Revson's Last Formula One Victory: Rebuilding a Race Lap By Lap

A wet start to the 1973 Grand Prix of Canada would prove an omen of what was to come.

It remains to this day one of the most controversial and fiercely debated Formula One Grand Prix races of all time.  Coming up on the fortieth anniversary of the legendary 1973 season that saw Jackie Stewart win the World Driver's Championship, there's still the controversy of who should have won the Canadian Grand Prix, which took place on September 23, 1973 at Mosport International Raceway.  What should have been a routine race ended up being anything but, with the race marking the first time in Formula One history that a Safety Car was deployed and the resulting confusion over who the actual winner of the race was.

These are the facts of the Grand Prix.  The race started with a twenty-five car field in wet conditions.  Going into the race, the Driver's Championship had already been decided with Jackie Stewart taking the honours.  The Constructor's Championship was a dog fight by a mere three points separating Lotus-Ford and Tyrell-Ford.  With two races to go in the Championship including the Canadian and United States races, every position on the track mattered for the points the two constructors could gain.  Neither Ken Tyrell nor Colin Chapman was going to give an inch if they could avoid it.  By lap 24 of the Grand Prix, the track conditions had changed, creating a very chaotic and busy pit lane while teams changed tires.  On lap 33, an accident involving Jody Scheckter and Francois Cevert would create the call for the first Safety Car deployment in Formula One history.

What has been debated is who won the race.  This was significant as the finishing order of the Canadian Grand Prix essentially decided the Constructor's Championship.  As the checkered flag dropped on the race, Peter Revson was the man that had been shown the flag first and was classified as the winner.  Colin Chapman, who had been in pit lane the entire race, was convinced the officials had it all wrong as a result of the pit stops and the Safety Car having been deployed during the race.  He was determined to gain the advantage over Tyrell in the Constructor's Championship and proceeded to the Control Tower to file an official protest of the results.  Chapman claimed that his driver, Emerson Fittipaldi, had won the race instead of Revson. (Note:  To this day Emerson Fittipaldi continues to claim he was the rightful winner of this race.)

Tower Steward Ron Evans was packing up in the Control Tower.  His weekend was done for all intents and purposes, and he wanted to take his wife and four-year-old daughter home.  Evans had a class of high school students to teach at 8:30 a.m. the next morning.  Busy sorting through paperwork, he was surprised when he heard a throat being cleared and looked up to see Colin Chapman standing in front of him.  Evans had a sinking feeling he was not headed home as soon as he'd hoped and braced himself as he asked Chapman if he could help him with anything.

'I wish to file a protest' came the polite and short reply in Chapman's rather bland English accent. Chapman had all the necessary paperwork completed and in hand to turn over to the officials.

Colin Chapman, Team Principal, Lotus-Ford

Evans referred Chapman to the Clerk of the Course, Paul Cooke.  Cooke referred Chapman's protest to the Chief Steward, Dr. Sid Mandel, for action.  Sometime approximately two hours after the checkered flag had fallen, Mandel called to order one of the largest and important protest hearings in Formula One history.  The hearing was attended by 22 representatives from all the participating Formula One Teams, the Stewards, and representatives of the Canadian Race Communications Association, the official Timing and Scoring organization of the race.  Approximately 30 people set about the daunting task of figuring who had won the 1973 Formula One Grand Prix of Canada.

It should be noted that in 1973 there were no transponders or computerized/electronic timing equipment.  The technology simply did not exist until the late 1980's.  All timing and scoring was done on lap charts by hand.  The same method used to determine the winner of an amateur race was used to determine the winner of the highest level of motorsport competition in the world.  It is a dying skill in the today's motorsport world, with less and less people able to maintain a handwritten lap chart as each year passes and the sport becomes more reliant upon technology to provide the information needed.

Mandel acted as the Chairperson of the hearing while Evans took notes and minutes.  Each Team was represented by the individuals that had created the Team's lap charts for the race.  In addition, the lap charts of the official Timing and Scoring representatives were included.  While several witnesses including Paul Cooke spoke before the meeting, there were no other attendees.  In the seven hours that followed the start of the meeting the Teams themselves, with the assistance of official Timing and Scoring, reconstructed the entire 80 lap race one lap at a time.

Current ASN/Canada FIA International Steward Terry Dale has found himself in similar circumstances during his tenure as a Chief Steward.  However, Dale has never had to hold a protest hearing as large and as complex as this one.

'It's a huge task to hold a protest hearing with this many people in it.  I have had several teams involved in a protest hearing but never have I required every race team's involvement.  It would be an absolutely monumental task and the level of diligence and detail required for this meeting is far beyond anything I have ever dealt with.  I cannot begin to imagine the level of stress and pressure put on those involved.'

Using their handwritten lap charts, the Teams agreed after each lap as to the position of each car in the race.  The accuracy and ability of the Teams to accomplish this feat stunned Evans, who admits it was incredible to witness.  The level of detail the Teams were able to put into the reconstruction of the race left no doubt as to what the final result was.  There was no arguing, fighting, or disagreement during the meeting that required intervention by Mandel.  The final decision signed off by Mandel was a set of race results determined by all 11 Formula One Teams and official Timing and Scoring themselves using their own handwritten lap charts.  The official results of the race published and available today were determined and agreed upon by all of the participating Formula One Teams, including the protesting team of Lotus-Ford, and not a result decided independently by the Stewards.

At approximately 1:30 a.m. on Monday, September 24, 1973 the victory for the race was confirmed as being Peter Revson's.  In losing his protest, Chapman was denied the advantage he thought was needed going into the final race of the season.  Trailing by one point in the Constructor's Championship, Tyrell lost the Constructor's Title by ten points at the end of the United States Grand Prix.  That loss would unfortunately become insignificant due to the death of Tyrell driver Francois Cevert at the U.S. Grand Prix.  In addition, that 1973 Canadian Grand Prix victory would be the last one for Revson, who died in a testing accident in March of 1974.  It would also be 20 years before Formula One would again deploy a Safety Car in a race, a sight that is quite common place in modern racing.

Peter Revson during the 1973 Formula One Season.

The 1973 Canadian Grand Prix goes down in history as being unique for many reasons.  Until now, no one knew that its finishing order was a testament to the ability of human beings to reconstruct a race in full from handwritten lap charts and to cooperate in the pursuit of the truth.  It is one of the most incredible feats in the history of motorsport and should be one of the reasons why the 1973 Canadian Grand Prix is remembered most.  Not every race is won on the track or in pit lane.  Sometimes the race is won in a handwritten lap chart.  It's an important lesson to remember, particularly in the modern era of computers, transponders, and timing loops.

 Acknowledgements:  My thanks to Paul Cooke (Vice-President of Competition ' ASN/Canada FIA) and Ron Evans (Retired) for sharing their recollections of this race with me, current FIA International Steward Terry Dale for his opinion, and Allan De La Plante for his wonderful photos.

Colene Allen is the Canadian Motorsports Media Correspondent for In The Pits Racing Radio on the ESPN Radio Network.  She is a 14 year veteran road course racing official. 

