New Car Review: 2013 Volvo C30 T5 M R-Design

Once upon a time, Volvo built a neat little sporty car called the P1800 and, after a few years, the P1800 ES, which had a big glass hatchback.  They were cool-looking cars and went a long way toward furthering Volvo's image as being about more than just rugged, safe boxes on wheels.

A few years back, Volvo gave us the modern-day successor to the P1800 ES, the C30.  In fact, a straightforward stock C30 was one of the first cars reviewed here on TireKicker nearly five years ago.

New Car Review: 2012 Fiat 500 Abarth

The 2012 Fiat 500 Abarth.

For a bit over a year now, Fiat 500s have been making us smile whenever we see one on the street (increasingly common near TireKicker World Headquarters in Phoenix, Arizona, where they seem to be selling well). Regular TireKicker readers will recall that we liked the first 500 we drove...the 500C...last fall.

All well and good...but no preparation whatsoever for the ear-to-ear grin and maniacal laughter produced by the Fiat 500 Abarth.

What's an Abarth? Well, it's an Italian racing company founded by the late Karl Abarth in 1949, and which began building hot versions of Fiats in 1952. Fiat bought Abarth outright in 1971, but allowed the name to descend to trim level packages and not much else by the 90s.

But Abarth is back, and a great way to make a statement that Abarth means fast is to take a 2,533 pound Fiat 500 and swap the 101 horsepower 1.4-liter four-cylinder with a turbo version making 160 horsepower.

Or as Top Gear's Jeremy Clarkson called the Abarth, "A small, cuddly pet mouse that can be used for killing burglars."

New Car Review: 2012 Mini John Cooper Works Cooper Coupe

The 2012 Mini John Cooper Works Cooper Coupe.

What do you do when you're a decade or so along selling a not terribly practical (as in daily use by a family of four) car?

Well, after making some more practical variants (Clubman, Countryman), you can always make one that's even less practical. Of course, it helps if it's also even more fun than the original. And any time you see the name "John Cooper Works" attached to a Mini, you know the fun quotient has been attended to.




Rear view of the 2012 Mini John Cooper Works Cooper Coupe.

The Cooper Coupe dispenses with the back seat, giving the Mini a trunk instead of a hatch, a seriously racy roofline, and an ability to start conversations in parking lots. Even though you can get a Cooper Coupe three different ways (base, S and John Cooper Works), they're still rare enough that most people think you've had your Mini customized.

New Car Review: 2011 Mazda MX-5 Miata



The 2011 Mazda MX-5 Miata Grand Touring PRHT.

A sure-fire smile inducer at TireKicker is to toss us the keys to a Mazda MX-5 Miata. Tight, quick, fun...everything the MGs, Triumphs and Healys of the 60s were aiming for, but could never quite get that quality thing down.

It's been about a year and a half since Mazda put one in the press fleet, and it's a scientific fact that your body never outgrows its need for a week in a primal roots sporting machine, so we borrowed one from Chapman Mazda in Phoenix. And the one we got was the least primal of the bunch...the Grand Touring PRHT.

2011 Chevrolet Camaro SS Convertible Review

The 2011 Chevrolet Camaro SS Convertible. Side effects may include elevated heart rate.

Go ahead, stare. I'll wait.

That, frankly, was the only thing that kept me from jumping in and twisting the key when they dropped off the 2011 Chevrolet Camaro SS Convertible. I had to look. For a long time. The thing was just incredibly gorgeous. A perfect blend of sensuality and menace.

Regular TireKicker readers know we haven't given a bad review to the re-born Camaro. We liked the SS coupe, and found that the 6-cylinder RS coupe was a big-time winner, as well. The only complaint we've ever had about the new Camaro was how dark the interior was...a combination of high doorsills, a low roof, minimal glass area and a sea of black plastic.

The 2011 Chevrolet Camaro SS Convertible from the rear. No, there is no bad angle.

Problem solved. Not only does the convertible allow light and visibility, with the top down, the Camaro looks slimmer, sleeker...and even more desirable.

My only complaint now? That Chevy remembered to come get it at the end of the week.

The tester was the Camaro 2SS Convertible. That takes the 426-horsepower 6.2 liter V8, 20-inch bright painted aluminum wheels, four-piston Brembo vented front disc brakes, SS front and rear styling treatment, seat embroidery and limited-slip differential and adds leather-appointed seats, a heads-up display, the four-gauge cluster on the console (just like the '67-'69), a Boston Acoustics 8-speaker premium audio system, Bluetooth and a USB port. Starting price: $39,650. Ours had just one option, the RS Package, which swapped out the wheels for 20X8s in the front and 20X9s in the rear, with a midnight silver finish, HID headlamps with a halo ring and RS taillamps. That's $1,200. Fold in $850 for destination charge, and the bottom line is $41.700.

