozen flavors these days, from the entry-level V8 Vantage Coupe ($120,350) to the flagship V12 Vantage Carbon Black ($194,995). Following on the heels of the limited-edition sport-tuned V8 Vantage N420 models, introduced less than a year ago, are two new models both wearing the automakers coveted 'S' badge - the 2011 Vantage S Coupe and 2011 Vantage S Roadster.
2011 Aston Martin V8 Vantage S side view2011 Aston Martin V8 Vantage S front view2011 Aston Martin V8 Vantage S rear view
While their aluminum platforms are virtually identical to the standard coupe and roadster models, the British automaker is targeting driving enthusiasts with these heavily upgraded Vantage S variants. Under the hood of each is a specially-tuned version of the familiar all-alloy 4.7-liter V8. Fitted with an adjustable air intake (engineered to open nearly unrestricted at 3,500 rpm), more aggressive spark mapping and the ability to take advantage of higher octane fuel, the engine delivers 430 horsepower at 7,200 rpm and 361 pound-feet of torque at 5,000 rpm (its power rating tops the N420's output by about ten horsepower). We estimate the Vantage S will hit 60 mph in about 4.5 seconds (Aston Martin lists the maximum speed at 189 mph).
The Vantage S also boasts a new transmission. The six-speed Sportshift gearbox (a single-clutch automated manual transmission) fitted to the standard Vantage models and the N420 has been superseded by Aston Martin's all-new seven-speed Sportshift II. While it remains a single-clutch automated manual transmission (rumor has it a dual-clutch unit won't fit), Sportshift II is 52 pounds lighter than Sportshift I. Plus, it is at least 100 pounds lighter than a dual-clutch transmission, reports Aston. Specifically designed with the performance of the V8 Vantage S in mind, the transmission is engineered to operate automatically in Drive mode, or to be manually commanded via column-mounted magnesium shift paddles (the new transmission is reportedly able to select gears 20 percent faster than the older gearbox, in both modes). The rear-mounted gearbox is also now air-cooled, not oil-cooled like its predecessor, helping to shed an oil pump and other unnecessary ancillaries.
2011 Aston Martin V8 Vantage S engine
The exhaust system is also unique to the V8 Vantage S (it shares some commonality with the aggressive muffler system used on the V12 Vantage). Its overall capacity is larger, and the bypass valves are engineered to open earlier in the rev range to produce a throatier sound and more "crackle on the overrun," says the automaker.
The steering rack has been modified with a quicker ratio (now 15:1, as compared to 17:1 on the standard Vantage models), dropping the number of wheel turns (lock-to-lock) down to just 2.62. The suspension has also been overhauled with retuned passive damper valves, revised rear spring coil rates and revised bump stop rates and lengths.
The braking system delivers more stopping power, thanks to larger 15-inch slotted front rotors with six-piston calipers. While their overall diameter has increased over the standard Vantage, their weight has done just the opposite (credit an innovative two-piece system that uses a lightweight aluminum hub with a durable iron braking surface). The rear 13-inch rotors are cast iron, with four-piston calipers. The braking software has been refined to take advantage of existing brake-related systems (ABS, electronic Brake Force Distribution, Traction Control and Positive Torque Control), and the three-mode Dynamic Stability Control has been specially calibrated for its new enthusiast-tuned role. The Vantage S is also the first Aston Martin to be configured with Hill Start Assist (the brakes are automatically used to hold the vehicle stationary on a steep grade for two seconds, or until the accelerator is pressed).
2011 Aston Martin V8 Vantage S side detail
Visually differentiating the Vantage S from its other siblings, Aston Martin has resculpted the front bumper and added a carbon fiber lower front splitter (its larger intake channels more air to the engine and brakes). There are larger side sills with styling derived from the GT4 race car, and a new carbon-fiber rear diffuser. Lastly, the rear decklid features the slightly raised "flip" shared with the V12 Vantage. All of the design elements contribute to lowering the coefficient of lift and drag, thus increasing high speed stability.
