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!