Archives for June 2013

Review: 2013 Volkswagen Jetta Hybrid

June 18, 2013 by Tom Williams 2 Comments

Between Asian, American and European auto makers, it is an understatement that the Europeans have been, to put it mildly, reluctant about hybrid technology. What’s not to like about hybrids? Stellar fuel economy is a good thing, right? Sure it is, but keep this in mind: Europeans have been living with mega-high gas prices for decades, and embraced the diesel engine as the fuel-sipping motor of choice. Providing bucket loads of torque, smooth performance and clean emissions that appeal to their domestic market, you can see why European car companies are not throwing all their chips into the hybrid car idea.

And that philosophy works fine…in Europe. In North America, the perception of the diesel engine seems permanently stuck in 1982. Memories of your quirky neighbor’s Mercedes-Benz 240D or Peugeot 505 belching black smoke or your uncle’s Oldsmobile diesel self destructing every 2,000 miles have seemingly left permanent scars on the psyche of the North American car buyer. I will plead with anyone that will hear me that today’s diesels are the model of refinement. No smoke. No self-destruction. Another factor may be that we are simply creatures of habit. Truth be told, not every gas station sells diesel fuel, and with that fact it is justifiable that some buyers would be turned off.

Volkswagen already offers the Jetta with a diesel, and has a loyal following, but they want more. Hence, the Jetta Hybrid. The view from VW seems to be that the car buyer seeking great gas mileage defaults to a hybrid vehicle. Or, to be blunt, the average fuel conscious car buyer is thinking about a Toyota Prius. Not a Jetta TDI. Make no mistake, VW has a solid fan base of its diesels, but taking the long view, VW sees this is as a cult following, while hybrid technology has been more widely accepted on our shores.

To look at the Jetta Hybrid, well, it looks like any Jetta you see on the road every day. It would take a true VW fanatic to tell the difference between this and any run of the mill Jetta. Apart from some hybrid badges, a slightly different front grill, different wheels and a modest rear spoiler, you would never know the difference. And that design language works for many people who like the idea of hybrid technology, but don’t feel the need to shout to the world that they care more about the environment than you. As with all current Jetta’s, it is a fine looking car, even if it has lost some of its German accent in an effort to appeal to more Americans.

While the exterior styling got a tad generic to appeal to more buyers, Volkswagen slashed the price of the Jetta, and no where was that more apparent than the interior. The Jetta Hybrid softens the blow slightly with a padded dash and better armrests, but this is still a far cry from quality of materials seen in Jettas of the past. The keyless ignition button, placed just ahead of the shifter seems like an afterthought and not at all intuitive. The black slab of hard plastic that on the center console with two holes for drinks was more likely designed by an accountant, not an actual interior designer. The contrasting black/light grey leatherette seating surfaces are the main departure from other Jettas. You get the feeling VW management sent a memo saying the interior has to be different somehow, but don’t let it cost us any money. It’s obvious, and VW, you’re not fooling anyone.

The positives of the Jetta’s cabin remain. Seats offer decent comfort, visibility is excellent, and plenty of room is available in the back seat, but again it is disappointing that VW went cheap and deleted the rear seat vents seen on the last generation Jetta. Jettas have always been known for generous trunk space, and among hybrids, the Jetta is at the top of the class. Still, the batteries have to go somewhere, and the Jetta Hybrid loses about four cubic feet of trunk space. That’s not a lot, but it gave me pause as to how I would pack a full-size suitcase.

Hybrids have a well-deserved reputation for being an absolute bore to drive. Thankfully, the Jetta Hybrid is not. Powered by a 1.4L turbocharged four cylinder, along with the electric motor make a combined 170hp, paired to a seven-speed DSG automated manual transmission. In essence, it is the drivetrain that is a hybrid designed for people who hate hybrids. No wheezy, weak-kneed engine coupled to a miserable CVT wailing at 5,000 rpm just to get up a hill here, thank you. VW claims a 0-60mph time of 8.6 seconds, making the Jetta Hybrid one of the quickest on the market for its class. The Jetta Hybrid also has a rear independent suspension, something VW gave up with on lesser Jettas in the interest of cost cutting, but here it returns to better support the extra weight of the batteries. With decent pep, controlled road manners and quiet highway ride, the Jetta Hybrid is an accomplished performer. EPA fuel estimates are 42/48 MPG city/highway, which are impressive figures, but according to the trip computer, I wasn’t even close to attaining those lofty figures.