The wheels are also unique to the Vantage S lineup. Standard fitment is 19-inch "V-spoke" cast aluminum alloys, wrapped in Bridgestone Potenza RE050 performance tires (245/40R19 in the front and 285/35R19 in the rear - the rears on the Vantage S are 10 mm wider out back when compared to the standard Vantage). Forged 10-spoke aluminum alloy wheels, saving additional unsprung weight, are optional.
2011 Aston Martin V8 Vantage S exhaust system2011 Aston Martin V8 Vantage S wheel
A glance at the interior reveals that it, too, has its own unique look. The cabin has been upgraded with distinctive three-track stitching on the door panels and seats (Aston Martin says the design element "echoes the gills of a shark"). The steering wheel can be covered in Obsidian Black leather (or Alcantara) with matching or contrasting stitching and there is an option to specify a Piano Black package, complete with a piano black center console, door handle surrounds and handles. The option list for both Vantage S models reads nearly identical to the other Aston Martin siblings, whether one is seeking a 1000-watt Bang & Olufsen BeoSound audio system, satellite radio upgrade or a boot-mounted umbrella. Track junkies overseas will want to opt for the extra-cost carbon-fiber and Kevlar bucket sport seats, with soft leather faces, saving nearly 40 pounds of weight (sadly, the DOT won't certify them for the States).
Aston Martin is offering the 2011 Vantage S in two body styles. The standard V8 Vantage S Coupe (with mandatory Sportshift transmission), starts with a base price of $138,000. The V8 Vantage S Roadster with a power-operated soft top (also only fitted with Sportshift) will set you back $151,000. The pricing puts the two new models comfortably mid-pack in the Vantage lineup. (All pricing includes gas guzzler tax, but exclude the $1,615 fee for delivery and destination.)
2011 Aston Martin V8 Vantage S interior2011 Aston Martin V8 Vantage S interior2011 Aston Martin V8 Vantage S door trim2011 Aston Martin V8 Vantage S instrument panel
By luck of the draw, I'm on the track in the first round. My fortune is short-lived, however, as I quickly realize my dallying in the heated lounge has cost me first choice of vehicles – I'm left holding the glass key to a bright blue right-hand-drive model. The minor annoyance accepted, my six-foot, two-inch frame settles comfortably into the optional sport seats (as mentioned, the nice carbon/Kevlar buckets won't be offered in the States). Strapped in place with the standard three–point belts, I slide the white open-face helmet over my skull. I have plenty of wiggle room.
The new Sportshift II, like its predecessor, doesn't have a traditional PRNDL gate on the lower console. Instead, there are four round buttons ("Sport," "R," "N" and "D") high on the center stack. The Vantage S, like all Aston Martins these days, is started with the signature key held in place for a few seconds. The V8 fires over and settles to a tempered growl. I step on the brake and tap the "D" button, followed immediately by the "Sport" button – it electronically changes transmission maps so the new gearbox will shift more rapidly and hold each gear longer through the counterclockwise sweep of the tachometer. The sport mode also alters the flapper in the exhaust to give it a more aggressive note.
2011 Aston Martin V8 Vantage S on track
With an open track beaconing, and a flagman waving a bandera verde, I bury my right foot on the metal accelerator pedal. There is a very reassuring growl from the ass-end of the coupe as the 4.7-liter forces me back into the seat.
It takes about three full laps of the 3.1-mile circuit before I am comfortable with the layout. There are twenty-six corners, so much of the orientation is spent memorizing entry points (speed will come). With most committed to my internal RAM, I increase my velocity gradually. I immediately find the Vantage S very docile - it is nearly perfectly balanced (49:51 front to rear) and the steering is nicely weighed. I'm pleasantly surprised.
After ten minutes, I'm starting to really enjoy things. The Bridgestone Potenza tires are getting some good heat into them, as are the brakes. I push harder. At about eight-tenths, the Vantage S transforms from being a street car on a track to a showroom-ready racer. The back end starts to break free if power is applied on a lightened rear end (easily corrected with some opposite steering input) and a bit of understeer in the sharper corners becomes an issue. It's time to crank things up.