The 2011 Chevrolet Camaro SS Convertible interior. Ahhh, much better.

So what's it like from behind the wheel? Fast. Like 4.8 to 60 and 13-second quarter miles. Furious...as in the engine note when you leave it in second and tromp on it (it makes great sounds in third and fourth, too). And then there's the other "F" word. Fun. Like little kids waving from inside the minivan in the next lane...teenagers doing 180s on their skateboards to look as you go by...pretty girls giving you looks (yes, it's the car...but you're IN it) you haven't seen in years.

And let's face it. There aren't many cars available today that can make all those things happen. There are some that can't make any of those things happen. And apart from a Mustang GT Convertible, there aren't any others who can make it happen for $41,700 as tested...and get an EPA estimated 16 city/24 highway in the process (the Mustang has 24 horsepower less, but is smaller, lighter and gets 17 city/26 highway).

When the ponycar and muscle car era of the late 60s came to a screeching halt in the early 70s, a lot of people thought the party was over for good. Well, it took a while, but not only are they back...they're better performers than they were 40-plus years ago.

Happy days are here again.

2011 Mazda RX-8 Review

The 2011 Mazda RX-8. End of the line.

I plead coincidence. This review of the 2011 Mazda RX-8 was on my schedule for this week before Mazda's announcement on Tuesday that it was discontinuing production. So this is a review and a farewell.

For seven model years, the RX-8 has been something of an underachiever...never quite meeting expectations of performance set by its looks nor expectations of performance in sales.

Part of the problem was compromise. Staying true to a mission pays off in sporting machines (the Mazda MX-5 Miata being a textbook example), but the RX-8 came with two too many seats (the rear ones being virtually unusable) and two too many doors (though half-doors would be more a more accurate way to describe the openings used for rear-seat access). As a result, the immediate impression was one of awkwardness. A head-on competitor to the Nissan 370Z would have been more satisfying.

Beyond that, there were more issues: A small rotary engine (1.3 liters) with limited output (232 horsepower, 159 pounds per foot of torque) meant it felt slow off the line and needed to be revved high and driven hard to feel like a sporting machine. Which was a double-bind, because rotary engines aren't known for their fuel economy...and the best the EPA could come up with for an RX-8 estimate was 16 city/22 highway.  Put all that together with a vague shifter and (in early models) a startlingly touchy clutch (stall it at one light, chirp the tires at the next), and the recipe just wasn't there.

Rear view of the 2011 Mazda RX-8.

Well, Mazda fixed some of those things. I was surprised during my week in the 2011 Mazda RX-8 at how much better the car rode and handled (suspension upgrades), at how vastly improved the shifter and clutch were and how those improvements made the engine's power more accessible. It had been refined into a very enjoyable car, and for the price and equipment, not a bad choice in the segment.

Base price for the base model is $26,795. Our tester was the Grand Touring model, which begins at $32,260. And that's where ours stopped, too...no options, since the Grand Touring brings a huge list of standard features (18-inch aluminum alloy wheels, high performance tires, Xenon headlights, fog lights, automatic climate control, a 300-watt Bose AM/FM/SiriusXM/6-disc CD changer audio system with 9 speakers, power windows and locks, 8-way power driver's seat with 3 memory settings, leather-trimmed and heated front seats, leather-wrapped shift knob, leather-wrapped steering wheel with audio and cruise controls, and Bluetooth. Tack on the delivery charge and it's $33,055.

The stylish and comfortable cabin of the 2011 Mazda RX-8.

So, the real story on the RX-8 is that it's ending just as it was getting good. If you want one, now's the time. Dealers are starting the clearance sales and Cars.com says that as of this writing, there are 216 left at U.S. dealers.

2011 Ford Shelby GT500 Review



The 2011 Ford Shelby GT500 grille fairly screams "power". It can back it up.

When you're a professional TireKicker (automotive journalist, car review writer), the keys to the dream machines come at you in random fashion, with no rhyme or reason. My second review vehicle ever, in my second week in the business, was a (then-new) 1998 Chevrolet Corvette. It only took a shade over two years for Rolls-Royce to call and ask "if I'd do them the favor" of reviewing the 2000 Rolls-Royce Corniche convertible (at the time one of only 7 on the North American continent). In less than 5, Bentley put a $430,000 Continental T in my care for a week.

