car

BMW M3 Convertible

2006-09-06T23:24:00.000-07:00

The M3 convertible does have a slightly broader focus than the coupe. It's perfectly happy to have the top dropped (quickly, at the touch of a button, no manual latching or unlatching necessary, thank you) for a spirited but not excessively fast drive on a sunny day. With 333 horsepower to the rear wheels from its unique high-revving 3.2-liter inline six-cylinder engine by way of a six-speed transmission, and a precisely-tuned sports suspension that is also quite comfortable on less than perfectly-paved roads, plus room for four people and a bit of luggage - or two and plenty - it's a grand car for touring less-explored and more interesting roads.
With few exceptions - newly-configured option packages for both coupe and convertible models and standard leather upholstery in the coupe - the BMW M3 is unchanged for 2006. Engineered and built by BMW's M high-performance and motorsports division, it's based on the E46 3-Series, and with the recent introduction of the next-generation E90 3-Series there is reason to suspect an all-new M3 at some point in the future. But the current version has plenty of staying power. Five years after its introduction, even with some much newer competitors, it's still the benchmark in the premium sports coupe and convertible class.
While an M3 convertible can be enjoyed on an uncrowded back road, or even club track day, it's also completely at home in everyday traffic. Its broad powerband, quick reflexes, and excellent brakes add safety as much as performance. My test car had the optional SMG sequential automatically-controlled gearbox, which gave the ability for automatic shifting in traffic, and quick manual control when desired, with no clutch pedal. The SMG can improve both sport and luxury aspects of the car. In a week of relentless rain, with only sporadic sun, the convertible top was snug and dry, and came down quickly when the sun came out. It went back up just as fast, when the clouds came back moments later. With performance and comfort, and fresh-air motoring, the BMW M3 convertible has it all.
APPEARANCE: There have been no changes to the M3's lines since its debut, and none needed. Both the coupe and convertible have the basic lines of their E46 3-Series counterparts - which are also unchanged for 2006. But there are differences between the regular cars and the M cars that, while not immediately apparent to non-enthusiasts, are readily noticed by those who know. In a class where race-inspired styling can be overdone, the M3 is functional and conservative. But those who know immediately recognize the large extra air intakes in the flat lower front fascia, there for cooling air and improved high-speed aerodynamics. And then there is the power dome in the middle of the aluminum hood. At the rear, quad exhausts are the giveaway. The M3's fender flares are larger than those of its standard counterparts, but not overly so. And the vent grilles in the front fenders, inspired by the BMW 507 sports car of the 1950s, are the finishing touch. The proportions of the convertible top ensure a handsome appearance whether it's up or down.
COMFORT: The main reason for the M3's existence is driving, serious driving. And in coupe or convertible form, an M3 is a near-perfect office from which to conduct serious high-performance driving exercises. At its over-$50,000 price, the M3 convertible must also hold its own against cars that are primarily luxury vehicles, and it does so. Firm leather covers both the power-adjustable front seats and the rear bench. The front sports seats are firmly and provide excellent comfort and support, and any driver can find the perfect driving position. The rear seat is spacious enough for two adults under 5-10 or so, and there is even a reasonable amount of trunk space. Top up, the convertible has the usual large rear quarter panel blind spots, but judicious use of the mirrors helps considerably. Top down, visibility is excellent, and there is just the right amount of wind in the hair.
SAFETY: Excellent handling and stability, four-wheel vented antilock disc brakes and dynamic stability control ensure active safety, and the M3 has all of the passive safety equipment expected of a modern sports-luxury car. Additionally, the convertible has the Rollover Protection System, two rollover bars behind the front seats that deploy automatically if sensors detect an impending rollover.
RIDE AND HANDLING: Some people believe that cars with McPherson strut front suspensions can't handle. Yet BMW has been using struts in front, with a multilink independent rear suspension, since the 1500 of 1962, a direct ancestor of the later 3-Series. And during that time, BMWs have been the benchmark cars for sports sedan and coupe handling. So the M3, like the E46 3-Series, uses MacPherson struts in the front, with a multilink rear setup. But almost all suspension components are unique to the M3, and stronger than those of the regular coupe or convertible to safely handle the increased loads generated by the M3's greater capabilities. Calibration is firm, but it's not at all harsh, and it's comfortable enough, in a sports way, for the M3 to be a very reasonable everyday car. It's also a fine choice for performance driving including time trials, driving schools, and autocrosses. Even with the loss of the coupe's structural top, the convertible exhibited only insignificant cowl shake, and then only on the poorest and roughest of roads. It's just as precise in its turn-in and grippy in its cornering abilities as the coupe.
PERFORMANCE: Inline six-cylinder engines have been a BMW specialty since the 1930s, but the 3.2-liter S54 is like no other. Sure, it has 24 valves, actuated by dual overhead cams, each with BMW's VANOS variable cam phasing system. But nearly every part of the M3 engine was designed with the highest performance in mind. The result is an engine that makes 333 horsepower at 7900 rpm - just below its 8000 redline - and 262 lb-ft of torque at 4900 rpm. The figures suggest and strong midrange and screaming top end, and the figures don't lie. Still, there is more than merely adequate low-rpm torque for easy everyday driving, with plenty of reserve. Need to accelerate quickly? Not going to be a problem. With or without SMG, the gearbox is a six-speed Getrag manual. SMG adds Formula One-derived computer-controlled electronic and hydraulic control mechanisms to enable fully-automatic operation, or driver shift control without direct use of the clutch. There is no clutch pedal. Manual shifting is done by a short shift lever in the console, or two plastic paddles on the steering column, behind the steering wheel. Shift speed and clutch engagement sharpness may be adjusted with a button on the console. Shifting can be smooth and leisurely, or it can be fast and assertive, and the system matches revs perfectly when downshifting.
CONCLUSIONS: Even after five years, the BMW M3 stands at the top of the premium sports coupe and convertible class.

