Archive for August, 2009

2009 Fiat 500 Abarth

You know the back story on the Fiat 500. First shown as a retrofashionista-inspired concept at the Geneva motor show a few years back; production followed suit; European Car of the Year; huge sales ensued; blah, blah. It seems nearly everybody loves this thing, which blends cuddly style, reasonable value, and solid driving dynamics.

I know what you’re thinking: “Now that Chrysler and Fiat are swapping spit, will we get the 500 in America?” And, “How does that hot rod Abarth version drive, and will we get that?” Although neither Chrysler nor Fiat has officially announced a North American product plan for the 500, it’s nearly a done deal. The car needs to be crash-tested and certified, powertrain offerings have to be sorted, and production capacity will be made in a North American factory, most likely in Mexico. And what of the Abarth version, the Amped 500? Been there (to Italy), drove that, had a blast.

If you follow such things, you know Carlo Abarth was Fiat’s tuner of choice many decades ago, and the brand is now owned by Fiat. Think Italian version of AMG, BMW M, and such. The 500 Abarth’s closest comparison, in spirit and in dimension, is the Mini Cooper S. Both are enthusiast-spec’d, turbocharged versions of a volume subcompact, hatchback, front-drive coupe. They are relatively close in terms of overall packaging and size, although hardly identical in personality.

Two Abarth-tuned powertrains are offered in Europe. Standard is a 1.4-liter turbocharged DOHC four rated at 133 horsepower. A limited-edition, up-spec version is twisted a little tighter, to produce 160 cavallini out of the same displacement. It’s doubtful either will make it to the U.S. just they are; we suspect a torquier engine of at least 1.6 liters is a more likely guess. The only trans offered is a five-speed manual; this would likely change for U.S. consumption as well. The reason there is no six-speed is that Fiat at the moment doesn’t have a compact transaxle rated for these power outputs that also fits in this chassis architecture. The rest of the Abarth treatment is much as you’d expect: beefier rolling stock, brakes, suspension tuning, stripes, sport seats, and (perhaps a few too many) Abarth badges. Our tester was a somewhat base 135-horse model, wearing 16-inch rubber. A 17-inch wheel and tire package is optional.

Like the Mini, the cinquecento Abarth has charisma in spades. One onlooker commented that it resembles “an angry bowling ball.” Like the cartoon version of the Tazmanian Devil, it’s terminally cute, yet means business. Credit Abarth’s pipe benders: The large dual exhaust pipes burble out an engine note that sounds far too deep and rich to emanate from 1.4 liters. It pops and spits and gurgles; and it wouldn’t hurt our feelings if it were louder but it’s fine as it is. Although the Cooper S has more low-down torque, this pint-size powerplant is pretty linear in delivery, and the power curve stays flat and strong right to the 6000-rpm redline. Fiat claims a 7.8-second 0-to-60 time, which feels accurate.

The lack of a six-speed manual might be a marketing issue for Fiat to consider, but out on the road, you don’t really miss the last cog. The five-speed’s ratios are nicely spaced, and it’s easy to keep the little guy on boil. But the shifter is an unhappy subject. It’s too long, there’s too much slop, and it feels neither crisp nor precise. For such an important driver control, this is an unfortunate boo-boo.

Speaking of driver inputs, the Abarth’s steering is marginally hampered by too many electrons and not enough direct connection. All 500s employ an electric steering system, which is known for lack of feel. In this case, there’s little to no mushiness off-center and a plenty quick steering ratio, but true to form, it all feels somewhat artificial. The computer cranks in adequate weight, but there’s not a lot of genuine feedback from the tires. It’s better than many electronic systems, but more work is needed here. No such complaints with the Brembo brakes, which deliver firm pedal feel, nice modulation, and anchor-worthy stopping power.

We’d peg the Abarth’s overall handling persona as somewhere in between that of a standard Mini Cooper and that of the edgier, turbocharged Cooper S. The Fiat’s a little taller, as is the H-point at which you sit. The Abarth feels as if it has a lot more suspension travel. You trade its easy absorption of nasty bumps, which would send a Mini bouncing, for more body roll. Grip levels feel about equal, but that will be affected a lot by wheel and tire choice.

The Abarth rides better than a Cooper S. The Mini has better steering feel and quicker response, at the expense of annoying torque steer. The Abarth’s steering, as noted, is less communicative, but virtually banishes wheel wiggle. In short, the Cooper S feels like the slightly better handler, and would be a more exacting track toy; all but the most ardent drivers would likely rate the 500 Abarth better for everyday use and on long hauls. We know there’s more to be found in the 500 chassis, and Fiat could tune the Abarth to be more aggressive if it chose to do so. We’d say another 10-percent more response, feel, and flatness would make it. Slightly stiffer anti-roll bars, and the 17-inch rolling stock, would probably be enough.