The Jetta Hybrid follows the rest of the Jetta family’s trim options with S (factory order only), SE, SEL, and SEL Premium. Our test car was the top of the line SEL Premium. Standard features included SiriusXM satellite radio, dual zone auto climate control, LED tail lights, sunroof, navigation, heated seats, power driver’s seat, Fender premium audio, bi-xenon headlights, rear view camera and 17″ alloy wheels. With a first aid kit as our test car’s sole option, the tally comes in at $32,010USD, including delivery. And that is where the Jetta Hybrid completely loses me. Yes, I understand that hybrid technology comes at a higher price. But this comes in a car that was built to a price. You can buy a 2013 Jetta for less than $17,000. And sitting in this $32,000 Jetta Hybrid, I am constantly reminded of that fact.

With a built-in following of the Jetta TDI, VW is modest about sales expectations at around 5,000 Hybrid sales predicted. Critics and VW purists howled with the new down-market Jetta, but the proof is in the numbers. VW is selling more Jettas. It’s that simple. And, selling more cars is the point. The reality is you can buy a Jetta TDI for a couple grand less, get similar fuel economy, keep the trunk space lost from the battery pack, and not worry about the longevity of said batteries. Again, VW knows that they are doing-hybrids are more widely accepted here than diesels, even if the actual dollars spent for car and fuel point wildly in favor of the diesel. To quote Natalie Merchant, “Give them what they want.” Even if it makes no sense, that is precisely what VW is doing with the Jetta Hybrid.

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The Jeep Cherokee Returns

June 17, 2013 by Tom Williams 2 Comments

The Jeep Cherokee Classic, one of the most beloved Jeeps of all time was retired in favor of the Jeep Liberty, which bowed as a 2002 model. Curvier than the traditional Cherokee, the Liberty appealed to a broader audience-especially female buyers-but Jeep purists railed against the softer lines. Jeep responded in 2008 with the second generation Liberty, a more traditionally styled Jeep. The purists may have been satisfied, but sales figures weren’t even close to the first generation Liberty. So, the Liberty quietly slipped into oblivion in August 2012, and is now being replaced with the all-new Cherokee.

And boy, is this a radical departure from the Liberty. Also important, this is the first all-new Jeep since Fiat got their hands on Chrysler. I admit, I’ve always had a soft spot for Jeeps. They are quintessentially American, tough, and maybe even a little crude. I like those qualities, because it gives the Jeep character, personality. As a greying Gen-Xer who once pored over CJ-7 and Wagoneer brochures as a child, that’s romantic and all, but it doesn’t sell a lot of cars to the masses. If the Liberty looked like an old Jeep from the day it was new, the Jeep Cherokee is the exact opposite. This is like no Jeep ever seen before. Yes, the looks are polarizing, but to who? The old codgers?

The new Cherokee may be a risk, but it makes a styling statement, and points a new direction for Jeep. How buyers react is anyone’s guess. But here is what we do know. The Cherokee started production in Spring, and will be arriving in dealers this Fall. Buyers will have a choice of two or all-wheel drive. Four trim levels will be offered: the Sport, Latitude, Limited, and Trailhawk. All Cherokee’s come standard with a 2.4L four rated at 184hp, paired to a nine-speed (not a typo) automatic. With the exception of the base Sport, all other Cherokees also offer an optional 3.2L V-6, rated at 271hp.

The full line of the Cherokee family is described below. Note, all prices show that of the four cylinder, with 4×2. Four-wheel drive Cherokee’s will add $2,000.

Cherokee Sport: $22,995 USD

The base Cherokee comes standard with full power accessories, a 5″ touchscreen, Bluetooth, LED tail lights, and 17″ steel wheels.

Cherokee Latitude: $24,495

Likely to be the volume model, the Latitude adds exterior trim upgrades like body-colored exterior mirrors and chrome door handles, deep-tint windows, ambient interior lighting and 17″ alloys.

Cherokee Limited: $27,995

The top-spec Cherokee from a luxury standpoint, the Limited adds leather heated power seats, heated steering wheel, 18″ alloys. an 8.4″ touch screen, SiriusXM satellite radio, back-up camera, two-zone auto climate control, and an auto dimming rear view mirror.

