Holden Cruze turned into 180kW Walkinshaw Performance hot-hatch

The first true Holden Cruze hot-hatch has been unleashed in Australia, with homegrown tuning company Walkinshaw Performance unveiling a high-performance version of the locally made small car with a price tag just below $50,000.

Based on the $28,490 Holden Cruze SRi-V 1.4 iTi hatch, the $19,995 WP Cruze Hot Hatch package introduces a number of visual and performance upgrades for a total cost of $48,485 before on-road costs.

Power from the Cruze’s turbocharged 1.4-litre petrol engine has been boosted 75 per cent (up from 103kW to 180kW), while torque has also climbed 55 per cent (from 200Nm to 310Nm).

Walkinshaw Performance estimates the WP Cruze will launch from 0-100km/h in 6.6 seconds, making it roughly three seconds quicker than the standard Cruze SRi-V. Official speed tests are yet to be completed, but the company’s general manager, Tony Harris, told CarAdvice he believes it will become the first Cruze in the world to run the quarter-mile in under 15 seconds when it’s put through its paces later this month.

Walkinshaw Performance says the Australian-engineered performance upgrades are the result of hundreds of hours of testing, refinement and collaboration and have been delivered “without compromising the driveability of the vehicle”.

Included in the package is an upgraded turbocharger and exhaust manifold, a dual-outlet stainless steel exhaust system, an all-new front brake package with four-piston 343mm rotors, and an upgraded and recalibrated suspension package developed with Bilstein and Irmscher.

The WP Cruze Hot Hatch also scores 18-inch white Irmscher alloy wheels, a WP-branded interior by Blackmans, WP sill plates, a modified gearstick and a matt white exterior wrap by Exotic Graphics.

HPF owner Rob Vickery said the secret of the WP Cruze Hot Hatch’s performance was its linear power curve.

“Upgrading to a bigger turbo sounds like a simple way to get big horsepower. But in a front wheel drive, without the right engineering behind it, you could easily make it unmanageable and unfriendly,” Vickery said.

“We’re really proud of the end product and we know it is going to be popular with customers looking at something extra for their Holden Cruze that doesn’t compromise on driveability.”

Walkinshaw Performance is also offering less extreme upgrades for the Cruze hatch, starting at $1195 for an ECU recalibration.

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Honda to Develop Next Civic in the U.S., Not Japan

This is the current Civic. Its replacement will be designed in the U.S. 

Honda’s American research and development division will quarterback engineering and other work for the next-generation Civic, says the company’s U.S.-based head of R&D. Erik Berman, the president of Honda R&D Americas told an industry conference audience this week that the company’s North American division had grown enough to handle the next Civic in addition to the Acura NSX and other luxury products. Automotive News covered the conference and first broke the story.

The relatively weak value of the U.S. dollar makes it more cost effective for automakers to center both vehicle development and construction in North America. Engineers and planners based here tend to understand better the demands of the American market, too.

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Renault's South Korean Samsung Unit to Cut Jobs as it Tries to Tackle Falling Sales

It’s not only Europe that has Renault worried as the French automotive group is now having troubles in South Korea with its Samsung unit. 

Renault Samsung said on Friday that it would launch its first ever voluntary redundancy programme in order to deal with falling sales both in its home market and abroad. 

According to Reuters, while the automaker did not reveal how many jobs it wants to cut, a local media report made word of "hundreds" of positions. 

Renault Samsung said that 4,500 employees are eligible for the programme, while the company excluded about 1,000 design and research positions. 

"Conditions remain difficult, so we came up with revival measures including voluntary retirements to slash costs," a Renault Samsung spokeswoman told Reuters. 

From the beginning of the year through July, the South Korean automaker saw its overall sales drop 34 percent over the same period last year. 

Last month, Renault-Nissan Group CEO Carlos Ghosn revealed plans to invest US$160 million (€130 million) in Samsung to add 80,000 units of the next generation Nissan Rogue to its plant in Busan, Korea. These vehicles will be shipped to North America and select Asian countries.  