Aston DB9

2006-09-06T23:17:00.000-07:00

Aston Martin is on a roll. After decades of neglect, under-funding and compromised designs, the famous British marque has a clear direction, fresh vision and, most importantly of all, the financial backing to bring one of the most evocative brands back into the major sports and GT battle grounds and go head to head with the best of Italian and German exotica.

The V12 450bhp DB9 is a clean sheet design, using the latest aluminum chassis and composite technology enabling the 2+2, front-engined coupe to weigh in at a mere 1800 kg / 3900lbs and giving the ‘9’ an impressive power-to-weight ratio of 263bhp / tonne. With a sub-5 second to 60mph time and a theoretical top speed of 180 mph / 300 KPH the DB9 is a serious performer.
Style and performance are the buzz words of the auto industry but few brands can really carry it off. With the Aston’s heritage and brand values, the DB9 already has a significant advantage and the resulting combination of power, agility, comfort, poise and a touch of British class is enough for me to believe this is one of the finest and most complete GT sports cars ever made and certainly a match for the current crop of competitors.
The exterior styling has many carry-over themes from what is now the Aston Martin ‘mold’. Chief designer Henrik Fisker has worked hard to

produce a purposeful, unique and elegant shape, which while aggressive does not have the brutish stance of the Vanquish. Personally I would have incorporated some front driving lights into the design, as used so effectively in the V12 DB9, but until Aston releases a styling kit for owners we’ll have to make do with the air inlets instead. The rear of the car is very clean, the rear haunches look terrific both from inside and outside the car and the light cluster - a new signature design that will carry through to all new models - is simple, bold and effective.
Following a DB9 one can appreciate the ‘ooohs and ahhs’ from other drivers and passengers as they crane their necks to get a better view. I think the design will age well as it has a certain timeless grace to it, which with a little tweaking over time, will still look in shape in ten years.
Naturally, I’m more interested in driving the DB9 than looking at it. Aston’s clever marketing and communications wiz Christina Cheever managed to have each test vehicle personally engraved with the name of its driver, so for a few short hours I got to drive ‘my’ DB9. You sit low in the car, the seats are flat, almost race like, visibility is good and the handmade leather- and suede-lined cabin is spacious, with plenty of head room, at least for the two of you sitting in the front. Ahead of the driver is a clear instrument binnacle, which once you’ve adjusted the rake and reach steering wheel to it lowest position is nicely obscured from 80mph to 130mph. Fortunately the digital read out can still be seen, and the gear selector gauge peaks out above the top of the wheel.
As with the Vanquish, you don’t ‘start’ the DB9 but rather fire it up. After turning the ignition key, you reach across to the center binnacle and hit the ‘start engine’ button. I can only imagine how many owners have excited their dates by inviting them to hit