Cherokee Trailhawk: $29.495

Or, to keep the Jeep purists happy. The Trailhawk is only available as a 4×4, and is the only Cherokee to wear Jeep’s badge of honor: Trail Rated. More aggressively styled with unique front and rear fascias, unique 17″ alloys, rugged interior trim, this Cherokee adds the off-road goodies Jeep fans demand. Add an increase of a 1″ ride height, tow hooks, skid plates, off-road suspension, heavy duty cooling, auxiliary transmission oil cooler, all-terrain tires, and Hill Ascent/Descent Control, the Trailhawk is there for the Jeep owner who demands his Jeep to be truly off-road ready, and to look the part.

For those who complain Jeep is going soft, relax. The Wrangler is still raw and rugged, and remains the face of the brand. The Garage has yet to review the revised 2014 Grand Cherokee, but we remain confident it still offers the same brawn and luxury as it always has. The reality is the outgoing Liberty was a dinosaur that, while being fully capable off-road, presented too many compromises that the average buyer was not willing to make when so many more refined alternatives were available. With current, if not controversial styling, greater fuel efficiency and reportedly vastly improved interior surroundings, the Cherokee could stand to reverse the Liberty’s steady sale slide. Stay tuned, as The Garage will review the new Cherokee.

Alice In Chains Trans Am For Sale

June 13, 2013 by Tom Williams 4 Comments

For fans of The Garage, myself and Founding Editor Gary Grant are card carrying members of Generation X, and we both share an interest in alternative music in addition to our passion for all things automotive. The 1990’s ushered in the age of the Grunge movement, whose epicenter was Seattle, Washington. At the top of the food chain was the seminal band Alice In Chains. With their album ‘Dirt’ from 1992, it went quadruple platinum, selling four million copies. Sadly, front man Layne Staley suffered from a crippling heroin addiction, but it was this addiction that was his source for the poignant, and oftentimes painful lyrics. Co-leader Jerry Cantrell headed an incredible band to boot, and the music was intense. Since my college days in the mid-1990’s, I have loved watching the last lap of Steve McQueen’s ‘LeMans’ to the music of Alice in Chains ‘Would?’. You have YouTube and iTunes. Try it. It works brilliantly, the grueling music against Layne Staley’s driven, tense vocals.

In MTV’s 1996 airing of Alice In Chains ‘Unplugged’, it was clear Staley was frail, and heartbreaking to watch. The death of his fiance from a drug related overdose was the final nail that pushed Layne over the edge. The commercial success of Alice in Chains was immense, but Staley’s addiction put a damper on capitalizing on it. Following the death of his fiance, Layne Staley purchased a penthouse condo in Seattle, and essentially became a recluse. The only people he would meet were his drug dealers and a small group of friends.

So the story of Layne’s Trans Am are a bit mysterious. There is no question this is his car, and it is for sale. Hit the link if you are interested. It is a 2000 Pontiac Firebird Trans-Am with the high performance WS-6 package and a six-speed manual. The ad reads that Layne personally ordered the the car, optioned to the hilt. What I do not get is the car has 26,000 miles on it. Layne Staley was a recluse after 1997, never leaving his penthouse. When the police found Layne Staley dead, he was 6’1″ and weighed 86lbs. With a man that ill, how could he possibly muster the energy to drive a top-spec Trans-Am? Even so, the chance to own a car owned by one of the most iconic, and tragic singers of the Seattle grunge scene is tempting.

Review: 2013 Lexus LS460 AWD

June 11, 2013 by Tom Williams 2 Comments

There are some car stories out there that are so fascinating, they bear repeating-not just for those who lived and remember that time, but for those too young to recall. Here at The Garage, we are members of Generation X, who grew up with the notion that Japanese cars were great cars with exceptional reliability, but luxury? Not a chance. That changed in 1986 when Honda introduced Acura as an upscale brand, and the automotive world held their collective breath to see if North Americans would accept the notion of an upscale, premium Japanese car. They did, and the Acuras were, and are fine cars, but Toyota had far bolder plans. Forget about accepting the notion of accepting a premium Japanese brand. Toyota was creating the Lexus LS, and its sole mission was to target the vaunted, legendary Mercedes-Benz S-Class. Remember, Toyota’s most luxurious car ever sold here prior was the Cressida. To say the project was an ambitious one is putting it mildly.