 

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2012 Volkswagen Tiguan SEL 4Motion First Test

A front-drive, entry-level 2012 Volkswagen Tiguan SE finished dead last in our recent compact crossover comparison. During the test, we dinged the Tiguan for its high price, rough ride quality, small cargo area, and "tall and tippy" feel under hard cornering. So we decided to give the V-dub crossover another shot by testing the top-of-the-line 2012 Tiguan SEL 4Motion. Would all-wheel drive and premium trim make us change our tune about VW's Golf-based crossover? In a word, no. But the crossover does have its strong points, one of them being its powertrain. The Tiguan SEL 4Motion is powered by Volkswagen's tried-and-true 2.0-liter turbocharged I-4 producing an ample 200 hp and 207 lb-ft of torque, with power routed through a six-speed automatic transmission. While we're more enamored with VW's six-speed DSG dual-clutch gearbox, the automatic shifts quickly and smartly, especially when Sport mode is engaged. But in the default drive setting it seems too eager to upshift and likes to drop the engine revs below 1000 rpm while coasting, leading to a minor (and annoying) delay in power delivery when you get back on the throttle. 

On the track, the slightly heavier 4Motion turned in roughly the same numbers as the front-drive Tiguan. The dash to 60 mph took 7.8 seconds and it ran through the quarter mile in 16.0 seconds at 87.2 mph, matching the Tiguan SE to 60 mph and besting it by 0.2 sec and 0.8 mph in the quarter. It out-braked front-drive Tiguan SE too, needing 121 feet to stop from 60 mph, versus 123 feet. The Tiguan SEL slightly out-handled the front-drive version, managing to pull an average 0.82 g on the skidpad (versus 0.80 g), and completed the figure eight in 27.5 seconds at an average of 0.61 g, as compared to 27.9 seconds at 0.62 g (avg). In the fuel efficiency arena, the Tiguan SEL returned 19.9 mpg combined in mostly city driving during our test, close to the city number of the Tiguan 4Motion's 21/27 mpg city/highway rating. Inside, the Tiguan SEL 4Motion predictably felt more upmarket than the SE model. The tester featured real leather seats, a navigation system, and the Dynaudio premium audio system. The power, tan leather seats provided a nice contrast to the dark black plastics on the dashboard, making the interior a more pleasant place than the dim and dark Tiguan SE. 

Up front, the SEL's seats are as hard and flat as the last tester we had in, and the Tiguan is also cursed with the worst driving position this side of a bus. The instrument panel and steering wheel are angled in such a way that no matter what position you're sitting in, the wheel feels like it's coming up out of the floor at you. At just over 6-feet tall, I figured maybe it was just me. Other editors agreed, however, with one even going so far as to say the angle of the wheel and instrument panel make it feel like you're falling forward. While the Tiguan is marketed as a premium alternative to its rivals, the driving experience and included content simply don't live up to those expectations, despite having arguably best powertrain in its segment. Whether it's an SE or SEL, two-wheel drive or four, the overpriced Tiguan ultimately underdelivers.

Front engine, 4WD, 5-pass, 4-door SUV 2.0L/200-hp/207-lb-ft turbo DOHC 16-valve I-4

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BMW Mulling Over Building the 3-Series in Mexico

The global automotive market is still faltering, and even brands like Audi, Mercedes, and BMW are taking action to overcome the failing global economy. Part of this process of healing from the downturn is to lower production costs by producing cars closer to their anticipated homes. 

Mercedes has already announced that it will manufacture its C-Class in it U.S. plant, starting in 2014. Audi has also let us know that it will be utilizing a plant in Mexico to manufacture certain models. According to reports, BMW’s most popular car, the 3-Series, may be heading from its typical production home over to North America. Automotive News has released a report that shows BMW is considering moving some of the 3-Series’ production number south of the border, and no, we are not talking about moving it to Austria. We are talking about the 3-Series potentially hailing from Mexico, in the near future. This report cites Mexico’s lower wages and free trade into the U.S., Canada, South America and some of Asia as its chief reasoning for the consideration. This would likely help boost profits by eliminating or lowering shipping costs, overall manufacturing costs, and even import fees. Don’t look for the 3-Series’ price to drop, though, as this is purely a cost-savings effort, not a price-lowering campaign. If the project is given the go ahead, production should start ramping up slowly in Mexico in 2016 and increase over the years. We anticipate hearing a final decision on this topic early next year, so stay tuned to see if your “drei zwei fünf “ eventually becomes a “tres dos cinco“ in future years. 