Review: 2013 Cadillac ATS

Mention 'Small Cadillac' to any car enthusiast and I assure you that you will not get a positive reaction. Why? One reason: the Cadillac Cimarron. Basically a tarted up Chevy Cavalier, the Cimarron was available from 1982 to 1988 but the damage to Cadillac's reputation is, obviously, still talked about today. Traditional Cadillac buyers were unimpressed, and the Cimarron did not win over any buyer considering a European sport sedan. The car was a complete disaster on every level.

The Cadillac ATS symbolizes the marque's return to a smaller car, but this is not 1982. Thirty years after the Cimarron debuted, Cadillac introduced the ATS, and it was made loud and clear that the BMW 3-series was its main target. In 1982 everyone laughed when Cadillac said the same thing, and I still wonder if Cadillac was joking when they said it at the time, or if they really were that delusional. But this time around, it is not a joke, and nothing to laugh at. Cadillac has completely turned itself around, with the well-received CTS proving they have what it takes to run with the big dogs. Still, with a track record like Cadillac and small cars, it takes a lot of guts to stand up, point straight at The Benchmark BMW and point blank say 'We are coming after you.'

To look at, the CTS is arguably one of the most attractive Cadillacs seen since the Pininfarina designed Allante. With no design history tying down designers, the ATS design team was given a clean slate. The ATS is instantly recognizable as a Cadillac, but is easily the best interpretation of their current design language. For years, everyone thought their sport sedan would succeed if they simply made it 'look German'. It did not work. The ATS is modern American luxury at its finest. A near perfect mix of contemporary styling, elegance, sophistication and aggression all come together for one of the most perfectly executed cars offered by an American car company. Gorgeous LED exterior lighting, along with our car's optional White Diamond Tri-Coat paint and 18' wheels were icing on the cake.

Inside, the ATS is instantly recognizable as a modern Cadillac. Fit and finish and quality of materials were about what you would expect, and the cabin was certainly quite pleasant to look at. While comfortable over long distances, the ATS' seats fall short of the competition in terms of comfort and support. Cadillac, I urge you to buy a Volvo S60 just for the sole purpose of tearing its seats apart and learning how it is done. Then there is the matter of CUE, short for Cadillac User Experience. Until now, all GM cars had a fairly intuitive infotainment interface, but Cadillac has gone a step further with CUE. Oh, I meant a step backward. In a week living with the ATS, I could never figure out how to set a radio station preset. It took me three days to figure out how to work the haptic climate control on the center stack, and I own an Android phone and an iPad. I get that Cadillac is trying to be hi-tech and cutting edge, but what is the point if all you are doing is frustrating the end user?

CUE headaches aside, it seemed like I was the only one having fun inside the ATS. The interior of the ATS is tight quarters, especially in the backseat. The ATS served as the Williams family car over Christmas, which is a tough test for any car. Our holiday started with a mad dash to lovely Lancaster County, Pennsylvania. At first glance, I could tell the rear seat was tight quarters, but with a child's booster seat and two adults it was claustrophobic. While doing interior photography of the ATS, with the driver's seat set for my 6' 1' frame, I barely had any room when I took a seat behind for pictures. It also doesn't help the ATS suffers from a pitifully tiny trunk (10.2 cubic feet). For a weekend trip of a family of three with no present larger than a box of Lego's, the ATS trunk was filled to capacity, and the rest had to ride in the backseat. Yes, the ATS is a four door, but as a family car, there are compromises.

For drivetrains, Cadillac offers a wide variety of choices for the ATS buyer. Starting at the bottom, a 2.5L four cylinder rated at 202hp. Critics are quick to dismiss this engine as unrefined and slow. While close in power to an Audi A4's 2.oT, it appears this engine just does not make the grade. Next step up is a 2.0L turbocharged four rated at a more healthy 272hp. At the top of the ladder is a 3.6L V-6 rated at 321hp, which is what our test car was equipped with. All ATS' come equipped with a six-speed automatic, but the 2.0L Turbo can be had with a six-speed manual. Come on Cadillac, you offered the V-6 Cimarron with a 5-speed manual, why not with the V-6 ATS? Also, all ATS' are rear wheel drive, but all-wheel drive is available on the turbo four and V-6 models.

I alluded that I was the only person smiling in the ATS, and that is for good reason. Cadillac has constructed an excellent performer in the ATS. The V-6 engine, although used in other GM cars, seems to have been made specifically for the ATS. Shifts from the automatic are crisp and intuitive, and I never felt the need to use the magnesium shift paddles. Acceleration was quick off the line (Edmunds tested a 0-60mph run in 5.7 seconds in the same car). Cruising at speed on the interstate was blissful, and cutting through traffic at a rapid rate while my family dozed off proved the Cadillac's highway prowess. On the hilly, twisting farm roads of Lancaster County, the ATS was a lively, willing partner ready to dance. For an all-wheel drive V-6 sedan, the ATS boasts a relatively low curb weight around 3,600lbs. Add to that a near perfect front/rear weight distribution and Brembo brakes up front help explain why the ATS is such a pleasure to drive. From a driving perspective, Cadillac nailed it.

The ATS is available in four trim levels: Base, Luxury, Performance, and Premium. The base car starts at just over $33,oooUSD. Our test car was a Performance model with the V-6 with all-wheel drive. Standard on our car were handcrafted cut and sewn leather interior, power front seats with memory, Bose audio, SiriusXM and HD radio, Bluetooth, alloy pedals, dual zone auto climate control, LED interior lighting, front and rear parking assist, rear vision camera, and remote keyless entry. Options on our test car included the tri-coat paint, 18' wheels, and Cold Weather Package (heated seats, heated steering wheel), and navigation. As delivered, our ATS had an MSRP of $47,780, a good buy compared to our similarly equipped four cylinder BMW 328i.

It is evident everywhere you look that Cadillac has tried their hardest at aiming their sights on the BMW 3-series, and for their first efforts, the work put into this car has paid off. The ATS is gorgeous to look at, and offers driving dynamics to match the best the competition has to offer. Yet, no matter how great a driver's car the ATS may be, there is one hurdle no amount of work and engineering can overcome. Brand perception. During my Christmas week with the ATS, meeting with family and friends who are fellow members of Generation X, even after taking in the beautiful profile of the ATS, took one look at the Cadillac wreath and crest on the front fascia and immediately called me out for driving an old man's car. Which is unfair to the ATS, because it is not. Cadillac perfected the driving experience and styling of the ATS, but a cramped interior, confusing infotainment interface and tiny trunk are detractors to an otherwise excellent car. Us car guys know Cadillac has made tremendous strides in the past decade, but with a car like the ATS ready to take on the best, is the brand still doomed by the average person with a perception this is a car for senior citizens? The sales numbers will tell the story.

