IMPA Test Days Part II

Welcome back to The Garage for coverage of day two of the International Motoring Press Association's annual Test Days event, held in the beautiful New York Catskill Mountains. Whereas on day one we were free to drive the surrounding roads of our home base, Monticello Motor Club, today it was all about taking to the race track, and access to a rigorous off-road course.

When taking to a race track, I generally prefer to go with something on the mild side to get used to the track. In this case I picked a MINI Cooper Roadster. Dogged with an automatic tranny and not enough power to get you into any sort of trouble, the MINI was ideal to acclimate myself to the track. Satisfied, I turned my sites to something a with more bark-the BMW Alpina B7. Under the hood lies a 4.4L twin turbo V-8 cranking out 500hp. On the track, you are aware of the B7's size and weight, but she is seriously fast. A 2013 Ford Mustang GT hit the track with a 30 second lead in front of me, and I caught up to it.

I did sample a V-6 powered Mustang for the first time. I don't mind Mustang's at all on the street, but I've driven Mustangs on a race track a few times now, and each time I am reminded how awful these cars perform on a track. No confidence in these cars at all, with twitchy handling and not nearly enough steering communication.

Yes, driving flat out on a race track is great fun, but slogging along at 5mph on an intense off-road course if equally exhilarating. For starters, I was given a ride in a Land Rover LR3 with an off-road expert to familiarize myself with the course. Once done, I surveyed the trucks available to us, and settled on the Nissan Frontier. The Nissan's smaller size and off-road package seemed like a safe pick for my first run. The Frontier was an ace at the difficult course, but after riding in the Land Rover, the Frontier felt primitive and very basic. After the Nissan I went for the Jeep Wrangler Rubicon, which was positively amazing. All in all a fantastic course with some extremely capable vehicles.

Having satiated my urge to go off-road, it was time to get back on the track. I made my way to where Porsche was stationed. Sure, there was a wait, but I put my name in to track the all-new Porsche Boxster S and the 911 Carrera S. After a wait, it was time to hop in the Boxster. With the other cars, I was on my own on the track, but Porsche had driving coaches on board, with the intent to make us push the cars harder and go faster. So upon hopping in the Boxster, I am greeted by Andrew Davis, who races a Porsche 911 GT3 in the Rolex Grand Am series for Brumos Porsche. That's right, a Grand Am driver is riding shotgun, giving me tips on how to maximize a Boxster on a race track! The Boxster feels fabulous and unflappable-very easy to drive fast and incredibly forgiving.

Next up was the latest Porsche 911, a car that holds a lot of meaning to me as I own one myself. I was nearly beside myself when I climbed in to find none other than David Donohue, Daytona 24 winner and son of the legendary Mark Donohue sitting in the passenger seat. I quickly informed David that I was about to turn in a truly awful lap as I tried to process the racing goodness seated beside me. In the Boxster, Andrew was pretty laid back, but in the 911, it was totally different riding with David. And it was awesome. David let me in on the racer's mindset. How far ahead you are looking-even two corners ahead of myself. And he pushed me-when I wanted to back off on throttle, he insisted I go all in. The 911 is radically different from the Boxster, and David had me pushing the car hard enough I was getting sideways in a $100,000 car without breaking a sweat. Some people say if you haven't scared the crap out of yourself, you weren't going fast enough. With ace racer David Donohue as my co-pilot, I can safely say he pushed me to my limit, and the tail-heavy 911 as well. It's an experience I will treasure for life.

And on that note, that concludes my coverage of the 2012 IMPA Test Days event. I was able to sample some of the most remarkable vehicles on the market in gorgeous settings on bucolic country roads, fantastic race track and challenging off-road course. Thanks for joining us in our coverage, and we look forward to Test Days in 2013.

Related posts:

1. IMPA Test Days 2012: Part I
2. IMPA Test Days 2011 Wrap Up
3. IMPA Test Days: Day 2 on the track
4. IMPA Test Days: Track Day
5. IMPA Test Days: An overview

Review: 2013 Infiniti JX35

From the very beginning, Infiniti has considered itself a sort of 'organic' brand, and the past twenty years have proven that. With great success from the G-series coupe and sedan, and acclaimed M-series flagship, Infiniti has the passenger car segment well sorted. However, we live in the Age of the Crossover, and this is an area where Infiniti seems to have lost focus. Infiniti's crossovers had consisted of the EX35 and FX50-fine vehicles with excellent driving behavior, but short on utility. Wait-isn't utility the point of a crossover?