that particular button. The starter whirls into action and the 6-litre twelve fires quickly and cleanly into life with a reassuringly expensive and crowd-pleasing burble. Select the D button or just click the right paddle into first, apply a little throttle and off you go. The 9 is a very easy car to drive. It doesn’t intimidate the driver, unless the mere thought of driving a $172,000 car in city traffic fills you with a sense of horror. All the input controls, except the brakes, are quite light and fall easily to hand. Up to speed on the highway out of picturesque San Diego, the mighty USS Carl Vinson and Ronald Reagan carriers moored menacingly off on the left of the harbor, their grey silhouettes reminding me of the turbine-like power that I’m currently in control of, as I join the I805 heading east and accelerate straight to 110mph without any effort on my or the car’s part.
Cruising at 90-120 on long, open, sweeping corners the ‘9’ is quiet and very stable. The gearbox is an absolute joy to use, very smooth with changes up and down the box hardly noticeable unless you’re changing down at speed into lower gears, which produces a beautiful blip of the throttle to match engine revs. The six-speed semi-automatic (a manual is on the way) isn’t as hair trigger sharp as say a Ferrari 430 or BMW M3, but then you wouldn’t want it to be. What is does do very well is mask any driver errors or indecision which previously would result in a lumpy change from any semi box. Switching into auto is as easy as hitting the big bold D button – it really is an effortlessly easy and rewarding way to drive.
The throaty twelve pulls strongly from all revs. Maximum torque of 420 ft-lb is achieved at a low 1500 rpm so the mid range pull is impressive and keeping up a constant 100mph uphill is easy. As we entered the deserted and beautifully rustic countryside, the recent rains having transformed the landscape into an almost Welsh Brecon Beacon-like oasis of budding wild life, I have chance to throw the car into some tight uphill 2nd and 3rd gear corners. The 9 responds well with the steering wheel communicating well what’s happening on the tarmac, and with the 19in wheels shod with Bridgestone potenza tires (front: 235/40 ZR19 rear: 275/35 ZR19) gripping tenaciously, the tight chassis allowing for controlled power

delivery and pin point accuracy through out the corners. The car has a very sharp turn-in for what is essentially a GT, although the 9 clearly doesn’t have the same sports car handling as a Ferrari 430 or Porsche 911 S. I do not believe either one of those cars would have been able to pass me on any of the roads, the Aston is simply that fast and competent and this matched by excellent brakes equipped with both ABS and EBD that bite hard and drag the speed off like an arrester wire on one of the carrier flight decks.
Aston didn’t choose the easiest test route, but even at high speed on heavily undulating roads which would have upset a less well-sorted vehicle, the 9 stayed in shape, composed and handled it without any fuss, the suspension remaining very compliant with or without the sport setting engaged, which I found made a noticeable difference when pressing on into tight corners. Passing slower traffic is a simple right foot pressure operation in almost any gear unless you’re aiming for a very short space of opportunity, in which case 2nd and 3rd gear are perfect for blasting past anything impeding the V12 symphony. Two up the car is perfect. Room in the rear is tight, but I always think it’s better to have the option to squeeze a friend in for a quick trip, rather than offer them a taxi number.
The boot is big enough for ‘two sets of golf clubs’ Aston execs enthused, but only if you’re taking half your clubs I’d say! Either way there’s room for more stuff in the back seats. Getting to them isn’t very easy, not because of the head room but as a result of rather stupid lever positioning that is buried at the back of the front seats and means having to jam your whole arm behind the seat to locate it – women with long nails beware! Other complaints? I found the passenger seat less comfortable than the driver’s one, and the passenger leg room isn’t overly-generous either. There is also an annoying intrusion into the foot well by the accelerator peddle which makes it awkward to rest your right foot comfortably. Personally I’d miss Bluetooth, satellite radio and MP3 player interfaces, but maybe owners have enough of those in the other 6 cars.