Review: 2013 VW Beetle TDI

Cars are not simply about getting from Point A to Point B. Cars can define a time in history, influence our culture, even change our perception of what we want, or expect from a car. Without a shadow of a doubt, the Volkswagen Beetle stands in an elite group of one of the most significant automobiles of the 20th century. Yet, the Beetle rests a bit uncomfortably from the very country who invented it. And this is where automotive culture kicks in. The history of the Beetle is well known. Adolf Hitler asked Dr. Ferdinand Porsche to design a simple, affordable car, with the intent of offering German families a new car in their driveway. Here in the US, the Beetle is often associated with the counter-culture in the Vietnam era, was blessed with a brilliant advertising campaign, and, simply put, was just a great little car that was practical, efficient, and dripping with personality.

The last old school Beetle sold in the USA was in 1979, but remained in production for years to come in foreign markets. The Volkswagen Golf is now VW's best seller, offering a sporty ride and superior build quality. So, then, why the Beetle? In all seriousness, this is actually a sensitive subject. Contemporary Germans see the Beetle as a symbol of a Nazi regime, during a very dark chapter in the history of their country. In America, however, we had no such misgivings for the Beetle. Far from it. And Volkswagen knew it. In 1994 in Detroit, VW unveiled Concept 1, a re-imagined Beetle, to gauge public reaction. The car was a sensation. And Volkswagen knew they had to build it.

For the model year 1998, Volkswagen introduced the New Beetle. And buyers, in North America at least, went nuts for it. Waiting lists. Dealer inflated pricing proved the demand was strong. And demand came from buyers young and old. Baby Boomers wanting to recapture memories of their youth, as well as younger buyers attracted by the whimsical styling. The problem with the New Beetle though, was for a car with retro roots, where do you go from there? What is the follow up act? Yes, Beetle Turbos and a convertible followed, as well as some special editions, but after the initial fury, with little in the way of development, the New Beetle carried on largely unchanged (save for a minor refresh in 2006) for a staggering twelve years. To go on that long without much change is unheard of, and it seemed as Volkswagen lost interest in the New Beetle, so did buyers, and the sagging sales figures prove it. Although there was a Final Edition, the New Beetle ceased production in 2010, and even us Beetle-crazed Americans did not seem to notice, or care.

But, Volkswagen had not given up. At the 2011 New York International Auto Show, The Garage met the new 2012 Volkswagen Beetle. There was nothing awful about the New Beetle, but there was a major issue-its perception as being a chick car. Cute, petite curvy lines, and a bud vase on the dash all pointed to the fairer sex. And few men want to be seen driving a car that most dismiss as a chick car. The Beetle addresses that stigma head on while not alienating the New Beetle faithful. The bud vase is gone, and face it, it is not a Beetle without some familiar curves, but the Beetle cuts a more aggressive look, appearing lower, wider, and slightly more aggressive than the car preceding it.

With the new Beetle (it is no longer New Beetle), VW delved further to the original car rather than refining the Concept 1. This approach seems to have worked, as I received several compliments about the car-from guys, so it is clear the differences are significant enough that the average person can tell, and that is important to VW's efforts. Another clever twist is VW going into its old paint catalog and resurrecting some familiar, vintage hues. Our test car was finished in a distinctive Denim Blue, which certainly set it apart from the crowd. For the more conservative buyer, VW does offer colors in line with modern tastes, so fear not. Our car was fitted with nondescript 17' alloys, a shame, since I have seen the latest Beetle rolling on cool looking reproduction dog dish style wheels, which would have perfectly complimented our car's retro paint color.

Anyone who has driven a modern VW will be instantly at home in the Beetle, but as expected, the Beetle offers far more flair. Upper door panels and dash painted to match the exterior brighten things up, which was welcome in our Titan Black interior. A two tier glove box is unique, and again, a nod to the original Beetle. Passengers are greeted with an airy cabin with plenty of room for all. Fit and finish and build quality are on par with what we expect from a VW built for a global market, as opposed the latest crop of dumbed down and cheap feeling American VW's. But perhaps the crowning achievement of the Beetle interior proves you can be retro, funky, and functional at the same time, a point completely lost on the interior designers of the MINI Cooper.

The Beetle is available with an array of engine choices, starting with the base 2.5L inline five cylinder, a 2.0L turbocharged four, and our test car's 2.oL TDI-a turbocharged diesel. This is an engine The Garage has sampled before, and its smoothness, punchy torque and excellent fuel economy continue to impress. We cannot overstate just how far VW has come along with diesel technology. Throw out your perception of the loud, smoky diesels of the past. Had I not told people this was a diesel powered car, they never would have know it. It is that good. And with EPA mileage figures of 29/39 MPG city/highway fuel economy figures, that is near hybrid levels but with a far more engaging driving experience. Beetle TDI buyers can choose between a six-speed manual or DSG manual automatic. Our test car was fitted with the DSG, which generally worked well, but some buyers might be miffed at the lack of shift paddles.

The Beetle TDI is a great little car, and in VW fashion, well, you are going to pay a little extra. While a base 2.5L Beetle comes in at just under $20,000USD, the most inexpensive TDI with a six-speed manual starts at $23,495. Our test car included the Sunroof, Sound and Navigation Package, which included a Fender premium audio system with XM satellite radio, panoramic sunroof, heated seats, Bluetooth, and push-button start. Including destination along with a couple minor accessories, our Beetle TDI rang in at $28,360. That's a good chunk of change for a Beetle, but for a funky, diesel powered two door hardtop, from a price standpoint there is not much to compare it to.

I am glad VW decided to go another round with the Beetle when it seemed as they had all but forgotten about the car. And for all the retro-inspired cars out there, the Beetle easily qualifies as one of the most practical and easiest to live with. Yes, a MINI Cooper will outhandle you, but the Beetle has ergonomics you can actually understand at a glance. The Fiat 500 may have more charisma, but the Beetle has a backseat that can actually accommodate real humans, as well as far superior luggage space. The Beetle proves that you can be fun without compromise. Sure, it gives up a few things to the MINI and Fiat, but when it comes down to a car you own and live with year in, year out, what the Beetle has on offer makes it the most practical choice.

The latest Beetle won't generate the hype and madness as when the New Beetle arrived, even though it is a vastly superior car. We're accustomed to seeing Beetles back on the road. Of course, VW is coming out with a Beetle convertible, but what the future holds from there is unclear. Why, you ask? This is not a car VW needs to make. They have the Golf for Europe, and the Jetta for America as their respective best sellers. For now, the Beetle is new, but will VW wait another twelve years before another overhaul? We shall see, but for now, the latest Beetle is definitely worth a look for anyone in the market for a practical car with a retro touch.

Review: 2013 Chevy Spark

Let's face facts-Chevy has been very awkward about sub-compact cars since the 1980's, when they started importing Korean cars badged as Chevy's. There was a total disconnect from the brand with these little cars, and it did not help that the cars themselves were, at best, average. But with a post-bailout GM, the light bulb seems to have been lit. An entry level subcompact needs to be offered in a mainstream brand like Chevy, but it has to, in simple terms, be a Chevy. The Spark comes to us via South Korea, but does it have enough of an American accent to give the Spark an identity the car's that followed it lacked?