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2013 Cadillac ATS 3.6 Tested

After five years of development and countless Nürburgring Nordschleife hot laps, Cadillac engineers finally handed over their new ATS to us for a few hours of road driving and instrumented testing. One day with GM’s first Alpha-platform car was enough to confirm that the ATS is the real deal—a true compact sports sedan with the size, specs, and speed to run with the segment’s aristocracy, especially BMW’s 3-series. 

The ATS offers three engines, two transmissions, rear- or four-wheel drive, four trim packages, half a dozen wheel and tire combinations, and a tempting list of infotainment options capable of lifting the $33,990 base price above $50,000. Because the turbocharged 2.0-liter stick-shift ATS we begged for wasn’t ready, we tested what Cadillac’s vehicle line executive Dave Leone considers his hot setup: a rear-drive, 3.6-liter ATS equipped with 18-inch summer run-flat tires, Brembo brakes, and adjustable magnetic-ride-control dampers. The top engine, a $3605 option, comes standard with a six-speed automatic. Loaded with Premium Collection trimmings, including Cadillac’s new CUE (Cadillac User Experience) center-stack interface and heated seats and steering wheel, our test car’s sticker read $48,190. 

With or without traction control enabled, the ATS bolts from rest with a growl. The 3.6-liter, DOHC V-6 makes 321 horsepower (21 more than a 335i) and 267 pound-feet of torque (33 less than the BMW’s turbocharged 3.0-liter six). The Hydra-Matic transmission upshifts crisply at the engine’s 7000-rpm redline, pushing the ATS to 60 mph in 5.4 seconds and through the quarter-mile in 14 flat with a trap speed of 102 mph. Those figures are dead even with the Infiniti G37 Sport’s and within a couple of tenths of the aforementioned 335i’s, though well behind the performance of the torque-and-traction-rich Audi S4. The ATS tops out at a governed 152 mph, which is within a couple of ticks of the key incumbents. 

Circling GM’s perfectly smooth, 300-foot-diameter skidpad, the ATS ran out of grip at 0.88 g with the same juddery understeer we’ve seen in the F30-generation 3-series. Modulating the throttle helps tighten the line by sticking the front tires, but that technique works only up to a point. Likewise, a heavy foot on the gas won’t swing the tail. While the grip levels provided by the ATS are a touch lower than major competitors’, every last bit of its lateral traction is within easy reach, bolstering real-world confidence.

VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $48,190 (base price: $37,595)

ENGINE TYPE: DOHC 24-valve 3.6-liter V-6, aluminum block and heads

Displacement: 217 cu in, 3564 cc
Power: 320 hp @ 6800 rpm
Torque: 267 lb-ft @ 4900 rpm

TRANSMISSION: 6-speed automatic 

DIMENSIONS:
Wheelbase: 109.3 in
Length: 182.8 in
Width: 71.1 in Height: 55.9 in
Curb weight: 3561 lb 

C/D TEST RESULTS:
Zero to 60 mph: 5.4 sec
Zero to 100 mph: 13.3 sec
Zero to 130 mph: 25.0 sec
Rolling start, 5–60 mph: 5.7 sec
Top gear, 30–50 mph: 3.1 sec
Top gear, 50–70 mph: 3.8 sec
Standing ¼-mile: 14.0 sec @ 102 mph
Top speed (gov ltd): 152 mph
Braking, 70–0 mph: 158 ft
Roadholding, 300-ft-dia skidpad: 0.88 g

FUEL ECONOMY:
EPA city/highway: 19/28 mpg (mfr's est) 

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up 11.7 Percent from the Beginning of 2012

It's been a good sales month in China for General Motors and its 12 joint ventures in the country as the Detroit-based company set an all-time record high of 199,503 deliveries in July, up 15.1 percent over the same month last year. 

In particular, the Shanghai GM joint venture posted sales of 97,064 units (+5.7%), SAIC-GM-Wuling 98,694 units (+26.6%) and FAW-GM 3,379 vehicles (+3.1 percent). 