But it's taken until now, three years into TireKicker (our 3rd anniversary is Wednesday, August 24), almost fourteen years of writing car reviews, and 46 years of staring, lusting and imagining, for a set of keys that fit a machine with the word "SHELBY" on it to make their way into my hands.

Good Lord, it was worth waiting for. Every bit as much as the 'Vette and the Bentley (the Rolls, sorry to say, was a disappointment...it drove like my mom's 1970 Mercury Monterey, if the Merc had weighed an extra ton, was dripping in the finest wood, leather and lamb's wool money can buy and had been hand-built on a bad day...gloveboxes should not take two people and ten minutes to open. The good news is that in the intervening eleven years, BMW has taken control and builds a magnificent Rolls-Royce).



The business end of the 2011 Ford Shelby GT500. P255/40R19 tires, 14-inch Brembo vented disc brakes and the silver Cobra poised and ready to strike.

Is it the engine, the howling beast of a 5.4 liter supercharged V8, churning out 148 horsepower and 130 pounds per foot of torque more than the remarkable 2011 Ford Mustang GT?

Well, no question, the engine is incredible, as you would imagine 550 horsepower and a six-speed manual in a 3,820 pound Mustang body would be. But the real story, the big revelation for me, was how much of what's in the Shelby GT500 is dedicated to applying that power to the road,, making sure none of it gets wasted shaking the car and scaring the driver. Hey, it was a Shelby that scared the hell out of Bill Cosby:

But the 2011 Shelby GT500 is brilliantly engineered. A chunk of the $16,000 difference in MSRP between the Mustang GT and the Shelby GT500 is in tightening the Mustang up, sharpening its reflexes, making sure it's not overwhelmed by the horsepower. And it works.

The 2011 Ford Shelby GT500 interior. "Drive", the voice in my head said. He didn't have to ask me twice.

From the moment you slide behind the wheel of the Shelby GT500, you're impressed by how much it improves on the Mustang. The 1965 Shelby GT350 was a more powerful but also much more crude 1965 Ford Mustang. The 2011 Shelby GT500 mixes in brute power with upgrades and refinements. It justifies its $48,645 base price with every corner you take at an ever-higher speed, with each burst of power in which you realize your kidneys aren't taking a beating and your fillings are staying in your teeth.

As you drive it and explore its performance capabilities, you begin to realize that this isn't an expensive Mustang, it's a bargain performance machine.

Incredibly, there are options, of which our tester had two: The Electronics Package (voice-activated navigation with Sirius Traffic and Sirius Travel Link, HD Radio and dual-zone electronic climate control) for $2,340 and the SVT Performance Package (upgrading to P265/40R19 front and P285/35R20 rear tires in place of the stock 19s front and rear, new 19 and 20 inch wheels, a decklid spoiler, a 3.73 limited slip axle, replacing the stock 3.55, side stripe and racing stripe) for $3,495.

Add the $850 for destination and delivery charges and the bottom line is $55,330.  Yeah, that's $18,000 more than a Mustang GT. It's also a chunk less than any other car with its performance capabilities.

EPA estimates (betcha thought I forgot): 15 city/23 highway. Thank the six-speed manual for that. And say hello to the newest entry on the list of TireKicker's Top 10 Cars (so far).

2011 Corvette GS Convertible Review

The 2011 Corvette GS Convertible.

Gotta hand it to Chevrolet. They know how to keep things interesting. Even as the current generation Corvette ages and the buff books begin trotting out artists' renderings of what the next one is likely to look like, the bowtie boys find ways to keep you from sitting it out until then.

Case in point: The Corvette GS Convertible.

We'll get right to the stuff that matters. It's the LS3 V8...6.2 liters and 430 horsepower with a six-speed manual transmission. Same basic setup as the standard Corvette Convertible. But instead of 4.2 seconds to 60, the GS gets it done in 3.95 and will pull 1 g on the skidpad. The price? Five grand more than the standard model.

The 2011 Corvette GS Convertible looks good even with the top up.

That, by the way, works out to a base price of $59,045. So what's the difference? Bigger brakes, a dry-sump oiling system, differential cooler and a rear-mounted battery. All of which works together for that fractional improvement in the standing-start run to 60 and the improved handling.

Not a bad package for a shade under $60K. But the option list beckons...and it can bite you big-time. Chevy's press-fleet folks loaded our tester up by clicking just seven little boxes on the order form...and added $16,255 to the bottom line...which wound up reading $76,245.