To address this oversight, Infiniti introduces the new JX35, a true three-row crossover with utility in mind. The premium three-row crossover market has few players, with the Buick Enclave the perennial sales leader. Infiniti is bent on turning that around. But in doing so, has moved away from some of the mantras of what defines an Infiniti. How this all sums up is interesting, so read on.

For starters, it helps that the JX35 is one handsome looking vehicle period, never mind that it's a big family hauler. Sure, it can easily do the job of taking the kids and crew home from baseball practice, and be perfectly at home rolling up to a four star restaurant for dinner that evening. Our test car was finished in a rich, striking Black Obsidian, offset with gorgeous 20' alloys and struck a perfect balance of style and luxury touches. Of all Infiniti CUV's and SUV's, the JX35 is far and away the best design of them all.

A handsome exterior on a crossover is a plus, but it's inside that ultimate litmus test. The JX35 proved to be a luxurious oasis with comfortable seating, generous room, a plethora of features instilled with plenty of swagger. Attention to detail like the wavy stitching on the front seats, and elegant door handle hardware helped to add up to a special flair to the JX, something I found missing in the Acura MDX. Our feature-laden JX35 was still fairly easy to use, with intuitive controls. Our black on black test car may sound dreary to some, but with enough wood and bright trim accents and a panoramic moonroof, the JX35 was anything but. The JX shows that a three row crossover can be functional, fashionable and luxurious all at once, with little compromise.

The JX35 is powered by a 3.5L V-6 rated at 265hp, paired to a CVT (continuously variable transmission). Parent company Nissan makes the best CVT's out there, but that is like saying Nissan makes the best of the worst transmissions. While the CVT has dominated Nissan products, Infiniti has stuck with manual and automatic tranny's-until now. The CVT has made its way into the Infiniti line. I've driven plenty of vehicles with this miserable contraption, and in my experience, it works best with Nissan/Infiniti's 3.5L V-6, which has enough torque so the engine isn't roaring at 4,000rpm to maintain 70mph on a mild grade, as I've experienced in some CVT-equipped cars. True, 265hp is not a lot to push a vehicle this size, but the JX35 never felt pokey, and passing was never a problem. The ride was tuned for comfort, and the steering was ultra-light. Buyers have the option of front or all-wheel drive. Our all-wheel drive test car had an EPA rating of 18/23 MPG city/highway.

The JX35 AWD starts at a reasonable $41,550USD. For that price, you get a well-equipped, luxurious crossover. Our test car was fully loaded, adding the Technology Package (Back-up Collision Intervention, heated steering wheel, remote engine start, Intelligent Brake Assist, Blind Spot Warning & Intervention, Lane Departure Warning, Distance Control Assist), Theater Package (dual 7' color monitors, wireless headphones, aux AV jacks), Deluxe Touring Package (20' alloys, Bose Premium surround sound audio, climate controlled front seats, heated rear seats, maple interior accents), and Premium Package (Navigation with voice recognition, NavTraffic, NavWeather, Zagat restaurant guide, Around View Monitor). The tally on our JX35 came to $55,170, including destination.

With such a luxurious ride at our disposal, a road trip was called for. While the old industrial town of Springfield, Massachusetts may seem an unlikely destination, there is plenty to do. The Student Prince is about as authentic a German dining experience you will find, and with my wife a true Pennsylvania Dutch girl of German/Austrian descent, she will attest it is the real deal. The Hungarian Goulash is to die for. The Springfield Museums was an unexpected treasure, with an outdoor garden of Dr. Seuss that must be seen to be appreciated. For the gearheads, you will be treated to a history of the automotive history of this city, and I was shocked to learn in the 1920's Rolls Royce built cars here to satisfy demand in the US. We then headed off to tony Northampton, a funky college town filled with trendy shops and restaurants. The JX35 fit in perfectly.