The Spark is tiny, narrow, and quite tall. Practicality is the name of the game here, but that doesn't mean Chevy designers were not allowed some fun. The headlight bezels that stretch nearly to the edge of the windshield is pretty outrageous. The flared fenders offset by handsome 15' machine faced alloy wheels gives a sporty look. Nice details like blacked out integrated rear door handles is a clever trick. But most important, the Spark is instantly recognizable as a Chevy, something it's ancestors cannot claim.

In a radical departure from the past, the Spark offers a colorful and fun interior. Yes, hard plastics abound but you never feel like you are sitting in a penalty box. The black and red leatherette seats with red stitching work to add a warmth not often seen in this class of car. The high seating position makes you feel as if you are sitting on, not in the Spark. The Spark features Chevy's MyLink smartphone integration for navigation, and Pandora radio. Unfortunately, I found the sound quality of the six-speaker audio system to be sub-par, which is critical to the Spark's target market. Otherwise, the Spark is a fairly pleasant place.

The Spark is available only as a five-door hatchback, with one engine on offer. That engine is a 1.2L four cylinder rated at 84hp. Buyers can choose from a five speed manual or four speed automatic. The Spark is less powerful than its competition, and the 32/38 EPA City/Highway fuel economy figures are decent, but not stellar. Thankfully, The Garage's Spark was blessed with the five speed manual, which Chevy claims can go 0-60mph in 10.5 seconds. Opt for the automatic, and 0-60mph goes to a lazy 12.2 seconds. Around town, the Spark had plenty of pep, the handling was docile and the manual tranny was a breeze to operate. The Spark is a city car, not a long distance highway cruiser.

Our Spark was the top of the line 2LT, and to Chevy's credit, it comes well equipped. GM's OnStar, XM radio, Bluetooth, heated seats, remote keyless entry, rear spoiler, fog lamps and chrome exhaust tip tally's up with an as delivered price of $15,795USD. This represents a fantastic value for the content provided.

Chevy sees the Spark competing against the stylish Fiat 500 ,the Scion iQ and Smart. I do not. These cars are more fashion statements, while the Spark distinguishes itself as a useful, four door car, and far more practical. The Spark is Chevy's best effort yet for a sub-compact car, and it meshes perfectly with Chevy's brand image.

Review: 2013 Porsche Cayenne GTS

At the tender age of 15, I got my first ride in a Porsche-a brand new 1988 911 Carrera. The sound of that air cooled flat six ruined me for life. And I swore I would own a Porsche. In college I owned a Porsche 944, which was a great car, handled wonderfully, and holds fond memories as it was the car I took my first drive with the woman I would eventually marry and raise a family. But the burning desire for a 911 never went away. And in June of 2002, my dream came true. To this day, whenever I fire up my 911 I still get a chill down my spine.  But while all this was happening, Porsche, the brand I had coveted for years dropped a bomb on me. They were going to sell, of all things, an SUV.

Yes, I understood the stories from Porsche saying they needed to sell more cars to remain viable. That a car like the Cayenne could help fund development for their sports cars. But since the beginning, Porsche was nothing but sports cars. Driving my 911 was like being in a fraternity. When you saw an oncoming Porsche, you always waved. It was a recognition that we knew we were driving very special cars with a fantastic history and racing pedigree. When the Cayenne debuted, it marked a significant change in Porsche culture. Cayenne drivers do not wave. And I don't wave either. They don't care how incredible it was to see Steve McQueen pilot a 911S in the opening of the film 'LeMans'. They don't get it, nor do they care.

So, yes, it is safe to say I have been a cynic of the Cayenne from the start. Yet, all the reviews I have read generally praised the Cayenne. Well, the day finally came where I was to meet the Cayenne, and live with it for a full week. Is it a car to be worthy of the Porsche crest? Read on'

It never helped, in my opinion, that the first generation Cayenne was sort of awkward looking. It lacked the class of the Mercedes-Benz ML550. Nor did it look all that sporty either. In other words, I could not convey the design message Porsche was trying to sell. Thankfully, in 2011 the Cayenne was redesigned. The styling was sharper, more focused, tighter. New for 2013, the Cayenne GTS ups the ante with the Turbo front fascia, smoked head and tail lights, LED lighting, matte black quad exhaust tips, and a twin wing roof spoiler. Red brake calipers and a 3/4' drop in ride height underscore that this is no ordinary Cayenne. Finished in white with gorgeous 21' black painted alloys, this is the Cayenne designed for the Porsche enthusiast.

Slip onto the leather and Alcantara driver's seat, look at the gauge cluster, and any Porsche driver will feel instantly at home. Porsches are meant to be driven fast, and as such, I appreciated the easy to read instrument panel. Yes, the center console is inundated with buttons, but I found it far easier and more intuitive that scrambling through menus on BMW's iDrive. While the Cayenne is a full five seater SUV, from the driver's seat, it does not feel that way. It is driver focused, cozy as a sports car but not at all confining. The quality of materials and level of fit and finish are beyond reproach. Porsche nailed the interior with painstaking attention to detail, and it shows. Simply outstanding.

Still, this is a Porsche, and what goes on in the engine room is what any Porsche fan wants to know. And there are several choices. You start with a V-6, which is all you will want or need while looking for a parking space at Neiman Marcus. Sadly, this is the only engine Porsche offers with a six-speed manual. Also available are diesel, hybrid, V-8, and V-8 turbo engines, all of which are mated to an eight-speed automatic. All Cayennes come with all-wheel drive. Our GTS was fitted with a 4.8L V-8 pumping out a healthy 420hp. Porsche claims 0-60 mph in 5.4 seconds, with a top speed of 162 mph. That is remarkably fast for an SUV of this size and weight. Not to mention, it can tow up to 7,700 lbs.

For a weekend getaway, I drove my family to the gorgeous town of Newport, Rhode Island. I had only driven the Cayenne around town, and found it docile and very easy to drive. On the highway though, you can tell instantly this car was bred for the autobahn. Pedal to the floor on the entrance ramp the V-8 produces an intoxicating roar. Passing power is exceptional, and a thrill to boot, but with the Cayenne's aggressive face, pounding down I-95 was like parting the Red Sea. At one point my wife asked why I was driving so slow. I looked at the speedometer. I was doing 80 mph. After spending time, and looking perfectly at home at the famous Newport mansions and a sunset cruise down Ocean Drive, it was time to point the GTS back home.

There was no question the Cayenne was incredible as a highway bomber, but on the curvy roads leading me to the historic Ocean House hotel in Watch Hill, Rhode Island for an exceptional dinner. The Cayenne GTS tackled the sinuous roads with aplomb, defying the size and weight of the car with sports car like reflexes. Truly amazing. As brutal the power of the GTS may be, it speaks volumes of the refinement Porsche built into this car as I raced home while my wife and son dozed off. I have said it before, but it is these moments when it is man and machine in perfect sync that make the mark of a truly remarkable vehicle.

But, this level of automotive excellence does come at a price. You can have a V-6 Cayenne for under $50,000USD, but to get a GTS, you are starting at $82,050. Typical with Porsche, there are a ton of options available. Counting on the Monroney of our test car, there were 26 options added on. Sure, the Cayenne is no stripper, but options like SiriusXM HD radio, thermal and noise insulated glass, panoramic sunroof, front and rear heated seats, navigation, rearview camera with park assist, lane change assist, adaptive cruise control, a Burmester surround sound audio system ($5,690!)  and 21' wheels, along with countless other options wracked up our test car's as delivered price to a breathtaking $124,875. But that's how it is with Porsche.