The (improved through options) 2011 Corvette GS Convertible interior.

What'd they do? Well, there was the 4LT Premium Equipment Group: Custom leather-wrapped interior (which was nice, given that the inside is still the 'Vette's Achilles Heel), a Bose Premium 7-speaker audio system (helpful with the top down), an extra 9 months on the SiriusXM satellite subscription, heads-up display (hmmm...), power telescoping steering wheel, heated seats, a memory package, universal home remote, adjustable sport bucket seats with perforated leather inserts, power passenger seat, a cargo net, Bluetooth and a power convertible top.

That package alone was $9,700 of the damage. If you could do it a la carte, I'd say yes to the interior upgrade (maybe...depending on the price), the audio upgrade, the telescoping wheel, the adjustable seats and Bluetooth.

We could save $1,250 right away because GM made this one a six-speed automatic. I'll shift it myself, thanks. That also eliminates $270 for "automatic transmission pedal covers".

$1,195 for "dual-mode performance exhaust"? What part of the 0.25 second improvement in the 0-60 runs is that responsbile for? Not enough for five bucks shy of 12-hundred. Pass.

That pretty blue is called "Jetstream Blue Metallic Tintcoat". It's $850. I'm sure I can find a no-extra-cost color I like just as much.

$1,795 for a nav system. Regular TireKicker readers know what comes next. Guys: It's 2011. My GPS system is in my pocket (no, I'm not talking dirty)...there's an app (or 20) for that.

And finally, $1,195 for the Grand Sport Heritage Package. Two-tone leather seats, GS logos embroidered into the headrests and the fender stripe hash mark design (applied by the dealer). That one I'd actually go for. This is a special edition...the first GS since the C4 Corvette. That means some level of collectibility is at least possible, and any feature that is exclusive and relevant to the GS is worthwhile.

Unfortunately, true a la carte isn't possible. There's 1LT, 2LT, 3LT and 4LT. And what I would want is scattered throughout. Not selecting 4LT loses you the interior upgrade. The better audio system and the telescoping steering wheel are a part of 3LT.

The sport buckets (which I'd like) and Bluetooth (which I think is mandatory) are a part of 2LT...but you have to swallow the power passenger seat (which adds weight), power top (ditto) and cargo net (which I'm okay with).  But it adds $3,190 to the price tag. Cave in and get 3LT for the audio system and scoping steering wheel and it's $6,200 more than the base GS Convertible.

Still, either of those would get the 'Vette in under $70K...and that's a bargain for this level of performance.

EPA estimate: 15 city/25 highway.

2011 BMW Z4 Review

Welcome to the gotta-have-it car of 2011. Men, women, kids....doesn't matter. Pull up in this and get ready for the questions:

Is it as wonderful to drive as it is to look at?

How fast is it?

Can you toss me the keys for an afternoon?

Here are the answers:

Yes.

Plenty.

I promised the folks at Chapman BMW in Chandler, Arizona that I wouldn't do that. 

Longtime TireKicker followers know that I believe in BMW magic. TireKicker's first review (complete with the story of my first teenage encounter with a 2002tii) was of a BMW convertible (the 128i).

Well, the BMW magic has never been stronger than it is in the Z4. The styling re-defines the concept of animal magnetism (something like this can't possibly be just metal). The retractable hardtop gives you the best of both worlds...the practicality and security of a fixed-roof coupe and the wind in your hair and sun on your skin of a convertible.

And it's a magnificent melding of the contemporary and the relatively recent past, grabbing styling cues from the limited-production 2000-2003 Z8.

The Z4 comes in three levels, the sDrive30i, with 255 horsepower and a base price of $47,450; the sDrive35i at 300 horsepower and a base price of $51,900 and the sDrive35is...335 horsepower and a starting price of $62,500.  Our week was in the middle of the line sDrive35i.

If there is a more balanced driving machine, I can't remember driving it. The car is light and nimble, steering responses are rightnowquick and, despite a short wheelbase and overall length, the ride is smooth while still giving great feedback from the road.

And inside, where the driving gets done? Well, the Z4 is every good thing about BMW. Phenomenal ergonomics, top-quality materials, an unflinching devotion to quality workmanship. And an integrated group of electronics that actually help get distractions out of the driver's way rather than adding to them. It's all (even the more complex functions) simple, direct and intuitive.