With the JX35, Infiniti has finally brought a mass-market luxury three-row crossover that makes sense. The soft suspension, lifeless steering feel, CVT and hardly explosive acceleration may run counter to what we have come to expect from Infiniti, a brand that seemed concentrated more on style and performance over practicality. But the combination of smart, sophisticated styling, luxury and technology make the current sales champ Buick Enclave look obsolete in comparison. Infiniti has read what the premium three-row luxury crossover buyer wants, and has delivered in spades.

 

Related posts:

1. Review: 2011 Infiniti FX50
2. Review: Infiniti EX35
3. Review: Infiniti G37 Coupe
4. 2008 Infiniti G Coupe Sketches
5. Buick Prices Updated 2013 Enclave

IMPA Test Days 2012: Part I

If it's late September, it can only mean one thing-the annual International Motor Press Association's annual two-day Test Days event. This is The Garage's fifth trek to this event. Test Days is open to IMPA members only, but is a massive event, bringing together a large group of manufacturers with an impressive showing of cars. This was Test Days' second year in the beautiful Catskill Mountain area of New York State. For two days the event was hosted by the professional staff at Monticello Motor Club, a private, members-only race track. Think of it as a country club, but instead of swinging a golf club, you're pounding your sports car on a track.

Test Days is divided into two distinct sessions. Day one has us enjoying a wide variety of cars on the scenic, winding roads of the Catskills. Day two is track day, where we get to unleash the cars at Monticello's fantastic race course. During both days, a rigorous off-road course was available. On day one, I kept to the tarmac. Here's a sampling of the cars I drove, all of which can be seen in the photo gallery at the end of this post.

On a crisp autumn day in the Catskills, the weather was picture perfect. Taking my time in picking my first car to drive, I made a promise to stick to cars I normally don't get my hands on. I started with the Range Rover Evoque. I love the looks of the Evoque, and it was a comfortable ride, but my doors weren't blown away. With a 2.0L direct injected turbo four making 240hp, the Evoque was adequate, but not particularly as fast as its sporty profile suggests. And with an as tested price tag of over $54,000USD, I have a problem with that. I'll take a BMW X1 with the twin-turbo inline six with the M Sport Package and laugh all the way to the bank.

A little let down by the Evoque, it was time to turn my attention to something more interesting. Well, the 2013 Corvette Grand Sport (pictured above) seemed suitable. With the roof off, nothing but me and the open road ahead, the Corvette was positively glorious. Powered by a 6.2L V-8 knocking out 436hp paired to a six-speed manual, the 'Vette was the perfect driving companion. Turning from a stop sign it was all to easy, and hilariously fun to kick out the tail on take-off. The Corvette will be whatever you want it to be, as she is happy to be driven hard, or simply loaf along. And whatever your choice, she is so easy to drive and very forgiving. Our heavily optioned Grand Sport rang in at just under $71,000, but for what you get it is still a great performance buy.

It is events like Test Days that sometimes give other cars an unfair advantage. After enjoying the Corvette, I jumped into a 2013 Nissan 370Z Roadster. Top down, gorgeous day, I take off in the Z, and well'I'm bored. Had I picked a Prius, I'd likely be praising the 370Z (as I did in 2009). The Nissan Z had no faults to point out, but the Roadster had such a calm demeanor that I did not recall from driving the hardtop. No doubt a fine car, but the Corvette was a very tough act to follow.

If any car really surprised me that day, it had to have been the Jaguar XJ Supersport. While fellow car journalists stood in line for V-8 powered AMG Mercedes, and M-powered BMW's, the Jaguar was sitting all by itself, so I figured 'Why not?' What I found was an exceptionally comfortable Jaguar. Oh and quite a fast one. Powered by a 5.0L supercharged V-8, this leviathan launches like a beast starving for asphalt, and for all the refinement, offers a glorious V-8 bellow to boot. If there was one wrinkle in the car, when I opened the sunroof, there was an annoying creaking sound. Had I just spent the $112,000 price of admission, I would not be pleased. That aside, the XJ Supersport is a luxuriously lined rocket ship. For a car company who thought it was best served waxing nostalgic about the 1960's for decades, with the XJ Supersport firmly points to the future direction of Jaguar in the 21st century. Just fix the damn creaky sunroof.

