2010 Nissan 370Z roadster upgrades an already great ragtop

By Lary Coppola
I confess, I’ve always been a ragtop guy, having owned about a dozen in my life. That’s why when given an opportunity to test drive one, I’m always first in line with my hand up — as was the case recently when Nissan invited me for a test drive over some of California’s finest mountain roads out to the coast, and a ride up the Pacific Coast Highway.

Building a really good convertible is complicated. There’s a lot more to it than just hacking the roof off — things like rigidity and stiffness for example — not to mention basic design issues.

The first–generation Nissan 350Z Coupe was a great car, praised by press and the public alike. But the original roadster sort of took the “hack the roof off” approach, and some of the main things I loved about the 350 — its poise, style, and handling — were compromised somewhat by the roadster’s added weight and lack of stiffness. Not nearly as much as say, the Chrysler Sebring or Toyota Solara — but compromised somewhat just the same.

The new 370Z Roadster is a huge departure from the original — being designed and engineered from the ground up as a droptop. Nissan Vice President of Design, Bruce Campbell, told me, “The difference between this car and the coupe, is that we started from zero knowing we were going to build a roadster.”

Walkaround: The 350Z Roadster looked almost like a stepchild with the top up, and even lowered, the long, flat rear end seemed oddly out of sync with the coupe’s sexy lines. The new 370Z roadster remedied those quirks. Nissan moved the latch point of the roof rearwards, giving it more coupe-like lines with the top up. The Z’s rear quarters also have a nice arch, highlighted by flared-out rear wheel wells, a wider stance, shorter wheelbase and overall length, with lines flowing smoothly into the boomerang-shaped headlights and taillights. The total package is much more Z-like than the original.

The one-touch power roof is fully automatic, with no latches or levers — and neatly stowed with the steel tonneau locked in place in just under twenty seconds. In addition, Nissan scratched the vinyl, with a new cloth top and an interior headliner adding a more upscale feel.

New is the ability to operate the top from outside (nice, if you live in say, Arizona or Florida) via a button on the door handle, and the ability to open and close it while moving up to 3 mph.

Interior: Like the coupe, the cockpit layout is driver intuitive, with amenities basically the same as the coupe, except for the available high-back ventilated leather seats with optional heating and cooling on the Touring model. Instrumentation is larger than previously, although it all still moves as a unit with the tilt steering wheel. Power windows with one-touch auto up and down, power mirrors and door locks, cruise control, security system and a myriad of airbags are all standard.

Like the coupe, storage space is limited, but there is room in the trunk for a golf bag, which wasn’t the case previously.

Technology upgrades include Nissan’s standard Intelligent Key; a touch-screen navigation system; an optional 8-speaker Bose audio system, with 6-CD changer; available XM satellite radio, with XM NavTraffic and NavWeather; DVD playback capability; a 9.3 GB Music Box hard driv; iPod interface; Bluetooth hands-free phone system, and Bluetooth streaming audio.

Under The Hood: Nissan’s highly versatile V6 has been praised repeatedly and universally as the best powerplant since the small-block Chevy and Cadillac Northstar. This configuration of it puts an impressive 332 horses to the highway at 7,000 rpm, while delivering 270 ft. lbs of torque at 5,200 rpm, thanks to Nissan’s 4-valve per cylinder variable valve event and lift control system.

The V6 is married to a standard six-speed manual transmission, or a seven-speed automatic with manual mode and steering wheel mounted paddle shifters.

Behind The Wheel: Compared to the 350, the new 370Z’s body stiffness enhancements are impressive. What’s more, the 370Z Roadster is 150 pounds lighter than the 350.

Our drive route took us through winding mountain forest roads, driven primarily in second, third, and fourth gears. Chassis flexibility was solid, with the added weight never compromising the Z’s handling through tight turns. Because most of the added weight sits just behind the cockpit, the drive wheels have added stability, eliminating the tendency for the back end to come around when pushing it hard through a turn.

Steering is crisp and confident, and braking is outstanding. The roadster really hugs the corners when pushed hard and is just downright fun to drive like that.