Even optionless, the Z4 sDrive35i would be a fantastic car, but our tester had several key option boxes checked: Titanium Silver Metallic paint (which everyone we encountered remarked on as the most beautiful shade of silver they'd seen), $550; the Premium Package (universal garage door opener, power front seats, lumbar support and BMW Assist with Bluetooth), $2,500; the Premium Sound Package, which upgrades the audio system while adding an iPod and USB adapter and a 1-year satellite radio subscription; the Sport Package (an increased top-speed limiter, sport seats and adaptive M suspension) for $2,300 and a further bump-up to 19-inch alloy V-spoke wheels for $1,200.

But that's not all. The 7-speed double clutch transmission (which includes a sport steering wheel with paddles, Servotronic and a multi-function steering wheel) was also on the list for $1,575. Those extra gears pay off in improved fuel economy...EPA estimates 17 city/ 24 highway.

$400 for the anti-theft alarm system, $500 for Comfort Access keyless entry, $500 for heated front seats, $2,100 for an excellent navigation system and an $875 destination charge brought ours to a bottom line of $66,200.

And you know what? It's worth it. It's three things: A brilliant car for driving, a work of art to look at, and over the long haul, an investment. Mark my words...this is a classic in our time. A car that 30 years from now and beyond you'll look at and say "I wish I'd bought one".  Any one of those things would be enough to secure the Z4 a slot on TireKicker's Top 10 Cars (So Far). All three? It's a lock.

2011 Ford Mustang V6 Convertible Review

Blue was, for most of my life, my favorite color. Three of my cars were blue. But there is something about Ford's Grabber Blue that really doesn't work for me. It's hard to explain...it photographs better (see above) than it looks in person. At least to me. And, apparently, to several other people who've mentioned "that hideous, cheap shade of blue they're painting Mustangs in now" to me.

That's probably sacrilege in Dearborn, where Ford is headquartered. In fact, I understand what it is they like about Grabber Blue. They identify it with this:

                        

That is the 1970 Ford Mustang Boss 429. Built solely for the purpose of making its monster 429 cubic inch, 375 horsepower (a deceptively low number quoted by Ford...reality was more like 500hp) engine eligible for NASCAR racing in the midsize Torino, it was very likely the hairiest, most brutal muscle car of its time...and given that the era was ending...it would stand as the ultimate example of brute power until the arrival of the Dodge Viper more than 20 years later.

They built them in 1969 and 1970....but in 1970, one of the new colors available was Grabber Blue. And it seemed like any Boss 429 in the buff books of the day was a Grabber Blue model. At age 14, that seemed like a lot of cars. Now I know it was probably one or two getting shipped around to the fortunate few journalists allowed to test it.

In 1970, only 500 Boss 429s were built and only some of those were Grabber Blue. I never saw one in person until decades later at Barrett-Jackson.  But I saw plenty of these:

                        

And these:

                      

So many, in fact, that when I see Grabber Blue, I think of Mavericks and Pintos, not Boss 429s. And that's probably true of most of us old enough to remember the 70s.

So do this: Get your new 2011 Mustang V6 convertible in a color other than Grabber Blue.

My God, these guys at Ford have found the afterburners. They've updated and refined the existing Mustang, and fixed the biggest problem with the six...power...while delivering epic gas mileage.

The 2011 V6 has 305 horsepower....one more than the '10 Chevy Camaro V6.  And they've won the mileage wars, too...EPA estimates 19 city/31 highway to the Camaro's 17/29.

                     

And the best part comes when you get behind the wheel.  The tweaked interior is better put together and made of better materials than last year's. It's smoother and more contemporary, while still giving you that little flash of '60s era Mustang.

Driving? Well, 305 horsepower was Mustang GT territory before....so this gets up and runs...and Mustang has a major edge on the Camaro and Dodge Challenger because it's smaller and lighter...it simply handles better.

The convertible? You can intellectualize all day long about how the fixed-roof Mustang is the way to go in terms of structural rigidity and blah, blah, blah....

It's gorgeous. Pretty women turn and smile. Drive it two blocks on a sunny day and you'll want one. And now, no one will bust you for cheaping or wimping out and going with the V6.

Base price for the V6 convertible: $30,845. As tested (Mustang Club of America Package, 6-speed automatic transmission, 3:31 ratio axle, security package and HID headlamps), $35,000 including delivery.

Chevy intends to fix the power deficit in its 2011 Camaro, but they're stuck with the excess weight. Hands down, the Mustang is the better drive among the new-gen six-cylinder pony cars.

Can't wait to drive the 2011 Mustang GT 5.0 (hint to Ford PR).