And well, yes, if there is a Nissan GT-R at my disposal, I am going to drive it. This was the Black Edition, packing an impressive 545hp. This was my second time at the wheel of a GT-R. The capabilities of the car are sky high, far greater than a mere mortal like me could possibly achieve. The prodigious power, lightning-quick shifts and remarkable grip are accomplished with little drama, apart from the G's you're feeling in the deeply sculptured sport seats. The GT-R's performance is astonishing, but it is done so with virtually no emotion. If you've read reviews comparing the GT-R to a video game, that assessment is right. And for nearly $108,000, I don't just want to go fast or have perfect grip, I want to feel something.

I drove into Ellensville, New York late on what had been a stormy night in a new Hyundai Elantra Coupe the night before. Even with GPS, I got a little lost. Nearly midnight, this low slung four door pulls up while I am studying the route guidance. It's a fellow from press fleet management company STI at the wheel of a Fisker Karma, a company who provides several of the cars you see me review at The Garage. So, Fisker is here? And yes, I wanted to sample one.

If a Fisker Karma guided me to the resort IMPA was using, my test drive of the Karma was somewhat misguided. Spotting one of the two Fisker's available to drive, I hopped in, started her up, and rolled away, with Fisker's PR staff just feet away. I proceeded about 20' straight ahead, where again I needed clearance from IMPA staff to leave the parking area in a press car. I was waved on. So, after a test drive, I was shocked when a Fisker PR person marched up to me to inform me there was a waiting list for the Karma, and someone was supposed to accompany me. I apologized, but I don't understand why Fisker and IMPA simply let me drive away.

I do wish I had an engineer with me. Granted, the Fisker had been driven up from northern New Jersey the night before, and the resort had no plug-in facility for plug-in hybrids. So power was from the 260hp gas engine, and whatever energy the batteries could capture under braking. It was late in the day, batteries depleted, the Fisker did not feel all that fast. With climate control set to 68 degrees F, A/C on, the car struggled to deliver cool air to the cabin. The car was plenty comfortable up front, but the rear seat, which only seats two, was pretty tight, especially for a car this size. Materials were of good quality, but owners of comparably priced BMW's and Mercedes-Benz's will look at the the Karma and dismiss it as high-end kit car.

That's a tall order for a car that starts at $96,000 with an unproven track record, not to mention the debacle at Consumer Reports where their loaner had to be towed away. Yes, the car is drop dead gorgeous, especially in person. In electric mode, the Karma emits an eery sound to make you aware of its presence. If you've watched Star Wars: Return of the Jedi and recall the sound of the Empire's shuttle, it's sort of like that.

But I will reserve final judgement of the Fisker Karma if I ever have the chance to properly review one. It's similar to when The Garage reviewed the Chevy Volt. It really took a week of living with the Volt to understand it, and I suspect the Karma is no different. Driving a Volt with little to no battery juice does not paint a realistic picture, and the same is the case with the Karma.

And on that note, it was time to call it a day and make the half hour drive back to the resort. Final thoughts? The Range Rover Evoque as equipped would have been fine, if only priced about $10,000 less. The Fisker Karma is an unknown quantity, having not experienced it properly. The 370Z Roadster's relaxed nature came as a surprise. The Jaguar XJ Supersport is an unsung hero car at the top of the luxury sport sedan food chain. But the hero car for the day was without a doubt the Corvette Grand Sport. Not the highest tech, nor most powerful car, nor expensive, but the Corvette pushed all the right buttons. Loud, raw, and brutally fast when you want it, or calm and comfortable as well, the Corvette represented the best of both worlds.

Please stay tuned for Part II of my commentary on IMPA Test Days where I tackle the race track and the most brutal off-road driving I've ever done. And I hope you enjoyed riding shotgun with me!

 

Related posts:

1. IMPA Test Days 2011 Wrap Up
2. IMPA Test Days: Track Day
3. IMPA Test Days: Getting up to speed
4. IMPA Test Days: On the hill and muscling the twisties
5. IMPA Test Days: An overview

This is why you use the parking brake!

I suspect most drivers have gotten out of their car and forgotten to put the shifter into park or apply the parking brake if the car is stick. I know I have, but when you have parked on a hill, you might put a little more thought into it.