The low driver position still allows unobstructed visibility, with the windshield top high enough that the A-pillar was never directly in my line of sight.

Whines: Tire noise is loud at speed, and when driving with the top up there’s quite a bit of interior wind noise (not unusual with most convertibles). But combined with the tires, and depending on the road surface, it can get pretty loud.

Bottom Line: The small differences between the 370Z Roadster and coupe are minimal. Because the two are so similar, buyers need to remember the roadster isn’t a toned-down version of the coupe like some marketplace competitors. Like the coupe, it’s a strong, hardcore sports car, and starting at $36,970, it’s a terrific value.

Auto Dealers Scholarship Program Announced

For the third consecutive year, the Washington State Auto Dealers Association (WSADA) will award scholarships to graduating high school seniors. The 2010 WSADA scholarship program encourages students to learn how a new car and truck dealer’s charitable activities affect their community’s wellbeing.

“Washington’s franchised new car and truck dealers donate millions of dollars to charitable and civic organizations,” said WSADA Executive Vice President Vicki Giles Fabré. “Our dealer members as individuals are very active in supporting education, so it is particularly appropriate and rewarding to help young people realize their academic goals as an organization.”

Applicants are asked to design a poster or flyer promoting an organization or event a dealership supports, and write an article or press release explaining how the dealership’s involvement makes a difference for the organization and the community.

“The WSADA scholarship program has really grown these past two years,” Fabré said, “and I’m excited to have students discover the important role dealers play in not only the economic but the overall well-being of their communities.”

More information can be found at www.wsada.org/scholarship. Application deadline is March 6, 2010.

Maserati Debuts New GranCabrio

The GranCabrio, the first four-seater convertible in the history of Maserati, made its international debut at the Frankfurt International Auto Show. The GranCabrio - the third prong of the Trident - completes Maserati's product line-up that now consists of three different families of models: Quattroporte, GranTurismo and GranCabrio - sedan, coupe and convertible.

The open-top GranCabrio is pure Maserati. It is a Maserati in the truest sense, with an unmistakable Pininfarina design, spacious interior, handcrafted details, driving pleasure and high performances. The Maserati GranCabrio touches all five senses in an open-air experience that retains all the typical comfort and performance brio. Like all Maserati's open-top models, the GranCabrio is a special car intended for true connoisseurs.

The Maserati GranCabrio is powered by a 4.7 liter V8 engine paired with the fluid 6-speed automatic transmission. In Sport mode, the V8 gives the driver and passengers the full power of its 433 horses.

The body of the Maserati GranCabrio has been thoroughly overhauled. Despite the lack of an overhead frame and a wheelbase at the top of its class, it guarantees the best possible performance in terms of structural rigidity. This enhances the smooth handling, safety and comfort of the car, and fully exploits the powerful, efficient mechanics.

The newly-designed bearing monocoque has been made using materials and technologies designed especially to optimize weight: the bonnet and cross beams are made from aluminum, while the boot is made from SMC (Sheet Molding Compound). The excellent weight distribution also facilitates excellent on-the-road dynamics and improved safety, in combination with the vehicle's control systems. These include, for the first ever Hydraulic Brake Assist (HBA), which optimizes brake performance both in frequent use and in emergency situations.

Passenger comfort onboard the Maserati GranCabrio also comes from the perfect integration between the vehicle's top and its main systems, guaranteeing maximum efficiency and drivability in all conditions. The automatic dual-zone climate control function optimizes the conditions inside the car, adjusting the internal temperature and the intensity of ventilation depending on the outside temperature, heat of the sun, and air humidity.

By capitalizing on the close collaboration between Maserati engineers and BOSE technicians on the GranTurismo, the GranCabrio has been equipped with a BOSE audio system that adds another dimension to open-air music.

The Maserati GranCabrio is fitted with Skyhook suspension as standard. The braking system uses high performance dual-cast technology, developed in collaboration with Brembo and already successfully employed on the GranTurismo and Quattroporte.