I have spent years loathing the Cayenne, but after a week with the GTS, I give in. It is simply brilliant. I understand Porsche's business plan. Buyers of their sports cars may need an SUV, so why not build one yourself? Yes, wealthy folks will continue to buy the V-6 Cayenne in drove for bragging rights, but the GTS is the real deal. It is truly the SUV for the Porsche purist.

Capture A Jag!

Here at The Garage, both myself and Founding Editor Gary Grant share a passion for cars and photography. In a creative marketing campaign for Jaguar owners and enthusiasts, a Capture A Jag photo contest is underway. Although all photos have been submitted, it turns out my longtime friend and fellow auto enthusiast Chris Carveth has been selected as one of eight finalists for the contest. Chris captured this stunning photo of his gorgeous Jaguar XFR at sunset at Gulf Beach, overlooking picturesque Charles Island here in Milford, CT. If you like Chris' photo as much as I do, please take a moment and cast your vote at www.captureajag.com.

Review: 2013 Volvo S60 T6 R-Design

In the Volvo family of cars, the S60 T6 R-Design sits at the top of the performance food chain-in other words, this is as hot as it gets. Even today, most people rarely think of Volvo's as quick or entertaining cars, with safety being the first thing that comes to mind when Volvo is mentioned. But the truth is, Volvo has been dabbling with hot rod versions of their cars for years. As an awkward fifteen year old, I have fond memories of being catapulted down the scenic Merritt Parkway by my neighbor, and boss on our way to work in mega-wealthy Old Greenwich, Connecticut in his 1984 Volvo 240 Turbo wagon. Well, I'm 40 now, not quite as awkward, and I do the driving now, thank you. So it was time to sample Volvo's current hot rod.

Not that The Garage is any stranger to the Volvo S60. Last fall we reviewed the base T5 AWD, and came away very impressed. The S60 is arguably one of the most handsome luxury sedans on the market, and without a doubt the sexiest Volvo ever built. It will, however, take a true Volvo fanatic to recognize you are piloting the R-Design. Unique 18' wheels, front and rear spoilers, rear diffuser and polished exhaust pipes. In other words, the changes are very subtle. Not so subtle was our test car finished in Rebel Blue, a color nearly every person I asked disliked. Color is a personal choice, but since the R-Design is so subtle against its less powerful S60 siblings, a milder color would make this the ultimate Q-Ship.

If the changes to the exterior are subtle, then the interior is even more so. Special sport seats, steering wheel, shift knob, blue watch dial gauges and aluminum pedals are all that differentiate the R-Design from other S60's. And that is not a bad thing, as the S60 has an open, airy cabin that is exceptionally comfortable, especially over long distances. As before, most controls are fairly intuitive, but the S60 seems to be a step behind the competition with its infotainment interface. Even so, the S60 R-Design sports some of the best seats in the business.

So while we all agree the R-Design does not do a lot to distinguish itself from outside/inside, the biggest difference is what lies in the engine bay, where you will find a 3.0L turbocharged inline six rated at 325hp, paired to a six-speed automatic. All R-Design S60's are all-wheel drive. Sadly, no manual transmission is offered. The R has 75 more horsepower than the five cylinder T5, and Volvo claims a 0-60mph of 5.5 seconds, which is over a second quicker. Suspension and steering have also been tightened up for the R-Design. Yes, it is quick and tight, but as I drove the R-Design, I kept thinking back to the sublime Audi S4. Boasting only eight more horsepower, the S4 will toast the S60 1.1 seconds to 60. While the S4 is intense and engaging, the R-Design has the goods but the speed is delivered in a far smoother, relaxed manner.

But where the R-Design trumps its competitors is price. And not because it is lacks features or suffers from inferior build quality and materials-far from it. The Volvo S60 easily matches its Audi, BMW and Mercedes-Benz rivals. This top-spec S60 has a starting MSRP of $43,900. Our test car included the Platinum package (navigation, premium sound, rear view camera), and Climate package (heated front seats, interior air quality system, heated windshield washer nozzles). Including delivery, our S60 T6 R-Design had a cost of $48,195, which is about $12,000 less than the Audi S4 we tested with similar content. If you don't demand a manual tranny, and for normal daily driving, the R-Design is by far the better buy.

If you view Volvo owners as New England types working at prestigious universities, well, you would not be far off. Owning a Volvo is not to show off your car to brag to your friends about, that's what BMW's are for. And despite Volvo's heritage in turbocharging cars, public perception still perceives Volvo has a brand that places safety above all else, and that is true. What most do not know is that you can be enveloped in an extremely safe Volvo, and have some fun as well. If your perception of Volvo owners is the college professor, then the S60 T6 R-Design is the cool college professor you had that played in a blues band on weekends. Fun, passionate, yet mellow. In other words, a long term friend, for which Volvo's have a strong reputation for.

Review: 2013 Hyundai Elantra GT

As an American of British/Irish descent, I have often marveled that in spite of the fact that the USA is comprised of citizens from all walks of life, rich, poor, and from every corner of the world, there is one common perception about cars. And as Americans, most tend to snub their noses at a hatchback, and why is that? There is this crazy misconception that a hatchback is akin to flying economy class, while a formal sedan is more like flying coach. This silly rationale is one of the reasons Europeans point and laugh at us when we travel abroad.

By now, the Elantra is a household name, but in 2002, Hyundai slipped in a sleek five door hatch called the Elantra GT. One look at it, and I saw it as sort of a poor man's Saab 9-3. The Elantra GT disappeared after 2007, but 2009 saw saw the introduction of the Elantra Touring, which was a small station wagon based on the European market Hyundai i30. The Elantra Touring is gone, but Hyundai reinvented the i30 as a hatchback, and what we get is the Elantra GT.

The Elantra GT is a fantastic looking car from any angle. Fluid lines, swooping curves make a strong statement. With the GT, Hyundai has done a fine job of designing a compact car that looks more expensive than it is. No one is going to mistake the car for an Audi A7, the Elantra GT comes off as cool and sophisticated. Rolling in to a four star hotel outside Washington DC, the GT needed no excuses or apologies, and looked right at home.

I'll confess, I wasn't thrilled knowing I'd be making the drive from my native Connecticut to Washington DC in the Elantra GT, but the car more than proved itself as a competent road tripper. More than enough room for a family of three and their luggage, but the Elantra GT really proved itself for a long drive beset by accidents and terrible traffic conditions. After an eight hour drive to DC, we were exhausted, but to the Elantra's credit, we did not ache a bit. Clear gauges and intuitive controls make the Elantra easy to live with. After a 650 mile round trip, the Elantra GT passed with flying colors.