The Abarth’s interior is a sporty and comfortable place to be. The center stack functions are easier to use than the Mini’s. The HVAC controls don’t require fingers the size of a seven-year-old’s to operate, and the tops of the tach and speedo aren’t cut off by the steering wheel (at least as set for this driver). There’s a skosh more seat room in back, although not a lot. No worries about headroom. Abarth sport seats grip you reasonably and will support you on long hauls, although they could be more aggressive in side bolstering. Visibility is excellent in all directions, and the large, airy greenhouse gives less of a cavelike feeling than you’ll sense in the British motor.

It’s too soon to talk pricing, but we get the impression Fiat could deliver an Abarth 5-10-percent cheaper than a comparably equipped Mini Cooper S would cost. As the new kid in school, that would even the field a bit. Timing is also TBD, but since the 500 needs powertrain development and crash certification, we’d say it’s two years away, at least. We speculate that what we’ll get will be a North America-certified version of the “midlife-updated” 500, product-developed in keeping with our tastes and market trends. It’s a darn good start, however; there’s lots of basic goodness to be found in the Littlest Fiat. We hope the overall plan includes the Abarth, in addition to “base” and cabriolet (convertible) models. Because there’s always room in our hemisphere for one more car that looks cool, is silly fun to drive, and is affordable to the enthusiasts who want it.

Sourced via motortrend.com

Exclusive: The all great Lotus Evora

With its stunning visual impact, exhilarating all-round dynamic
performance, innovative chassis technology and high levels
of luxury, packaging and convenience, the Evora heralds an
exciting new era for Lotus.

The first all-new Lotus since the iconic Elise made its debut in 1995, The
Evora enters the sports car market as currently the world’s only mid-engined
2+2. Powered by a Lotus-tuned 3.5-litre V6 engine producing 280 PS, and
weighing just 1350 kg (prototype specification), the Evora promises
breathtaking performance. During preliminary testing around the famous
Nürburgring, the Lotus chassis engineers report that it is extremely agile and
great fun to drive – even when clad with the full development disguise that hid
the beautiful lines from the prying motor-industry paparazzi.

In addition to its excellent performance and exemplary handling, the Evora
offers a more refined ownership experience than Lotus’s existing smaller four cylinder models. Its elegantly styled cabin is elegantly trimmed and its
equipment list includes contemporary features such as an advanced touchscreen multi-media system and electric power-fold door mirrors.

Zuma rescue plan for motor and textile industries

THE government will offer support to struggling motor industry companies and a rescue package for the clothing and textile industry, President Jacob Zuma announced last night.

It will also set aside R2,4-billion from the skills and unemployment insurance funds to help ease the strain on workers retrenched as a result of the global and domestic economic downturn.

The motor industry has been in decline for more than two years.

Zuma’s office said, after a meeting of a task team set up late last year to respond to the crisis, that recent data showed that the global slowdown was “biting deep in South Africa”.

“Growing job losses and rising indebtedness required clear and purposeful action to respond to the needs of the people,” it said.

Zuma said key responses included offering support for distressed companies in the automotive sector and a rescue package for clothing and textile companies.

The government would also increase incentives for the manufacture of capital equipment, transport equipment and fabricated metals linked to the multi-billion-rand infrastructure development programme.

The Industrial Development Corporation would make available R6- billion over two years to deal with the effects of the crisis, he said.

The state and its utilities, including Eskom, plan to spend R787-billion over the next three years to boost infrastructure.

Economic Development Minister Ebrahim Patel said the Trade and Industry Department would give specifics on the automotive sector support and the textiles rescue package within the next two weeks.

Applications would be administered by the Commission for Conciliation, Mediation and Arbitration. There would also be rules guiding the granting of training lay-offs, as well as limits on executive pay and shareholder returns.

Under the scheme announced by Zuma, the government will pay half a worker’s basic pay, up to R6239 a month, for companies to train affected employees.

This will be only for workers earning less than R180000 a year.

Setting up a training lay-off scheme was an alternative to retrenchment for workers and companies affected by the recession.

The scheme, set to start next month, would entail taking people out of their workplaces temporarily to train them.

The maximum period for a training lay-off would be capped at three months.

Patel said possible training activities would be in line with the person’s current employment. This was to enhance their skills once they returned to work.

The government would encourage training in information communication and technology, as well as basic literacy and numeracy.

The money would come from the National Skills Fund and the Unemployment Insurance Fund. Additional money would come from existing industry training institutions that are also funded by levies.

Zuma said: “While significant technical work has been done and important progress made, implementation needs to be speeded up so that the effects of this work will begin to be felt by the population.”

Trade unions, which have heaped pressure on Zuma since his inauguration in May, said they were happy with the measures proposed.

Cosatu secretary-general Zwelinzima Vavi said: “The government has come seriously to the party, driving the process at the highest level.”

Steps to deal with the recession included strengthening the SA Revenue Service’s ability to address customs fraud, which had led to many job losses.