And so the Lexus LS debuted in 1990, and was quite a success. Infiniti answered with its Q-Series, but that car failed to find as many buyers, and eventually faded away. Acura has yet to even try to compete against the LS. It is a remarkable success story of a company entering a very hostile market dominated by German marques of great distinction and provenance. At the time, Lexus was doing the unthinkable. Now, in 2013, the Lexus LS is completely accepted as a peer to the Audi A8, BMW 7-Series, and of course, its target, the Mercedes-Benz S-Class. While the auto magazines out there continue to gush about its German rivals, the LS has generally been respected, but overlooked.

With a refresh for 2013, that needs to change. From the start, the LS has been described as a good looking car, but a little lacking in personality. Luxurious, yes, but memorable, no. With the spindle grill now seen across the Lexus line, the LS has finally, after all these years, seemed to have gotten its own identity at the top of the luxury car class. The inverted Lexus ‘L’s’ continue at the front end with daytime running lights. For once, you know that it is a Lexus coming up behind you. Curvy fender flares and a sculpted hood surface provide an air of elegance and seriousness befitting a car of this stature. Our test car, finished in Fire Agate Pearl, a sort of cigar paper brown that seemed to hint at the age of the ‘Mad Men’ television series. Offset with optional 19″ alloys, our LS460 had a level of presence and gravity unlike no other LS before it.

First and foremost, the Lexus LS was, is, and always will be a full-size luxury sedan, and it is the cabin that makes all the difference. Here, the LS excels. In a car of this level, when you settle in behind the wheel, you need to feel as if you are in a special car. Ultra-soft leather, muted metals, gorgeously finished and sculpted wood surround you. This is not simply a space for occupants to sit in to reach a destination, it is akin to observing fine furniture. Yes, the attention to detail and craftsmanship is that good. But it exists in a perfectly functional environment with seats offering exceptional comfort and support. Of course, the latest in technology and infotainment is right there, but Lexus presents it all in a very user-friendly format. Lexus understands that true luxury is to pamper and relax you, not intimidate, such as some of the LS’ chief German rivals often do.

The Lexus LS460 is motivated by a 4.6L V-8 rated at 386hp, paired to an 8-speed automatic. Buyers have the choice of rear-wheel or all-wheel drive, but the latter choice will cost you six horsepower. For a New Englander like myself, the assurance of all-wheel drive is the way to go. Lexus claims a 0-60mph time of just under six seconds. Some reviewers complain the LS does not offer as much power as some of its rivals. Notice I said ‘not as much’ instead of ‘not enough’. Having logged plenty of miles on the interstate and on country two-lanes, the LS460 had plenty of power in every situation thrown at it, and even offered a nice purr from the V-8 when pushed.

In speaking of the nature of the LS on the road, the operative word is ‘composed’. This may be a large, heavy car, but from behind the wheel you would never know it. The mark of a great handling large car is that it never feels large-the LS shrinks around you. On a Spring drive up to gorgeous Kent Falls, Connecticut, I was easily keeping up with an Audi S4 on the scenic, curvy roads of Route 7. He was pushing it, as was I, and I can imagine it must have shocked him how well I kept up, as my passengers were as cool as cucumbers. That said, I wouldn’t challenge the S4 to a lap at Laguna Seca, but it speaks volumes of the work of fine-tuning the LS’ handling that it never even broke a sweat with a spirited drive in the country with a pure-bred sport sedan.

While the Lexus LS was once a one-flavor for all car, several variations now exist. Rear or all-wheel drive, standard or long wheelbase, hybrid, and the more aggressively tuned F-Sport. Our test car was a standard wheelbase LS460 with all-wheel drive. As you could expect, the list of standard features is generous, including HID bi-xenon headlights, LED exterior and interior lighting, Safety Connect (similar to GM’s OnStar services), Navigation, a huge 12.3″ hi-res display screen, Lexus Enform to hook up with your smartphone apps, intuitive park assist, moonroof, leather seats, wood and aluminum trim, and premium audio, for a base price of $74,935USD. To that, our test car added Blind Spot Monitoring with Rear Cross traffic Alert, the Comfort Package (ventilated front seats, power rear sunshade, heated rear seats, power trunk), 19″ alloys, Semi-Analine leather interior with Alcantara headliner, and a Mark Levinson 19 speaker audio system for a total of $82,010, including destination charges. Inexpensive? Hardly.