Motivation for the Elantra GT is delivered via a 1.8L four cylinder rated at 148hp. Buyers can choose between a six-speed manual or automatic. That's about on par for cars in this class, but Hyundai deserves a huge thank you from enthusiasts for letting the stick be available no matter how you option out your GT, while the competition makes their most basic car the only option if you like to shift for yourself. Our test car was equipped with the automatic, which shifted smoothly and was always ready to drop a couple gears if I needed more speed. The Elantra is peppy around town, and can more than hold its own on the highway, but you won't be winning any drag races. That said, the Elantra GT cruised comfortably for hours at 80mph. While I am told Hyundai softened the suspension a tad for Americans, this was a real tight car as far as ride and handling go.

The Elantra GT starts at a reasonable $18,545USD, with SiriusXM Radio, Bluetooth and iPod integration standard. Our test car included the Style Package, which added 17' alloys, panoramic  sunroof, leather interior and a power driver's seat. Also, the Technology Package added a rearview camera, dual zone auto climate control and navigation. Including delivery, our Elantra GT rang in at $25,550USD, which is not bad for the amount of kit our car came with.

And so, The Garage has sampled the entire family of the Elantra-sedan, coupe and GT. Of the threesome, the GT is my pick. For style, features and panache, the Elantra GT represents a great value, not to mention excellent utility to boot. Yes, Hyundai knows the sedan will easily outsell the GT, but as enthusiasts let's be thankful Hyundai has offered us the GT, a delightful Korean car with a European accent.

 

 

Action in the pits

Daytona was a bit weird for me, as it was the rare time that I have been at a race without photo credentials. That meant that I didn't have my go anywhere access, but my media creds still offered unlimited access to the pits, unlike some other series. As Sunday rolled onwards and teams packed up and went home, the empty pit stalls became perfect spots to shoot the action in the pits. I decided to stitch together some stop action footage and through in a soundtrack of the on track action. I hope you like it!

The Garage at 2013 Rolex 24 at Daytona

The Winners crossing the line!

The past 12 months have been just a crazy ride for me as I have traveled around the world covering events for Wheels.ca including bucket list events like the 24 Hours of Le Mans, the Goodwood Festival of Speed and just this past weekend I went to Daytona Beach to cover the Rolex 24 for the first time. Just an incredible year!

To get my full report on the 24, click here to read my live blog from the race complete with tons of images. The long and the short of it is that Chip Ganassi Racing won their fifth Rolex 24 in ten years. Toronto's AIM Autosport pulled off a great third spot on the podium in the GT class and west coast Canucks, Bullet Racing, scored second place in the new GX class.

Head past the jump to see a rather huge gallery of images from the 2013 Rolex 24 at Daytona.

Subaru Prices 2014 Forester

The Subaru Forester has undergone a massive transformation from when it started life as a 1998 model. With all-wheel drive, a boxer four cylinder engine and a slightly quirky persona, the Forester was a tall wagon that hit all the right notes with its loyal, and yes, quirky fan base. In 2008, Subaru ditched the tall wagon design of the Forester, and went typical compact crossover. Yes, sales of the Forester were up, but we questioned if Subaru had sold out. After testing a 2011 Forester, we concluded that Subaru had not, sticking with its core principles-all wheel drive, boxer engines, and turbocharging.

Which brings us to the all new 2014 Forester. Starting at $21,995USD for a base model 2.5i. A six-speed manual is standard-for $1,000 extra you can get a continuously variable transmission. I have to say it really disappoints me that Subaru opted for a CVT. The 2.5i is powered by 170hp boxer four, while there is the option of the 2.0 XT which features a 250hp turbocharged engine. The CVT is the only available transmission. A top-spec 2.0XT Touring will set you back $32,995. No word from Subaru as to when we can expect to see the new Forester in dealer showrooms.

Last But Not Least: Redefining the Meaning of Winning

Race 2 Recovery on the podium at Dakar

A guest post by Colene Allen

'What you have achieved was a triumph of perseverance and teamwork, and you have shown the world what true valour looks like.' ' The Duke & Duchess of Cambridge.

Winners.

In motorsport, there are many of them. Winners of races, winners of championships, winners of purse money, and winners of trophies. We define a winner by where they place in a competition. We often refer to the second place finisher as the first loser. For most drivers, teams, and sponsors, winning is the benchmark of success in motorsport. Given all that, something happened during the 2013 edition of the Dakar Rally-Raid that completely redefines what a winner is. In fact, what happened completely redefined motorsport as many of us know and view it.

Motorsport by its nature is a combination of man and machine, teamwork, determination, perseverance, sheer grit, and courage. We often focus on the machine part of the equation and concern ourselves with the latest advancements in aerodynamics, engine technology, or computer controlled systems. We focus occasionally on an exceptional driver, an outstanding performance, or a glimmer of greatness. We rarely focus on what people put into the work they do in motorsport to achieve the results they do. We do not notice what they overcome to achieve the results they do, and given our definition of what a winner is, we would never consider finishing in last place to be a triumph.

Approximately two years ago, while attending a therapy session at a rehabilitation clinic for wounded soldiers in the United Kingdom, Captain Tony Harris turned to his mate, Corporal Tom Neathway and expressed a desire to start a race team to compete in and finish the 2013 Dakar Rally-Raid. Over the next two years, the two mates assembled a team of wounded soldiers from the American and British militaries, several veterans, and a number of experts from the motorsports arena. They put together deals with high profile sponsors, including the Royal Family of Windsor, and trained and practised to get ready to take on the Dakar Rally-Raid. Harris and Neathway named the team Race2Recovery and set out to prove that being a single, double, or triple amputee has no bearing on the ability to compete in motorsports.

That goal may not sound ambitious until you consider what the Dakar Rally-Raid is. It's a 9,000 kilometre off-road rally across all kinds of terrain from 100 foot high sand dunes in the desert to 4,000 foot high mountain peaks in the Andes. It takes 15 days to run the entire rally, and try as hard has he might, in eight attempts to win the Dakar Rally Robby Gordon has never managed more than a stage victory. The Dakar Rally is the most extreme and dangerous motorsports event in the world. Only 2 out of every 5 starters will make it to the finish. To finish the Dakar Rally by itself is an accomplishment and to win the Dakar elevates a driver and team to legendary status. Stephane Peterhansel may have won the Dakar Rally a total of 11 times, but even that accomplishment does not define the true meaning of being a winner.

Race2Recovery had entered a total of five vehicles in the Dakar ' a T4 Renault truck and four T1 QT Wildcats. The T4 Renault truck was the on-stage support vehicle, meant to render assistance in the event that one of the four T1 Wildcats broke down. They started the Rally on January 5, 2013 with the entered vehicles plus two LandRover Freelanders and two huge transporters carrying spares, tools, and other equipment required by the team. By the beginning of Stage 3 of the Rally, their first Wildcat had been disqualified for failing to go through enough way/checkpoints in order to obtain an official time. By Stage 4 of the Dakar, their second Wildcat was withdrawn after an on-stage mechanical problem that could not be repaired. Race2Recovery now had just their T4 Support truck and two Wildcats left in the Rally. On Stage 5, the unthinkable happened to the team and would force them to ask if they should continue the Dakar or withdraw and go home.