The GranCabrio's roof is strictly canvas-made, emphasizing the link with the Maserati tradition. Aerodynamic, aero-acoustic efficiency and the desire to make the GranCabrio a car suitable for all year driving are the principles which led the Maserati technicians to develop a three-layer canvas hood. Not only does it offer ample opportunities for customization, but it also adds considerable benefits in terms of on-the-road dynamics, as the car's centre of gravity is lower. In 28 seconds, passengers can enjoy the thrill of the open-air experience, activating the open/close mechanism even when the car is moving.

For more information, visit the Maserati GranCabrio's dedicated minisite.

New BMW Dealer Opens In Seattle

BMW Seattle has completed its move to a new location at 1002 Airport Way South between Qwest Field and I-5 in downtown Seattle. The dealership previously was located at 714 E. Pike St. in Capitol Hill.

The new 300,000-square-foot dealership includes a 50,000-square-foot showroom and 54 service bays. It will employ 106 people.

“We have experienced tremendous growth in recent years at our BMW Seattle store. We simply outgrew the Capitol Hill location,” said Sid DeBoer, chairman and CEO of Medford, Ore.-based Lithia Motors, owner of the dealership, in a statement.

Porsche 911 Carrera S: A true dream machine

By Lary Coppola
The very first car to bear the Porsche name debuted in June, 1948. Yet despite its stunning array of 21st century technologies, the 2009, 911 Carrera S clearly traces its engineering and aesthetic roots back to that original Porsche. It evolved from the highly coveted, original 356, to the first 911 Coupe, which previewed at the 1963 Frankfurt Motor Show. The current 911, forty years and six generations of engineering improvements later, still showcases a horizontally opposed, rear-mounted six-cylinder engine under a distinctive and instantly recognizable body.

The 911 Carrera S Coupe is the most sophisticated, potent and environmentally friendly 911 Carrera Porsche has ever offered. Driving the 2009 Carrera S as part of my usual routine was pure joy, and at the end, I longed for it to stay in my garage.

Walkaround: In spite of dramatic changes in Carrera Coupe drivetrains between this year and last, and an efficiently lean drag coefficient of only 0.29, exterior changes are elegantly subtle. Knowing how passionate Porsche owners are about the classic 911 profile, radical redesigns simply for the sake of change only serve to undermine value. That’s why Porsche designers and engineers permit only minor aesthetic refinements from year-to-year.

Viewed head on, the most notable changes are the new, horizontal covers for the Bi-Xenon™ headlights and the L.E.D. daytime running lights, which extend over the functional air vents boasting larger cooling openings. The side view reveals new, larger exterior mirrors with aerodynamic twin-arm mounts, as well as new lightweight, standard 19-inch alloy wheels.

In the rear, all the lighting except for backup lights, are now LEDs for improved brilliance, longer life and instantaneous response. Finally, the 911 Carrera S Coupe displays dual round polished exhaust outlets, and a speed activated rear spoiler.

Interior: Refinements to the luxurious cabin include a revamped center console highlighted by the new Porsche Communication Management system (PCM). Our test vehicle was extremely well appointed, offering power windows, self-dimming power mirrors, power door locks with remote keyless entry and interior surveillance, tilt and telescoping, three-spoke leather covered wheel, cruise control, power sunroof, the full leather interior package and the optional seat ventilating fans. They work in conjunction with heated seats, circulating air through the seatback and cushion upholstery to expedite cooling, heating, and/or drying the driver and passenger. In short, it was fitted with just about everything you expect in a high-performance luxury sports car stickering at $106,730.

This latest version of the PCM boasts a 6.5-inch, easy-to-clean touchscreen, which also features a simpler keyboard. It handles climate controls, audio, and the optional navigation system that boasts a 40 GB hard drive and works via optional voice commands. It also includes an internal GSM mobile phone module with Bluetooth handsfree operation. Standard is an AM/FM/CD/MP3 player with optional XM satellite radio, and the ability to connect to external music sources such as iPods or USB drives. Our test Carrera S was also fitted with the available Bose high-end sound package.

For safety, there’s six airbags: dual frontal-impact airbags; as well as two seat-mounted, thoraxprotecting, side-impact airbags; and two head-protecting, side-impact curtain, doormounted airbags.