Buick sales increased 4.8 percent to a new July high of 52,691 units. According to GM, deliveries of the original Excelle family increased 18.2 percent to 21,727 units, followed by sales of the Excelle XT and GT, which increased 27.6 percent to 13,112 units. 

Chevrolet sales in China dropped 2.8 percent year on year to 44,864 units, while Cadillac delivered 2,017 units, led by sales of the SRX at 1,508 units. 

In the first seven months of the year, GM and its local partners collectively sold 1,616,550 units posting an increase of 11.7 percent over last year’s previous record for the period.  

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Ram Presents 2013MY 1500 Outdoorsman Pickup Truck

If we are to believer the Chrysler Group's own words, hunters, fishermen, campers and boaters should rejoice the introduction of the 2013 model year Ram 1500 Outdoorsman. 

Originally unveiled as a new model series of the Ram 1500 two years ago to cater to the needs of the aforementioned hobbyists and professionals, the Detroit carmaker has now brought the Outdoorsman edition in line with the rest of the 1500 range that was revealed at the New York Auto Show this past April.

For the new model year, the Ram 1500 Outdoorsman is available in a choice of two cab sizes, Quad and Crew, and two bed lengths measuring 5 ft. 7 in. and 6 ft. 4 in. respectively. 

Power comes from a tweaked 5.7-liter HEMI V8 engine that delivers an additional 5Hp for a new total of 395Hp with a choice of a six-speed automatic transmission or the all-new TorqueFlite 8-speed auto.

Full details on the standard and optional features, which include black 17-inch cast aluminum wheels and a two-tone paint with Mineral Gray Metallic lower parts, follow below. 

While Ram made the announcement on the new 1500 Outdoorsman, the company has yet to release pricing.

Ram Outdoorsman Features [From the Press Release]
Towing:
• Standard Class IV receiver hitch properly equips Outdoorsman for towing campers, boats, ATVs and other trailers rated to vehicle’s max
• Available integrated trailer brake controller with driver adjustability and easy-to-see instrument panel readout
• Standard lighted 4- and 7- pin harness plugs – a Ram exclusive -- offer multi-trailer adaptability and clean, above-the-bumper covered access any time of the day or night
• Heavy-duty cooling, including mechanical / electrical fan and transmission cooler, for larger loads
• Limited-slip differential for improved off- road and towing performance
• Available trailer-tow mirrors
• Available rear backup camera eases trailer hookups
• Standard trailer-sway control improves towing confidence
• Standard 3.92 axle ratio (4x4 models)
• Extra heavy-duty rear shock absorbers (4x4 models)
Capability:• Powered by the legendary 5.7-liter HEMI V8 engine with a choice of a six-speed automatic transmission or the all-new 8-speed TorqueFlite 8
• Electronic shift-on-the-fly transfer case (4x4 models)
• Standard 17-inch cast aluminum wheels and 10-ply "LT" tires: light-truck-rated tires handle bigger loads and offer stronger sidewalls to resist punctures when driving over sharp, rocky terrain; on/off-road tread pattern provides traction on all highway and trail surfaces
• Full-sized spare provides more security and functionality than restricted-use spare in the event of a flat
• Tow hooks for retrieving disabled or immobile vehicles, clearing trails
• Higher front air dam and single rear exhaust for higher off-road obstacle clearance
• Mud / slush mats protect front and rear carpets from dirt and moisture
• 32-gallon fuel tank for extended operating range
• Premium cloth front seats with a choice of buckets or a 40/20/40 split bench
• Front center seat cushion or console storage help organize gear
• Power 10-way driver seat for comfort on long trips
• Power lumbar adjust for additional long-trip comfort
• Rear 60 / 40 split folding seat for more flexibility in hauling passengers and cargo
• Remote start and security group adds alarm system and convenience of a comfortable cabin after a day in the field or on the water
• Standard front suspension and transfer case skid plates on 4x4 models provide protection from off-road damage (4x4 models)
• Additional lighting including:
o Standard fog lights for improved inclement weather illumination
o Enhanced quad halogen headlamps provide maximum visibility in remote areas
o Ash tray lamp illuminates small items in center console
o Exterior mirrors with courtesy lamps provide visibility outside truck’s cabin
o Glove box lamp
o Rear dome lamp with on-off switch
o Sun visors with illuminated vanity mirrors
o Underhood lamp
• Dash-mounted 115-volt auxiliary power outlet to charge batteries and electronic devices without the need for special DC car chargers
• 180-amp alternator
• Auto-dimming, power heated folding exterior mirrors with supplemental signals clear fog and ice
• Leather wrapped steering wheel with fingertip audio controls reduces driving distractions
• Overhead console with universal garage door opener, which can also be programmed to open multiple garage doors and electric gates
• Rear view auto-dim mirror
• Power sliding backlight on four-door models now available with integrated defroster
• SiriusXM satellite radio with standard Bluetooth connectivity and audio inputs for mobile devices, two power outlets and a 1.5-amp USB port
• New 7-in. vehicle information center with driver-programmable screens
• Tire pressure monitor