But remember-the bogey was always the Mercedes-Benz S-Class. It was in 1990, it is in 2013. Don’t believe me that Lexus is still trying to beat Mercedes at their own game? Consider this. If you demand a V-8 powered S-Class with all-wheel drive, 19″ wheels, and the top-spec audio system-in other words, equipped just as our LS460 was-it will cost you a whopping $25,000 more. That’s something to consider. For the Lexus LS, the quality and luxury were always there. With the 2013 Lexus LS460, the persona and swagger this car has been begging for has finally arrived. And for the price Lexus is charging, Audi, BMW and Mercedes should take notice. The automotive media may have dismissed the Lexus LS, but you heard it from The Garage this is the ultimate evolution of Japan’s premier luxury sedan.

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When the Car Dealer Loses the Script: A Buick Sob Story

June 4, 2013 by Tom Williams 3 Comments

Sure, we’ve all seen them-the cheesy tv commercials the local car dealership puts on your local tv station. Gimmicks, cheap suits you wouldn’t wish your worst enemy to be buried in, godawful production values and ad copy written by an eighth grader fronted by car salesmen whose acting is so wooden they would not stand a chance of landing a role even the smallest town’s local theater group. You either cringe, or laugh out loud at just truly awful it is. It’s one thing when the ad is by your local Honda, Chevy or Toyota dealer. The cars speak for themselves, and in many cases, sell themselves based on reputation alone. The buyer can laugh off those horrible commercials.

That’s fine when you are one of the best selling brands out there, but what if you are a brand trying to establish a new identity? A brand trying to come off as a premium one at that? That changes things. As automotive journalists, myself and Founding Editor Gary Grant have seen firsthand just how hard car companies try to foster a certain image to their prospective buyers. The work they do is exhaustive, I assure you. You, the car buyer, or casual enthusiast, many not see it, but major car manufacturers today have entire departments focused solely on social media, public perception, and are constantly trying to find new ways to reach out to new car buyers.

Take, for example, Buick. After GM’s restructuring, Buick stands alone as the gap between Chevy and Cadilliac, but was saddled with an aging buyer demographic and somewhat stale cars. Not the sort of thing that gets your adrenaline pumping. Buick’s current line, with the LaCrosse, Regal, and Verano are all fine cars seeking a new, younger, yet affluent audience. The cars are good, but Buick has a long way to go of changing the mindset of car buyers under the age of 60 to want their car.

Buick fully understands the image problem. A couple of weeks ago, I was invited to attend a special event in Boston, the hippest, most vibrant city in all of my native New England. In an effort to tap into Boston’s young, affluent car buying market, the idea was to combine the allure of fine cuisine with the opportunity to see, touch, and sample the latest and greatest Buick has to offer. Not an inexpensive undertaking, but fine food is a clever way of attracting the desired crowd. And hey, even if they do not actually buy a Buick, the casual Bostonian foodee is surely going to tell his/her friends and family that the new Buicks are actually pretty cool cars.

So, you see, Buick is trying their hardest with updating their image, with quality cars to back it up. But…those dealer ads. I won’t name them, but the local Buick dealer is airing a promotion called ‘A Buick for a Buck.” That is, a one dollar down payment for your brand new Buick. The advertisements are relentless, but the tagline on each commercial is the dealer ‘just wants to get you a loan.’ It brings the car down to the lowest common denominator. That it isn’t even about the car anymore.

And therein lies the problem. Buick is trying their hardest to build good cars, and rebuild their image with the aim to appeal to a broader audience-namely, a more affluent audience. But the local Buick dealer is the face of your company, and their message to the car buying public in your area is we will get you a loan as long as you have a pulse. In thirty seconds, the millions of dollars Buick has invested in their cars, and their marketing efforts have instantly evaporated. Buick wants to be an aspirational brand, but with tv commercials like these, they cannot. Buick, as a company, has set its sights on Lexus, but with ads like these, it literally leads a path to Lexus’ door, since they never put junk like this on the air.

Buick, you’ve done the hard work of building a good car. You know you need to reach out the the buyer you want, and you are. But the dealer is where the money changes hands. Sure, I could have gone to Boston, enjoyed the beautiful city and fine food as a backdrop to your cars and come away impressed. But my local Buick dealer keeps telling me if my credit is awful, or if I have one dollar, I can have a new Buick. And to the dealer, don’t tell me you can just get me a loan, tell me you can sell me an awesome car.

Archives for June 2013

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