While on a transit between sections of Stage 5, the Race2Recovery T4 Support truck was involved in a head-on collision with two local vehicles. The resulting crash put three members of the team in the hospital in stable but serious condition, killed two locals, and injured four others. Race2Recovery was faced with a difficult decision ' give up their goal and go home or continue on against the odds and try to finish what they started. With no support truck and only two Wildcats left in the Rally, the task was daunting. They were also down three crew members. Where many others might have given up, Race2Recovery decided to continue the Dakar, a decision that would prove to bring the bittersweet taste of both success and failure.

With their two remaining Wildcats, nicknamed 'Ratcat' and 'Joy', Race2Recovery started Stage 6 of the Rally only to endure more hardship. Ratcat, driven by Ben Gott and co-driven by Staff Sargent Mark Zambon of the U.S. Marine Corps caught a sand dune on the wrong angle. Ratcat flipped violently several times and the crash sent both Gott and Zambon to the hospital with minor injuries. Both team members were later released from hospital, but the setback was a serious one. If the team continued, all of their hopes to complete the Dakar rested on 'Joy', driven by Major Matt O'Hare and co-driven by Corporal Philip 'Barney' Gillespie. 'Joy' was the last vehicle standing in a Dakar that had been mercilessly cruel to this team of rookies that had set such a lofty goal.

The story of the team's misfortunes and determination to continue was spreading over the Internet and social media. The team gained many new fans and followers from around the world. They may have been sitting in last place, but Race2Recovery had become the story of the Dakar. They were mobbed at fuel stops, constantly asked for autographs, and followed all over the world via live timing and scoring from way point to way point on stage after stage of the Rally. As their worldwide social media cheering section grew, so did their ability to see the goal of completing the Dakar with their lone remaining Wildcat 'Joy'.

On January 20, 2013, the Race2Recovery team came across the podium at the end of the Dakar with 'Joy'. Fifteen days, four vehicles down, 5 crew members hospitalized, 2 failed transport vehicles, and multiple artificial limb failures later, Race2Recovery had achieved their goal. They had finished last in the Dakar, and by all definitions traditionally used in motorsport were losers. What they did was redefine two things for all of us ' what winning really means and what is possible in motorsport.

Winners.

Race2Recovery are winners. They succeeded in accomplishing something never done before. They completed the Dakar Rally-Raid and made history doing it. They are the first disabled motorsports team to ever complete the Dakar. They have shown the world that disability is no barrier to achievement in any discipline one chooses to pursue. They've also shown all of us that sometimes it's not about where you place in the rankings, it's about what you have to face down and work through to get to the finish line.

Colene Allen is a CASC-OR and SCCA (Detroit Region) veteran roadcourse Race Official. She is also the Canadian Motorsports Correspondent for In The Pits Racing Radio on the ESPN Radio Network. She has been involved in motorsport for thirty years.

Review: 2013 MAZDA CX-5

The notion of a compact crossover is hardly a new one. The Geo Tracker debuted in 1989, and in 1994 Toyota released a blockbuster hit with the RAV4, and Honda followed with the wildly successful CR-V a year later. Yet Mazda has been content to sit on the sidelines while demand continued to surge for this type of vehicle. Sure, there was the Mazda Tribute, which was simply a rebadged Ford Escape. Upright and staid, the Tribute did not mesh at all with Mazda's line of vehicles, and never sold well. With that in mind, it's hard to believe that the 2013 CX-5 is Mazda's first effort at a compact crossover.

Style and crossover don't always go hand in hand. The aforementioned RAV4 and CR-V reign supreme when it comes to sales, and the buying public has made its statement: they prize functionality and practicality over personality. Why is this? The belief is style will compromise the utility that buyers seek in a CUV. Mazda designers threw that notion in the garbage, and designed one of the prettiest crossovers available that  gives up nothing in the form of utility. Interesting angles and curves prevail, but the CX-5 never comes across as busy or overdone. The ultimate seal of approval came when I pulled up to the swanky Liberty Warehouse in New York City for a wedding reception, and the valet tells me what a great looking car the CX-5 was.

Inside, driver and passengers are greeted with a simple, functional interior. Fit and finish and quality of materials are on par with the competition. Buyers enticed by the exotic curves of the exterior may be disappointed that Mazda went ultra-conservative inside, however. Mazda bills itself as a driver's kind of car company, and as such I appreciated the chunky steering wheel and crystal clear gauges. Some reviews have panned the TomTom GPS navigation and infotainment as being too basic, but I found it a cinch to use with all the features I could possibly want. Flashy? No, but the CX-5's cabin proved to be roomy, practical and quite comfortable.

The CX-5 is offered with one engine, a 2.0L direct injected SkyActiv four cylinder rated at 155hp (though there are rumors we could see a diesel powered CX-5). A six-speed manual (which is I hear is sublime) is a rarity in crossovers, and is only available in the base model with front wheel drive. All other CX-5's get a six-speed automatic. Buyers can choose from front or all-wheel drive. Our automatic, all-wheel drive has EPA fuel economy ratings of 25/31 MPG city/highway, which is exceptional. When I saw that 155hp was all there was to motivate this car, I was skeptical that it would be able to get out of its own way. Thankfully, I was proven wrong. It's no rocket, but the CX-5 was perfectly at ease on the highway, engine and transmission working in perfect harmony. Steering, brakes and handling are superior to any other car in its class-and that is one hyper-competitive class. Smooth on the interstate, yet perfectly agile in the urban jungle of New York City, the CX-5 is a no compromise performer.

CX-5 shoppers can pick from three trim levels, starting with base Sport, Touring, and Grand Touring. Our test car was the top-spec Grand Touring model. Standard equipment included 19' alloys, power moonroof, heated leather sport seats, two-zone auto climate control, blind spot monitoring system, Bose audio, power driver's seat, HD SiriusXM radio and a rear-view camera. Our car's sole option was the Tech Package, which added navigation, HID headlights and other goodies. Including delivery, our CX-5 stickers at $30,415USD, which seems reasonable for the level of features you get.

Mazda's first genuine attempt to get into the compact crossover market is, in my opinion, a raging success. Mazda has proved that you do not need to have vanilla styling to be practical, or have the handling capabilities of a marshmellow to be comfortable. Instead, the CX-5 delivers a look that is interesting to look at, and a driving experience that shatters all the accepted notions of how a crossover should handle and perform. All of this with surrendering any practicality. Mazda may be years late to the party, but without a shadow of a doubt perfected the recipe.

 

 

2013 North American International Autoshow wrap-up

While @thegarageblog on Twitter has been crazy active over the past week or so, things have been pretty quiet here in The Garage Blog. Why? Well, truth be told, I am so busy with my real job that I don't have time to keep up with The Garage. For those of you who don't know, my real job isn't really a job at all. Instead, I am a freelancer with a daily and weekly gig over at the Toronto Star's Wheels.ca, so when I'm done writing (I'm never really done) I really don't have the energy to come here and write more.

So, my own coverage of the 2013 NAIAS is going to be limited to a shit load of pictures.