Options:
• Trailer tow mirrors
• Trailer brake control
• ParkSense rear park-assist system and ParkView rear back-up camera with dynamic gridlines
• Heated front seats (new feature for 2013)
• Heated steering wheel (new feature for 2013)
• High-definition radio (new feature for 2013)
• Navigation
• Premium speakers with subwoofer
• Sirius XM Travelink with real-time information including gas prices, weather and sports
• Uconnect Access with embedded cellular connection provides automatic crash notification, 911 emergency calls, road-side assistance Wifi hot spot and application downloads
• RamBox, available on the 2013 Ram 1500 Outdoorsman, is the ultimate place for outdoor enthusiasts to stow their gear; lockable and lit, RamBox frees up interior space for passengers 

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Hyundai SR performance sub-brand in the pipeline

Hyundai Motor Company Australia is looking carefully at the possibilities for a performance sub-brand under the SR badge to exist alongside its standard model range.

With the launch of the Hyundai Veloster SR Turbo in Australia this week, Hyundai is effectively using this high-performance version of the Veloster as a test case for more SR model variants to be rolled out.

Hyundai has looked at the success of Mazda’s SP range (SP25 and SP20) and is keen to get a similar model working in Australia with performance versions of other Hyundai models a possibility if all goes well with the Veloster SR Turbo.

Product planning manager for Hyundai Motor Company Australia, Andrew Tuitahi, told CarAdvice that the Veloster SR Turbo “Could become the launch pad for a range of high-performance Hyundai models similar to what Mazda have with their SP cars”.

Although unwilling to give too much away, Tuitahi also said “Hyundai would use the Veloster SR Turbo as a test case for a wider approach to the SR badge in Australia including the possibility of further performance derivatives of ‘SR’ formula.”

That could mean that Hyundai may even consider a more powerful version still, such as an ‘R’ edition, similar to the more powerful Mazda3 MPS.

When questioned about the likelihood of an SR version of the Hyundai’s i30, itself related to the Veloster, he told CarAdvice that “The i30 would make the most sense given its popularity, but that the earliest Hyundai could communicate a clear direction for a performance sub-brand would be at the Sydney International Motor Show, in October.”

Hyundai in Australia is currently the only country in the world to adopt the SR badge for the Veloster Turbo, as it is known in all other markets including the United States.

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Mazda Goes on a Diet, Plans Weight Reductions for Every New Model

A report in Automotive News reveals a lofty goal for Mazda: reduce the weight of new-generation cars by 220 pounds compared to the outgoing model. This is part of the automaker’s plan to reach another lofty goal, namely achieving a 30-percent improvement in its global corporate fuel-economy average by 2015. Both fit under the company’s long-term Sustainable Zoom-Zoom banner and fit into its internal Building Block Strategy designed to optimize all aspects of vehicle design while integrating evolving technologies such as hybrids and electric vehicles.

Although 220 pounds—which equals a nice, round 100 kilograms—seems an almost arbitrary figure, Dave Coleman, vehicle development engineer for Mazda’s North American operations, tells us that the actual amount of weight reduction per vehicle will vary, but the figure represents a “high-level goal.” He adds that the figure only applies to all-new models, not midcycle refreshes.

Using the recently redesigned Mazda CX-5 to illustrate, Coleman pointed out how replacing a formerly difficult-to-weld assembly with a welding/bonding adhesive process allowed engineers to spread the load throughout the body, reducing the amount of material needed without compromising the structural integrity.