If watching this young lady back up the driveway isn't painful enough, what comes next is unreal. At the top of the driveway, she gets out of the car and walks back to pick up something on the driveway. Somehow she manages to avoid being crushed by the runaway Mercedes-Benz, only to get smoked by the driver's door.

This one came VERY close to becoming a Darwin Award winner!

Related posts:

1. IMPA Spring Brake 2009
2. No Parking on Both Sides
3. Special parking spots, a rant
4. An Amish Brake Stand
5. Lexus includes book of Valet parking tips with ES350

Tony Stewart two hand's Delana Harvick

Ok, so the video below has absolutely nothing to do with racing. I just think it's pretty funny, because it is something I would do. Of course I probably wouldn't do it in front of a TV camera, but you get the idea.

Not only does Smoke take hold of Kevin Harvick's Wife's butt, he gives both cheeks a good squeeze!

Related posts:

1. Interview: Tony Stewart talks about Talladega win
2. NASCAR ' Tony Stewart Scores the Pole for Charlotte in the Half Way Race of the 2011 Sprint Cup Championship
3. NASCAR ' Tony Stewart Wins and Asks 'Who Says it Never Rains in California?'
4. Post car swap interview with Tony Stewart and Lewis Hamilton
5. Tony Stewart and Lewis Hamilton swap rides at The Glen

Buick Prices Updated 2013 Enclave

It may seem hard to believe, but the Buick Enclave has been ferrying kids to the local prep school since 2008 with only minor tweaks since then. Buick has been busy since then with the Lacrosse, Regal and Verano, and with the Enclave now entering its sixth model year, it would be reasonable to expect a replacement. Not so. Instead, Buick is updating the Enclave to keep it current. The brand boasts the Enclave is the best selling 3-row luxury crossover in the US.The Garage reviewed a 2010 model, click here to read our review.

And other auto makers want a piece of that cake. The Enclave's greatest threat may be the all-new Infiniti JX35, which has its sights aimed directly at the Enclave. The styling has been updated, most notably in the front for a more chiseled, refined look that makes the '12 car look puffy in comparison. LED daytime running lights and taillights add a contemporary touch. Inside, ambient lighting is a new feature. New dual flow dampers on the suspension contribute for a smoother ride and improved handling. Finally, more standard equipment and safety features, including an industry first front-center airbag round out the changes.

For 2013, the Enclave will be available in three trim levels. Pricing includes destination charges.

Enclave: $39,270 Standard on the base Enclave is a 7' touch screen with IntelliLink, HID headlights, rear park assist, rear view camera, remote start and power lift gate.

Enclave with Leather Group: $43,285 Adds leather seating, heated front seats, power passenger seat, memory setting for the seats, Side Blind Zone Alert and Cross Traffic Alert.

Enclave with Premium Group: $46,430 Adds 19' chrome alloys, articulating headlights, Bose premium audio, cooled front seats, power folding mirrors, and power tilt/telescoping steering wheel.

All Enclaves are available with optional all-wheel drive, navigation and trailer packages.

The sense I get from Buick is that as is, the Enclave is leading the pack in terms of sales, so why reinvent the wheel? The changes here are minor, but badly needed to keep the car current. Buick has been helped by the fact that other 3-row luxury crossovers like the Audi Q7 and Mercedes-Benz GL-Class are far more expensive. The Infiniti JX35 has priced itself uncomfortably close to the Enclave, so it should be interesting to see who retains the crown as best seller in its class.

 

Related posts:

1. Review: 2010 Buick Enclave
2. Buick Announces Prices for '11 Regal
3. Dodge Prices out 2013 Dart Family
4. The Great Divide
5. Review: 2011 Buick Regal Turbo

Review: 2012 BMW 328i

The BMW 3-series. She is the Gold Standard. The sport sedan against which all others are judged against. The rules of entry level sport sedans are written by BMW, and even its competitors concede to that fact. And when a new 3-series arrives, well, it is big news. And for 2012, a new 3-series four door sedan has arrived. The Garage had patiently waited for months to get access to this car, as we were so impressed with the last generation 335i convertible we reviewed last year.