Under The Hood: Both the standard 911 Carrera Coupe and 911 Carrera S Coupe received new engines for 2009. Both boast direct fuel injection, new two-piece crankcases and revised intake and exhaust systems along with Porsche VarioCam Plus intake-valve timing and lift system.

The 3.8-liter powerplant in our test 911 Carrera S boasted 385 horses delivering 310 Lb. Ft. of torque. While a six-speed manual is standard, our test vehicle had the new 7-speed, PDK double-clutch automatic with paddleshifters, which replaced the previous Tiptronic S automatic.

Behind The Wheel: The 3.8-liter engine is simply awesome, doing the 0-60 drill in only 4.3 seconds with the PDK. Despite the substantial increases in horsepower and torque over the predecessor model, the 911 Carrera S avoids the stigma of a gas-guzzler penalty, and in fact is certified as a category two (LEV-II) vehicle. Without going into a lot of technical detail, Porsche was the first automaker to successfully use the PDK double-clutch transmission technology, which was developed for the Porsche 962 Group C racecar. The seven-speed PDK shifts up and down seamlessly, or as with the Tiptronic S, the driver can opt to shift manually, via the paddleshifters or the console-mounted lever.

I was fortunate enough to have the opportunity to put the 911 Carrera S through some serious paces under a wide variety of driving conditions, on several different terrains, including freeways and twisting 2-lane blacktops. It’s responsiveness to any and all driving surfaces and weather conditions, has to be experienced to be appreciated. The McPherson Strut front, and rear multi-link LSA suspension is tight and ultra-responsive, thanks to Porsche’s computerized Active Suspension Management and stability management systems. The vented 13-inch rotors, sporting 4-piston caliber ABS brakes are superb, and the variable ratio power rack and pinion steering has a nice feel that isn’t too heavy. This car handles better than you expect, and I imagine is actually quite forgiving for the less experienced driver. However, experienced performance drivers, will not only appreciate it, but want to push it.

Whines: None. Absolutely none.

Bottom Line: Quite simply, it’s the quintessential ultra high-performance luxury German sports car. The 911 Carrera S lives up to its legendary heritage, being everything you expect a Porsche to be — and more.

2010 Kia Soul, Practical, spirited, and pretty darn cool

By Lary Coppola
The new Kia Soul attempts to redefine cool, catering to the wants and needs of Gen Y. In a huge market pioneered by, and until now the exclusive property of, the Scion xB, the Soul, along with the Nissan Cube, appear to be staking take no prisoner claims on that market.

Like Scion, Kia’s hook is a large dose of personalization geared at making a statement of uniqueness in a cookie cutter world. With numerous factory and aftermarket accessories it’s easy to brand your own identity onto your Soul.
The model lineup includes four Kia Souls — and these aren’t typos — the base, the +, the !, and the sport. Note the lower case “b” and “s.”

The base Soul ($13,300) comes standard with a 1.6-liter, 122 horsepower, 4-cylinder engine and 5-speed manual transmission, rugged cloth seats, power windows and door locks, solar glass, rear wiper/washer, 60/40 rear seat, and an AM/FM/CD/MP3/SAT sound system with USB port and auxiliary input jack. It features 15-inch steel wheels with wheel covers, front disc brakes and rear drums.

The Soul+ ($14,950) upgrades to the 143-horse, 2.0-liter engine, 16-inch alloy wheels, rear disc brakes, cruise control, remote entry, Bluetooth, steering wheel controls, and tinted rear windows. A four-speed automatic is a $950 option. Other options include a power moonroof and foglights ($800) and a $400 audio package featuring five tweeters, subwoofer and external amplifier.

The Soul! ($16,950) comes with 18-inch alloy wheels, the premium audio package, power moonroof, and premium houndstooth accented cloth upholstery, with a leather steering wheel and shift knob, and metal-finish interior trim.
The Soul sport ($16,950) — our test model — offers black-and-red cloth seats and trim, metal pedals, a slightly firmer, sport-tuned suspension, a spoiler, and replaces the power moonroof with black front and rear fascias and side sills. The sport also offers the optional four-speed automatic.