So far, the plan doesn’t include the extensive use of aluminum, carbon fiber, or other exotic materials: “We think there is still room for improvement by using high-tensile steel and intelligent design to optimize the structure,” said Coleman. Of course, a 220-pound reduction will affect a Miata and a CX-9 differently, not to mention the fact that this kind of weight loss, no matter how much we’d like it to, can’t last for too many generations. Otherwise, the cars would eventually be weightless, and then where would we be?

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France Wants the European Union to Monitor South Korean Car Exports

The spike in South Korean car sales in Europe the past few years has the French worried as at the same time they are seeing their numbers drop amidst the debt crisis that has engulfed the continent. 

Just last year, sales of Korean cars in the European Union grew 24 percent, even though the overall market contracted. French carmakers, on the other hand, saw their sales drop with PSA Peugeot Citroen announcing plans to slash 8,000 jobs. 

As a result, France has officially sent a request to the EU Commission to monitor South Korean car exports, a move seen by many analysts as the first step to a possible re-introduction of tariffs only a year after a free-trade deal with the Asian country came into effect. 

"The European Commission confirms it has received a note from the French authorities requesting ... prior surveillance measures for South Korean car imports," EU Trade Spokesman John Clancy said in a statement. "The Commission is reviewing carefully the request." 

If the EU accepts France's request, local carmakers will be able to obtain detailed information including the type and number of products scheduled for export to Europe before the cars arrive from South Korea.

In the event that the EU Commission takes one more step and scraps the free-trade agreement with Seoul, then Europe will be able to impose protectionist restrictions to South Korean exports. 

However, as pointed out by Reuters that broke the story, despite the fact that South Korean exports to the EU grew by 40 percent to 345,000 units since the deal was signed on July 1, 2011, that number is well below the 640,000 units imported in 2007. 

The reason for this discrepancy is that South Korean carmakers like Hyundai and Kia have increased their production capacity in European factories in the Czech Republic and Turkey. 

"The growth of Hyundai in Europe is based on products designed, engineered and built in Europe," Andreas Brozat, a spokesman for Hyundai told Reuters. "Less than 12 percent of the 232,454 Hyundai cars registered in Europe during the first half of 2012 were built in Korea, while 70 percent came from the European region." 

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2013 Porsche Boxster S Instrumented Test

"Leaving well enough alone” doesn’t translate into German, especially the dialect spoken by Porsche engineers. Witness the new, judiciously polished Boxster, a machine that advances the modern sports car. 

As before, the new Boxster is essentially a 911 with its engine set in the middle, which is where Dr. and Ferry Porsche intended it to be in the first place. In spite of a 2.3-inch-longer wheelbase and modest track-width bumps, the Boxster S is 77 pounds lighter than before, thanks to increased use of aluminum and magnesium. Length is up 0.1 inch, and width is unchanged; torsional stiffness is 40 percent greater. Spreading the footprints and moving the windshield’s base forward stretches legroom by an inch. The price starts at a reasonable $61,850, then rockets into outer space when you succumb to the options list.

The most notable chassis change is a switch from hydraulic to electric assistance for the rack-and-pinion steering. With the goal of improved ride and handling, the carry-over four-corner strut suspension benefits from an expert massage. Larger front brakes are shared with the 911; 19-inch wheels are now standard (20s are optional). The engineers coaxed an extra five horsepower out of the direct-injected 3.4-liter flat-six, raising peak output to 315 horses at 6700 rpm while boosting the redline from 7400 to 7600 rpm and improving gas mileage by 1–2 mpg.

Compared with the dual-clutch-automatic-equipped Boxster S that thumped arch rivals in a comparo three years ago [July 2009], the new stick-shift 2013 model we tested is superior in every performance category except acceleration. The dual-clutch transmission’s launch control and uninterrupted power delivery during upshifts are tough to beat; the new S comes close with a 4.4-second leap to 60 versus the previous automatic’s 4.3. The old and new Porsches cross the quarter-mile mark in a 12.9-second dead heat, beyond which the new S’s taillamps wink goodbye on the way to a 176-mph top speed. The 20-inch Pirelli P Zeroes and other chassis upgrades boost skidpad stick from 0.94 to 0.99 g and clip a significant eight feet from the 70-to-0-mph stopping distance.