I will tell you that the absolute highlight of the show for me was turning a corner and seeing the Borg-Warner Trophy, in all its glory, standing out in the open, waiting for me to drool on it. Rather than just the usual gearhead drool, this was a chance for me to truly experience a bit of family history that I have never actually been close enough to embrace. Seeing my Grandfather's Cousin's name and face on the trophy was quite the moment for me. You can read more about my connection to George Robson here.

Now, head past the jump to see all sorts of stuff from the show.

Volkswagen Reveals Passat Performance Concept

Yes. it is January, and that means the 2013 North American International Auto Show is underway in Detroit. Of particular interest to this VW devotee was the Passat Performance Concept. The Garage has sampled the latest Passat, and is our pick for best mid-size sedan available in North America. And there is no denying the success of the new Passat ,which has shattered prior sales records in the US . Why? Well, VW wanted to appeal to a wider audience here, so we get the 'American' Passat, as opposed past generations of Passats, which was the European idea of what a mid-size car should be. Sure, the auto media heaped praise on past Passats, but the car met with limited appeal here in the States.

Volkswagen's ambitious, and so far successful attempt to dramatically increase sales here has, inevitably, left many of the brand's fiercely loyal buyers out in the cold. We have not been forgotten. As much as the new Jetta disappointed me, the Jetta GLI gave some assurance VW hadn't completely lost the script.

Which leaves us with the Passat Performance Concept. Those of you thinking this signals a return to the halcyon days of W-8 Passats, think again. No, this sporty Passat sports a drivetrain much more in tune with today's market, namely a 1.8L turbocharged, direct injected four cylinder rated at 250hp paired to a six-speed automatic. Other upgrades include dual exhaust, 19' alloys, bi-xenon headlights, LED taillights, and carbon mirror caps. Inside, the concept features carbon accents and a two color leather interior. Finally, a lowered sport suspension and revised steering promise an improved driving experience.

Yes, the Passat Performance Concept is, of course, just that-a concept. Surely, VW is using the auto show to get a feel of how the car buying public would receive a more buttoned-down Passat. Also, it is a nod to the VW faithful. In my opinion, building this car is a no brainer. The modifications are slight, and VW already offers the same engine in foreign markets, so why not? Not to mention plenty of the Passat's direct competition already offer turbocharged four cylinder engines (Kia Optima, Hyundai Sonata, Ford Fusion). Stay tuned to see in concept becomes reality.

 

Review: 2013 Cadillac XTS

Cadillac has slowly been rebuilding its brand to glory, but it has been a long road. For Cadillac, the phoenix that rose from the ashes is without a doubt the successful CTS. The brand's greatest triumph since the V-16 Cadillac's of the 1930's is without a shadow of a doubt the CTS-V, an absolute menace to society dressed in a tuxedo. Yet, with all focus on the CTS, Cadillac's larger car family went neglected, and between the DTS and STS, it seemed confusing as to where Cadillac wanted to go with their premier large car. Which made me scratch my head, given that Cadillac has been building luxury cars for over 100 years.

The DTS and STS are now extinct, and the XTS takes their place. The XTS boasts a prominent grille, and the creased styling we've come to expect from Cadillac's 'Art & Science' design mantra. The XTS is easily recognizable as a Cadillac, but there is no hiding the fact the car was engineered as a front wheel drive vehicle, and it looks it. And that can be a tough sell in the luxury car market, where buyers demand looks above all else. The XTS is a handsome car, but being front wheel drive, it cannot pull off the elegance of design its rear wheel drive competitors offer.

Inside, the XTS is a revelation. Step in to the driver's seat, hit the start button and you are greeted with a swirling digital display for not just the infotainment center, but the dashboard itself. That's right-no needles, the gauges are all computerized. They look fantastic. If you've complained that stepping into a car has stopped having any sense of occasion, step into an XTS. You genuinely feel like you are sitting in the most cutting edge car out there. And that's not always a good thing. Meet CUE, Cadillac's newest infotainment system. Cadillac has forgone buttons to control climate control and other functions. Yes, it is high tech, but as a Gen X'er with an iMac, iPod, iPad and Android phone, the XTS's controls proved to have the highest learning curve of any car I have ever driven in all the years I have reviewed cars. My Grandfather loved Cadillac's, but he would positively hate the XTS for its controls. Which I understand. Cadillac has been desperate to reach out to a younger audience, and shake the 'old man's car' that has dogged them for decades. But the reality is the guy contemplating an XTS will likely be in his 50's at least, not understand how to work Facebook, doesn't know what a tweet is, and think Pandora is about a box. Yes, the XTS is extremely comfortable, build quality and materials are on par for the price paid, but simpler controls would be welcome.

Motivation for the XTS comes in one form only, a 3.6L V-6, rated at 304hp, and paired to a six-speed automatic. Buyers have a choice between front and all-wheel drive. The XTS does a decent job of getting out of its own way, and passing power is perfectly fine. However, I suspect Cadillac buyers will be disappointed at the lack of a V-8 option. As expected, the XTS was stellar as a highway cruiser. Fitted with 20' alloys, the XTS' Magnetic Ride Control delivered one of the smoothest rides I can recall in a car sporting wheels that large. Brembo brakes up front instilled confidence, and the XTS was cool as a cucumber when pushed, but few owners are likely to drive this car hard. For its considerable size, the XTS EPA fuel economy numbers are 17/26 MPG city/highway, not bad for a large all wheel drive luxury car.

A base front wheel drive XTS starts at $44, 075USD, and comes well equipped. The XTS is available in four trim levels: Standard, Luxury, Premium, and Platinum. Our test car was the Platinum with all-wheel drive. The standard equipment list is staggering. Bose studio surround sound with 14 speakers, SiriusXM and HD radio, Opus leather interior, real wood trim, power tilt/telescope/heated steering wheel, heated/vented front seats, three-zone auto climate control, head up display and a panoramic moonroof. Of course, there are shades aplenty for privacy. I mentioned before the XTS offers a real sense of occasion when you step in, but even before you get in, while leaving a five star restaurant after dinner, walk up to your XTS, hit the button to unlock the doors, and the illuminated door handles are jaw-dropping sexy. In words, it may sound tacky, but in person, seeing this puts the XTS at the height of class. Our test car's sole option was a gorgeous Crystal Red Tintcoat, which brought the tally to $62,300, including delivery. That's a far cry from the base XTS price, but with all-wheel drive and every conceivable luxury option as standard equipment, the XTS we sampled did not seem excessively priced for what you get.

Still, the XTS, as fine a car it is, seems conflicted. With Cadillac, you have the well received CTS, and the new rear wheel drive ATS, meant to fight the BMW 3-series. With the XTS we have a front wheel drive, full size luxury car competing in a market segment that practically demands rear wheel drive. Then again, the XTS' nearest domestic competitor,the Lincoln MKS, also based on a front-drive platform, which is less expensive and more powerful in Ecoboost form, but seems old next to the XTS. Cadillac may not be after the BMW 5-Series buyer, but their renewed interest in a large car has produced a luxurious, capable car that suffers none of the driving traits of the cars the XTS can trace its roots to.