Acura TSX 2006

2006-09-06T23:00:00.000-07:00

The Japanese-built TSX, first introduced as a 2004 model, is Acura’s entry into the small sport sedan market, competing with BMW 3-Series, Audi A-4, Mercedes C-class and Lexus IS. And a good competitor it is. Based on the European Accord platform it’s smaller and much more agile than the US Accord. At around, $30,000 this 5-passenger, front-wheel-drive sport sedan with amazing standard content is a real contender in its class.
After getting the seat and mirrors right I scooted onto the Jefferies Expressway around the corner from the press car pick-up place near downtown Detroit. The entrance ramp is long and straight so I opened her up. I was just barely out of third gear and I was merging with light traffic at over 70 mph. The engine is amazingly smooth and effortless. What a hoot! I love a quick little sport sedan – especially in red.
That great 2.4-liter 4-cylinder engine is a willing revver. Red line on the tach is 7,100 rpm but the rev limiter doesn’t kick in until 7,400. And, here’s my first criticism: what’s up with that rev limiter? Most cars feel like they’re running out of gas when the limiter kicks in - sort of a gentle loss of power. This Acura feels like someone jerked the hand brake, throwing me forward harshly. On the positive side, it feels great at those higher rpms – smooth and easy - to motor along on the freeway keeping the revs up to 4- or 5-grand. The iVTEC™ engine management system, featuring Variable Valve Timing and Lift Electronic Control, makes for a broad power range. The system works with dual cam profiles on a single shaft. For 2006 Acura increased the horsepower substantially to 205. That doesn’t sound like a big jump from the previous 200-horsepower but there is a new SAE standard for measuring horsepower and I’m assured that the increase is substantial. While less than awesome, the thrust is plenty gratifying for this performance enthusiast and Tune-up is recommended at 100,000 miles whether it needs it or not.
Premium fuel is recommended and the EPA estimates are 22 mpg city and 30 highway for the six-speed stick; 22/31 for the automatic. The engine is certified as LEV2 (low-emissions vehicle) by the California Air Resources Board. The fuel tank holds 17.1 gallons. Our test car weighed 3268 pounds. Coefficient of drag is an amazingly slick 0.27 partly achieved through unusual attention to undercarriage design as well as a smooth shape above. Through two tanks of fuel this week, including some spirited driving, we were consistently in the 28- to 30-mpg range.
ABS and Vehicle Stability Assist (adjusts brake pressure and power to the wheels) keeps us from getting into trouble with overconfidence. The system can be disengaged if you’re looking for some extra fun slipping and sliding.
Honda is very good at designing a lot of usable space into a small package and the TSX is a good example. Smaller than an Accord and larger than a Civic the TSX has plenty of passenger space. It feels roomier inside than the 3-Series BMW but I’ve not compared the measurements. Cargo volume is 13 cubic feet.
Our test car is equipped with the navigation system. Browsing around without reading the book I could manage most functions. With an 8-inch screen the map is easy to read. I don’t tend to use these navigation systems much unless I’m in unfamiliar territory and as a low-tech kind of guy I’m not all that intrigued by them. Colleagues who know about these things say the Acura’s navigation system is one of the best.
A few days into my week with the TSX we had occasion chase some orphan cars around Ann Arbor, which means a nice back road run with some twisty bits, through the little burg of Hell, along an end moraine left behind by the glaciers. (The orphan cars were doing a bit of a road trip in preparation for the Orphan Car Show at the Hudson dealership in Ypsilanti.) That route, Patterson Lake Road, has been badly neglected by Livingston County leaving it lumpy and bumpy and pocked. The TSX demonstrated its prowess by dancing over those rough spots with poise and perfect control. The damping of the suspension is just right to maximize sporty handling characteristics without a hint of harshness. The torque-sensitive, variable power assisted steering has a precise feel. The drive-by-wire throttle senses changes in driver input and adjusts itself for just the right resistance. The race-inspired, double wish bone independent suspension front and rear kept those Michelins firmly planted in spite of our pushing it hard.
Warranty is 4 years/50,000 miles on the vehicle, 6 years/70,000 miles on the powertrain and 5 years/unlimited miles on rust-through.
Since its introduction as a 2004 model the Acura TSX has been one of Car & Driver magazine’s 10 Best Sport Sedan. NHTSA has awarded the TSX a 5-Star rating (the best) for safety and the IIHS named it a Best Pick in frontal impact tests.
I’m impressed with the pricing of the TSX. The base price is $27,890, and it matters not whether one wants the sophisticated 5-speed automatic with manual mode, or the close-ratio, short-throw 6-speed stick. For that price the cars has more content than anything else in its class, we might say “full-zoot.” It comes with soft, perforated leather seats, moonroof, power everything, heated seats, dual exhaust, 8-way power drivers seat, 4-way front passenger seat, premium sound system with Bluetooth compatibility, XM Satellite-ready, auxiliary jack for iPod or other MP3 player, 17-inch aluminum alloy wheels shod with low-profile 50-series all-season Michelins, and more smart air bags than a Senate hearing. Add 2-grand to the price for the optional navigation system with 8-inch screen and voice recognition that will handle 650 commands. There are a few options one might add, but I’m not sure what more one might want or need. I might go for the $4,300 boy racer option called A-Spec which involves lots of performance enhancements, some of which may compromise every-day roadability.