Despite all this improved performance, the Boxster S’s disposition remains cheerful. The driver-to-controls interface is absolute perfection, the shifter stirs gears like a Food Network chef, and heel-and-toe pedal work is child’s play. The optional Adaptive Sport seats (part of a $5265 Premium package) offer 18-way adjustability and outstanding comfort and support.

With the tight-fitting, well-insulated top up, the engine is subdued until you summon its inner beast at 5500 rpm. The engine’s mating calls are best appreciated with the top down. Touch a button with the car moving at no more than 30 mph, and the lid folds in 10 seconds. With no structural shake and minimal wind ruckus at 100 mph, this convertible eliminates most excuses for buying a coupe.

Adaptive dampers costing an extra $1790 are a must, providing a supple ride and supreme control for on-ramp and track sessions. Flick the wheel, and the Boxster S replays all the lessons it learned at the Nordschleife. Push hard in corners, and you’ll find understeer; lift abruptly off the throttle, and the front scrub becomes an easy-to-control four-wheel pirouette. The steering is quick to respond and perfectly weighted. Even with most of the road-surface bump and grind filtered out by the new electric power assist, the Boxster S’s steering wheel still provides a satisfying handshake. Likewise, the brake pedal is firm and easy to modulate when you slow for a bend below the ABS threshold. 

VEHICLE TYPE: mid-engine, rear-wheel-drive, 2-passenger, 2-door roadster

PRICE AS TESTED: $85,410
BASE PRICE: $61,850

ENGINE TYPE: DOHC 24-valve flat-6, aluminum block and heads, direct fuel injection

Displacement: 210 cu in, 3436 cc
Power: 315 hp @ 6700 rpm
Torque: 266 lb-ft @ 4500 rpm

TRANSMISSION: 6-speed manual

DIMENSIONS:
Wheelbase: 97.4 in
Length: 172.2 in
Width: 70.9 in Height: 50.0 in
Curb weight: 3070 lb 

C/D TEST RESULTS:
Zero to 60 mph: 4.4 sec
Zero to 100 mph: 10.5 sec
Zero to 150 mph: 28.2 sec
Rolling start, 5–60 mph: 5.3 sec
Standing ¼-mile: 12.9 sec @ 111 mph
Top speed (drag limited): 176 mph
Braking, 70–0 mph: 147 ft
Roadholding, 300-ft-dia skidpad: 0.99 g

FUEL ECONOMY (C/D EST):
EPA city/highway driving: 20/28 mpg
C/D observed: 19 mpg

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2012 Honda Civic Si Long-Term Update 3

Six months and ten thousand miles have passed since the Honda Civic Si has arrived and I have really adopted it as my own. The seat is always adjusted correctly and my phones Bluetooth auto-connects when I turn on the stereo. So what kind of impression has the Civic left on me? Well, Honda Civic ownership is very uneventful. Everyone I have talked to agrees that the Civic is an overall good looking car, but you don't exactly catch little kids staring at it in awe on the freeway. There little that anyone would find offensive but there is also little to find interesting. Driving, especially high in the rev-range can be enjoyable, but power isn't its strong suit and I always expect it to pull a little harder than it does, especially considering the noise it makes. 

It also has an annoying habit of holding revs for the second or so after the clutch is depressed. Due to its irregularity, I can't decide if this is by design or if its a defect. Then there is the mysterious knock in the rear suspension that comes and goes and has yet to be heard or diagnosed by any of the friendly folks at my local Honda dealer. This sensation is not exclusive to the uber-rich either, either. One of the most fun cars I have ever driven is my mom's 2003 Dodge Neon SRT-4, which competed with a Civic Si in its day. When producing a sports version of a base economy car, it really needs to feel different and exciting, like the SRT-4. To use a more modern example, take the Subaru Impreza WRX STI. It has spoilers, scoops, a brawny looking wide-body kit, and a tightly-wound turbocharged 2.5-liter engine. Every part of the car feels meaner, sharper, and more hardcore than the base Impreza. Its that feeling that I wih the Civic had more of, that extra character and passion. 

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