2011 Aston Martin V8 Vantage S on track
At nine-tenths, I'm grinning ear-to-ear. Diving into the hairpin corners, I use trail braking to help rotate the Vantage S (masking much of the understeer). Body roll is minimal, and there is plenty of low-end torque to control rotation and bring the coupe back to speed upon exit. The width of the Vantage requires some caution in the tighter areas (unless you enjoy unsettling impacts with curbs), but nothing overly distracting. That same low stance does contribute to ample, and welcomed, grip on the small and medium-size corners. On the larger sweepers, I find it easiest to keep my foot down until I feel the rear end get light. Then I just hang it there and enjoy the ride.
The Vantage S is truly one of the more enjoyable vehicles I have ever driven on the track. The engine pulls with gusto (it prefers to spin at the top of the tachometer, so be wary of the fuel cutoff), the exhaust sounds tremendous (even through a helmet) and the brakes are more than competent for the job. And one has to mention the chassis – it is a spectacularly stiff platform. Aston Martin takes some abuse for using the same VH architecture on all of its models. I say, who cares? It works.
2011 Aston Martin V8 Vantage S on track2011 Aston Martin V8 Vantage S on track2011 Aston Martin V8 Vantage S on track
Yet hold your applause.
Even with its sexy styling and eight-cylinder rumble, there is something working against the Vantage S. It's the darn brand-spanking new Sportshift II gearbox. While it is admirably lighter and quicker than its predecessor, it still trails the pack when compared against the dual-clutch offerings from the competition (there is no prize for inventing the ultimate VHS machine these days). Even when the transmission is in manual-shift mode, there is an agonizingly noticeable delay between gears. Aston Martin's redesigned single-clutch gearbox may finally be quickest of its kind, but the industry moved on. Several years ago.
With my helmet back in the lounge, I grab the keys to another Vantage S and depart Ascari Circuit on two-lane public roads for the small Spanish villages of Cuevas del Becerro, Setenil de las Bodegas and Arriate. In a relaxed manner, the transmission is left in "D" allowing the electronic nannies do the shifting. Once again, I find myself flustered with the slow gearbox, so it's back to manual mode (thankfully, it only takes a brief tap on the paddleshifter to kill the autobox and the system doesn't revert back to automatic without pressing the "D" button again). With my brain in control, and my fingers doing the work, the Vantage S is a fun scalpel to carve local Spanish roads. I am smiling once again.
2011 Aston Martin V8 Vantage S rear 3/4 view
The British automaker doesn't hesitate when asked to put the crosshairs on the Vantage's direct competition. It understandably comes from the volume-selling rear-engine Porsche 911. Granted, Aston Martin money ($138,000-plus) will buy every single naturally-aspirated 911 in today's lineup, and get you in a standard 911 Turbo – an established segment benchmark.
Aston Martin Vantage S verses Porsche 911 Turbo. That's a tough dilemma.
If asked to choose a weekend track car with those lottery winnings, I'd toss both aside and place my money on the Porsche 911 GT3 RS – that lightweight slot car is a no brainer. But, if asked to pick a sports car to fill the void in the third garage slot, one that would shuttle me to work a couple days a week, get front billing with the valet at the country club, provide me with an engaging driving experience up Mulholland Highway on days off and make me look over my shoulder each time I park, I'd choose the new Aston Martin Vantage S. But, really... can I get one with a manual transmission?
Debt Makes a Comeback: The New Bubble in the Financial Sector
As we signed off on Friday, the Saudis were suppressing a 'Day of Rage' in Arabie... Gaddafi was mopping up the resistance in Libya... And an earthquake and tsunami left thousands dead in Japan.
But that didn't stop the stock market. The Dow rose 59 points.
Now it is Monday. And in all the excitement we kinda lost track... But we gots to know...
Is the Great Correction over?
But that didn't stop the stock market. The Dow rose 59 points.
Now it is Monday. And in all the excitement we kinda lost track... But we gots to know...
Is the Great Correction over?
Permalink: [699] Top Stocks To Buy - Debt Makes a Comeback: The New Bubble in the Financial Sector
We are coming up on the 4th anniversary. Countrywide - one of America's leading subprime lenders - went broke in 2007. That was when it began. After more than 6 decades of adding to its liabilities, America began to off-load debt.