No one denies the 3-series legacy, but as a former E30 325 owner, I was especially keen to see what BMW had cooked up. And when my red 328i was delivered to my door, it was like serendipity, as my 325i was also red, and was the car I owned when I started to date the woman who has now been my wife since 1998.

That said, upon receiving the 328i, it looked fairly large. Sleek and sophisticated without a doubt, but the compact style of prior 3-series seems to have been lost. Attention to detail is absolutely meticulous, and BMW ranks at the top of the stack for quality and execution. Although it appears larger than prior 3-series, the car is graceful, elegant, and sporty. I emphasize elegant, a quality prior 3-series did not really have. They do now. If I had any complaint, it is the dual kidney grille is no longer set by itself.

As you would expect, the cockpit is driver focused. The iDrive is workable, but still inferior to its premium Japanese competition for ease of use. Seats were perfectly comfortable, and easy to find a perfect driving position. Thankfully, the gauges are still clear as day, it just takes some getting used to the other tech the new 3 offers. The new 3 is not opulent, but rather adheres to the German standard of old-nothing fancy. That said, I loved the supportive seats and the simple, no nonsense interior. The quality of materials and workmanship are exceptional.

BMW has given up on its model number reflecting the engine displacement under the hood, as our 328i is powered by a 2.oL turbo four rated at 240hp. Our test car was blessed with a six-speed manual, though an 8-speed automatic is an option. Ever present overseas, the new 3-series harkens the return of a four cylinder BMW to our shores. The little turbo four makes an impressive bark at start-up. The car was plenty quick merging on the highway, in passing, and was quite at home on back roads. You can still order up a six cylinder, but in the real world, the four was more than adequate. And it's tough to argue with EPA fuel economy ratings of 23/34 MPG city/highway.

In the effort to preserve fuel, the 328i features stop/start technology. Meaning, you bring the car to a halt, and instead of idling, the engine shuts down, and starts up again once you depress the clutch. The trouble is, this engine, as I said, has a bark on ignition, so this is a fairly abrupt process, with plenty of noise and vibration. This is something that my passengers complained about as a real annoyance. Worse, on a blazing hot week in July, in stop and go traffic, each time the engine shut down, we lost a lot of cold air from the AC. Again, something my passengers, or myself for that matter were not happy about. The only way around the problem was to set the climate control to MAX, which kept the engine running at all times. I see the need to conserve fuel, but this system is in serious need of fine tuning. I am honestly surprised BMW rolled this technology out in its current state.

BMW still considers themselves the makers of the Ultimate Driving Machine, and I am pleased to say the 328i was a joy to drive. Handling, steering and braking were flawless and befitting the roundel on the hood. The trouble is, the competition is closing the gap, namely the Audi A4 and Mercedes-Benz C-Class, with the Infiniti G37 nipping at the 3's heels. I'd still say the BMW is the most rewarding to drive, but the playing field is getting more level all the time.

The 2012 BMW 328i four door starts at $34,900USD. Standard equipment includes Driving Dynamics Control, iDrive, HD Radio and 17' alloys. Our test car added Melbourne Metallic red paint, Sport Line Package (includes sport steering wheel, 18' alloys, M suspension, sport seats, brushed aluminum trim), Premium Package (includes keyless entry, moonroof, auto dimming mirrors, power seats), Premium Sound Package (XM Satellite radio, Harmon Kardon audio), Technology Package (Navigation and head up display), heated seats, park distance control, xenon headlights, and BMW Assist. Including destination, our 328i had a sticker price of $50,370. That's quite a chunk of change, and as tested, more money than a base Audi S4. At this price I was incredulous our car did not have a back-up camera.

Don't get me wrong, the new 3-series is a great sports sedan, and is likely still the best. But I never heard the 'Hallejuah' chorus. I thought I'd be hearing Carly Simon reinforce it with 'Nobody Does it Better' from James Bond fame. Because in my lifetime I've had many similar moments driving many BMW's'but not this one. I can't point to a specific fault. Maybe it's because the competition is now catching up. BMW, the 3-series is still the best around, but your enemies are getting ever closer.

Related posts:

1. Review: 2012 Hyundai Veloster
2. Review: 2012 Kia Rio
3. Review: 2012 Mazda5
4. Review: 2012 Mazda2
5. Review: 2012 Honda CR-V