The government also intended making payments to small, medium and micro enterprises and other businesses within 30 days.

The National Debt Mediation Association, a business initiative to help the indebted, had been established to provide rules, standards and processes to help debt restructuring.

Sourced via Reuters

2010 Bentley Continental Supersports

Just weeks from now, Bentley will unveil its replacement for the Arnage, a rival to the Rolls-Royce Phantom. Yet at the other end of Bentley‘s spectrum, the new Continental Supersports is claimed to be a rival to the Ferrari 599.

Ferrari 599? That’s a bold claim. The Supersports is, after all, a derivative of the Continental GT — an overweight four-seat GT, not a lithe supercar. Well yes, but after an “engineering drive” of a late prototype, we can confirm the Continental Supersports has come a long way from your garden-variety Continental GT.

A rework of the twin-turbo engine sees peak power rise to 621 horsepower. The torque rises seven percent to 590 pound-feet, developed on a level line from 2500 rpm to 4000. And the engine doesn’t have such a hard job: vehicle weight has fallen by 242 pounds.

biggest slim-fast aids are the front seats, a pair of Bentley-upholstered Sparco carbon fiber shells. They have recline and reach adjustments — non-electric — but to move them in any other direction means the use of a wrench. Besides, there’s no rear seat. Instead, it’s a baggage bench with carbon-fiber retaining member.

The interior might be lighter but it’s still pretty plush. If your bags are used to an aircraft hold, they’ll enjoy reclining on the ultrasoft quilted Alcantara in the rear cabin of the Supersports. Up front, the driver enjoys new instrument faces, styled to recall the clocks on the first 100-mph Bentley, the 1925 Supersports.

Carbon brakes are standard, as are extra-lightweight wheels, and the front suspension gets aluminum lower leading links (the other three links and the uprights were aluminum anyway). This is not just weight, but unsprung weight. And in the case of the wheels and brake rotors, rotating weight. Well worth losing.

All of which means the 0-60 mph figure is now a brutal 3.7 seconds, without rollout. And top speed rises to 204 mph. To keep the engine cool and boost power, there are vast intercooler intakes at the lower corners of the front clip. New hood vents help extract the enormous gusts of hot air. The rear wheels have more offset than on the base Continental, so the rack is wider, necessitating different rear fender pressings.

Dr Ulrich Eichhorn, Bentley’s engineering director, takes the driving seat first as we leave the historic factory in Crewe, in England’s North West. The car’s deep, soft, slightly syncopated W-12 beat is more prominent than usual — its tailpipes are bigger and the rear of the car carries less soundproofing as well as missing the absorbent rear seat. We like this noise. There’s a bit more tire roar too but this is still a civilized car.

Eichhorn is a swift, clean, and decisive driver. We’re soon out into the twisting English roads, with their unpredictable second- and third-gear curves and treacherous wet and bumpy surfaces. We are not hanging about. He demonstrates the car’s marvelously disciplined body control as it dips and crests.

The acceleration is properly urgent. Upshifts through the six-speed autobox are accompanied by a fusillade of backfires: It’s a new quickshift strategy that engages each new ratio in half the time, and cuts just the ignition not the fueling.

Eichhorn floors the throttle in a tight curve and shows how the tail will loosen up, thanks to a more rear-biased Torsen center differential. But normally the car just seems to magnetize itself to each apex.

We swap places. First thing to be noticed from the driver’s seat is the sharpness of the steering. The rack is revised, but so is the electronic damper strategy, so the roll rate is better controlled, and the car scythes into a curve with progression, directness, and reassurance. Eichhorn also says that the yaw center has been moved forward — the car “turns around the driver.” That wasn’t possible before because he says it would seem upsetting to rear passengers.

And yes, the car is inclined to steer on the throttle a little. It has been raining hard by the time MT gets to drive, and the traction is immense, helped by the wider rear tread. But more notable is that you can get on the throttle early in a bend and the car pulls itself to the apex rather than understeering away from it, its looser ESP calibration keeping the boost up nicely.

So what about those Ferrari comparisons then? Well, because the Supersports is so capable in the wet and the 599 can so easily overwhelm its rear tires in those conditions, I’m sure the Bentley would have been quicker on the day, and easier to drive thanks to its immense torque. But the Supersports is still more than half a ton heavier than the Ferrari. It wears its pounds well, but not that well.

On the other hand, its air suspension means the Supersports driver can alter the spring rates and the damping, so when switched to comfort mode this is an unusually cosseting sports car for the daily commute.

And a low-guilt one. The Supersports is Bentley’s first E85-capable car, and it was an extensive engine calibration job to get it there. It can run on any mixture from E0 to E85 with no change in power. Bentley will offer this capability as standard across its fleet by 2012.

So the fastest-ever Bentley is the greenest-ever Bentley. Eichhorn felt it important to launch in this way, showing that the two aims aren’t entirely irreconcilable.
Sourced via motortrend.com