And now we have to face a critically important question. Is the Great Correction over?
The New York Times tells us that the Great Correction has done its work. By defaulting on their mortgages and cutting spending, they've got their debt burden down to the lowest level in 6 years:
Total US household debt, including mortgages and credit cards, fell for the second straight year in 2010 to $13.4 trillion, the Federal Reserve reported Thursday. That came to 116% of disposable income, down from a peak debt burden of 130% in 2007, and the lowest level since the fourth quarter of 2004.
With the help of rising stock prices, the decrease in debts put average household net worth at $505,000 at the end of 2010, up 5.1% from 2009, though still well below a peak of $595,000 in the second quarter of 2007, before housing prices plunged.
Defaults on mortgages and credit cards played a large role in bringing down household debt, underscoring the extent of the financial distress still afflicting US families. Commercial banks wrote off $118 billion in mortgage, credit-card and other consumer debt in 2010, the Fed said. That's over half the total $208.8 billion drop in household debt, which also includes new mortgages and credit cards.
People are also fixing their finances the hard way, by boosting the portion of their income that they use to pay down debt. The personal savings rate averaged 5.8% in 2010, up from a low of 1.4% in 2005, and back to a level last seen in the early 1990s.
Even as US households reduce their debt, the country's overall obligations are rising, with weak tax revenues and efforts to stimulate the economy translating into large budget deficits. Total US nonfinancial debt rose 4.8% to $36.3 trillion, driven largely by a 20% increase in federal debt. Debts of nonfarm, nonfinancial companies rose 5.4% as companies took advantage of low interest rates, but much of that money went to boost their cash coffers, which grew to $1.9 trillion.
The TIMES tells the story of one couple who have reduced their debts... (Notice to grammarians... Yes, it should be a couple "that has reduced its debts." But, what the heck? We've stopped wearing a tie to work. We haven't been to church in weeks. And now we're going to be a little loose with the language too.):
Since late 2008, he and his wife have slashed their total debt from nearly $1 million to zero by walking away from the mortgages on four rental properties and paying off two others, all of which lost about half their value in the housing bust. He's no longer taking up to $4,000 from his monthly income to pay mortgage interest that the rental income didn't cover.
Instead, he and his wife are fulfilling their goal of building a new $350,000, four-bedroom home in the Dallas suburb of Lewisville, where they plan to retire. "It's a big relief," said Mr. Shah. "We went through some rough times, but now I'm comfortable and don't have to worry about my retirement."
What a happy story. Here's a couple that improved its balance sheet by $1 million...simply by "walking away" from mortgages.
And more thoughts...
Hey, wait a minute. Surely, those debits were someone else's credits. What happened to the million bucks?
Oh, don't play dumb, dear reader. You know how the system works. The mortgages were held by banks. The banks wrote off $118 billion last year. Other mortgages were included in packages known as derivatives. When they went bad, the banks sold them to the Fed, which included them on its list of "assets."
In 2007-2009 the banks faced losses that would have wiped many of them out - including the biggest. But what are the feds for if not to protect half-wits, incompetents and bankers? So, the bankers were allowed to dump their mistakes on the Fed...and the public. Zero interest rates then allowed them to restock their bonus pools while force-feeding debt onto the whole society.
You have to marvel at it. It is as though the debt just disappeared. Trillions' worth.
And now what? Private households may still be reducing their debt, but the financial sector - with the Fed behind it - is off to the races again. Corporations are going into the marketplace, borrowing money and distributing it to their owners.
The Financial Times:
Economist Andrew Smithers points out that in the first 9 months of last year, non-financial corporations, listed and un-listed, paid out more to shareholders than they made in profits. In other words, they took advantage of record low interest rates to transfer money from lenders and bondholders to shareholders.
Yes, dear reader, the world may not be going back to the naive bubble of the '05-'07 years. No one would want it to. It's moving on - to a new bubble. Total bank loans are still below the level of 2009. But they're going up. "Cov-lite" loans - those with little protection for the lenders - are coming back. Even interest only loans are making a re-appearance.