Safety equipment includes six airbags, active front headrests, LATCH seating system, ABS, electronic stability control, and a tire pressure monitor.

The window sticker on my black and red test model had an interesting new category: Environmental Performance. The Soul scored 8 out of 10 on Global Warming, and 5 on Smog.

Walkaround: The lines are smooth and stylish for what’s essentially your basic box. Creating a clever illusion by making the rear windows narrower than the front, it appears as if there’s a rear downward slope to the roofline, which is actually achieved by the rising beltline below the windows. There's also a small, upside-down wedge shaped third side window completing the illusion. Kia calls the design a reverse wedge greenhouse, noting the Soul appears to be wearing a pair of wraparound sunglasses.

The corners are nicely rounded, with chiseled wheel arches mitigating some of the boxiness. The grille is small, with stylish headlights wrapping over where the front fascia, fender and hood intersect.
Seemingly Volvo XC90-inspired taillamps adorn the rear corners. The liftgate and rear window are clean, smooth and light.

Kia is serious as a heart attack about appealing to the imaginations of its target 20-something market — although the Soul will strike a chord with certain 40- and 50-somethings as well. There’s uniquely exotic exterior paint colors, including Alien green, red-hot Molten, coffee-like Java, and metallic versions of Shadow, Titanium and Bright Silver. Additional colors available shortly will include Denim blue, bright white Ghost, and flame-emulating Ignition.

Interior: The interior is exceptionally clean and functional, offering an attractive and ergonomically correct layout. And except for the black-and-beige houndstooth-like upholstery on the upper seatbacks of the Soul!, it appears Kia hasn't tried to do anything overly trendy. Even the two-tone black-and-red cloth on our test vehicle, didn’t compete for attention.

I found the front bucket seats comfortable, feeling like they’d be fine on a trip. Rear-seat legroom is lacking however. There are bottle holders in the front door pockets, plus cupholders in the console, a big two-level glovebox, nets on the front seatbacks, a trap-door compartment on the dash and grab handles over every door. There are auxiliary audio, ipod, and USB jacks, plus two 12-volt outlets.

There is one very fun option — a throbbing-to-the-beat rim of red light around the speakers in the door. I was great when I connected my iPod to a “driving music” playlist I put together specifically for judging sound systems, although I’m not sure how well it works with the rotund blather of Rush and talk radio. It can be turned on and off and you can play with its reaction to sound.

The liftgate is light, with a deep well compartment in the cargo space floor. The 60/40 rear seats easily fold flat, and interior passenger space is good, but consumes some cargo volume, compared to both the larger Scion xB and smaller Honda Fit.

Under The Hood: The base model uses a 122-horse, 1.6-liter engine with a five-speed manual transmission, but I’ll bet most buyers will opt for the 143-horse 2.0-liter with the optional four-speed automatic — especially since its rated at a combined 27 mpg.

Behind The Wheel: I found my test Soul sport with the 2.0-liter, and the automatic to be quite nimble and lots of fun to drive. The 2.0-liter features CVVT, or continuously variable valve timing. With 143 horses and 137 pound feet of torque peaking at a fairly high 4600 rpm, it does the 0-60 drill in around 8 seconds — which isn't too bad.
The power steering is hydraulic rather than electric, but doesn’t feel as heavy as the xB. It doesn’t feel like a sports car, but isn’t meant to either. The brakes are firm and tight.

Whines: The exhaust is a little loud, diminishing reception on my Bluetooth earpiece.

Bottom Line: The Kia Soul will find its niche among the young and young at heart. The reverse wedge styling offers a new take on the basic box, while the interior, engine, automatic transmission, steering, and ride all hit home runs.

The Most Expensive Car On The Planet

It's a Mercedes Benz owned by an Abu Dhabi oil billionaire (naturally).

It features the newly developed V-10 quad turbo that puts out 1,600 horses and 2,800nm of torque. It does 0-60 MPH in less than 2 seconds, and the 1/4 mile in 6.89secs — running on biofuel.

By the way... that's NOT chrome or stainless steel. It's WHITE GOLD!! Remember that the next time you fill up!