Capital is changing hands...from the fools to the knaves. Private equity hotshots are borrowing money at low rates so they can pay themselves. The underlying business is weakened with debt; but nobody seems to care.
The other sector of the economy that is leveraging up in a big, big way is government. Here again, the money goes from the fools to the knaves. Government squanders the money in all the usual ways. But lenders still believe they will get it back. Our guess is that the lenders will be wrong. They are making a bad bet. They will not be repaid.
*** Oh those poor Japanese. It was not enough that they have had to endure a 21-year on-again, off-again slump. Nor that their economy, their country, and their race are all facing extinction. Now, they have Mother Nature washing them away too.
New Zealand was hit by a disastrous earthquake recently too. In response, its central bank lowered interest rates. Central banks are now called upon not merely to maintain full employment and level out the ups and downs of the business cycle. Now, they're called out like the National Guard.
Last week, the Kiwi central bank lowered its key lending rate from 3% to 2.5%.
But what will the Bank of Japan do? It already has a lending rate at zero - where it's been for the last 15 years. And yet, it is sure to need more cash and credit to rebuild infrastructure washed away by the tsunami.
Oh my... That's the problem with being "zero bound." There's nothing left. You can't give help when it is really needed.
2012 Saab 9-3 test mule spied again
Here are a set of spy shots of the 2012 Saab 9-3 test mule.
The chassis on this mule appears to have some modifications, including a wider front axle. In a set of shots snapped during testing in southern Europe in February, we also noticed the extended wheel arches.
As the model is slated for a debut next year, we can expect a full body prototype to begin testing soon.
The 2012 Saab 9-3 will be offered in both three- and five-door hatchback body styles. It will be built on a modified Epsilon I platform with parts sourced from other automakers such as BMW.
Earlier this month, Saab introduced an updated 9-3 convertible which featured two variants of a 2.0 liter turbocharged petrol engine, with outputs at 163 PS (120 kW / 161 hp) and 320 Nm (236 lb-ft) of torque as well as 220 PS (162 kW / 217 hp) and 350 Nm (258 lb-ft) of torque. Those are possibilities for the next 9-3.
But last September Saab announced an engine purchasing agreement with BMW that raises the possibility of new or additional power plants. The MINI Cooper has a 1.6 liter turbo that comes in three output levels: 175 PS (129 kW / 173 hp), 184 PS (135 kW / 181 hp) and 211 PS (155 kW / 208 bhp).
Also a candidate may be BMW's new 2.0-liter turbo but perhaps dialed down a bit to 225 PS (166 kW / 222 bhp). BMW recently unveiled that new power plant in the X1 xDrive28i with an output of 245 PS (180 kW / 242 bhp).
The new Saab 9-3 is expected to hit the market in 2012.
The chassis on this mule appears to have some modifications, including a wider front axle. In a set of shots snapped during testing in southern Europe in February, we also noticed the extended wheel arches.
As the model is slated for a debut next year, we can expect a full body prototype to begin testing soon.
The 2012 Saab 9-3 will be offered in both three- and five-door hatchback body styles. It will be built on a modified Epsilon I platform with parts sourced from other automakers such as BMW.
Earlier this month, Saab introduced an updated 9-3 convertible which featured two variants of a 2.0 liter turbocharged petrol engine, with outputs at 163 PS (120 kW / 161 hp) and 320 Nm (236 lb-ft) of torque as well as 220 PS (162 kW / 217 hp) and 350 Nm (258 lb-ft) of torque. Those are possibilities for the next 9-3.
But last September Saab announced an engine purchasing agreement with BMW that raises the possibility of new or additional power plants. The MINI Cooper has a 1.6 liter turbo that comes in three output levels: 175 PS (129 kW / 173 hp), 184 PS (135 kW / 181 hp) and 211 PS (155 kW / 208 bhp).
Also a candidate may be BMW's new 2.0-liter turbo but perhaps dialed down a bit to 225 PS (166 kW / 222 bhp). BMW recently unveiled that new power plant in the X1 xDrive28i with an output of 245 PS (180 kW / 242 bhp).
The new Saab 9-3 is expected to hit the market in 2012.
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