DRIVERS LOG: Porsche 911 Carrera 4S

Porsche 911 Carrera 4S

MANAGING EDITOR ROGER HART: This was my first chance to operate the Doppelkupplung transmission, and I have mixed feelings about it. In automatic mode, it's fine, but it's not spectacular. In choose-your-own-gear mode, I really don't like the wheel-mounted buttons--push forward on either the left or the right button to switch up a gear, pull from behind to go down a gear. Of course, you can use the gearshift lever, and that is what I found myself doing.

I'm not sure the tranny is worth $4,000, especially because I think the steering-wheel interface could be much better. But using the shift lever made it better and more fun, and Porsche certainly needs to have this option on the long list of things from which to choose. And it is way better than any Tiptronic that went before it.

SENIOR EDITOR GRITZINGER: I really love the precision of a Porsche manual shifter and the smooth clutch action, so it's hard to embrace the PDK as long as I still have a leg able to push a clutch pedal. Yes, it's quick and likely smoother than I could ever hope to shift, and I'd vote it the best of this new generation of transmissions so far. But, as with any of these gearboxes, the missing element is knowing the exact point of engagement. I still would prefer to handle that myself, so I know exactly when the engine will brake or when to pour on more power.

All that said, in sport-plus mode, this thing is blindingly quick, slamming through the gears with a bit of a jolt, as though to remind the driver that even with this $4,000 hunk of technology doing the heavy lifting, there's a still a responsibility to grab the wheel and drive.

If dual-clutch trannies are the future, this one makes that future look brighter for enthusiasts, while appealing to luxury-sports-car buyers who'd rather not have to deal with the third pedal. If that allows Porsche to continue to profit and develop ever-better sports cars, I may not love it, but I'll live with it.

MOTORSPORTS EDITOR MAC MORRISON: Don't forget about the new direct-injection engine, either. The latest 3.8-liter flat-six is a great unit that bumps the 911's power up to where it needs to be, and it is quite something to see Porsche keep finding ways to get more out of a six-cylinder. This boxer absolutely sings when you crank it open.

I continue to fail to see why I would ever need AWD in a 911, though. It's overkill, and the price premium for a Carrera 4 makes it largely a silly choice. We had a long-term test Carrera S on which we mounted winter tires, and the car was an absolute sled. For people in regions that get huge amounts of winter snow, the Carrera 4 might make some sense. Otherwise, I'm not seeing it.

The PDK gearbox works very well, as smooth as, if not smoother than, any competitor in automatic mode, and it is right there in manual mode, too. But I agree with Hart: Who decided to substitute steering-wheel-mounted buttons for traditional shift paddles? In my view, the classic Formula One-style system--right paddle shifts up, left shifts down--remains the best and most logical way to go.


2009 Porsche 911 Carrera 4S
IN FLEET: Nov. 7-17

AS-TESTED PRICE: $109,310

DRIVETRAIN: 3.8-liter H6; AWD, seven-speed sequential manual

OUTPUT: 385 hp @ 6,500 rpm, 310 lb-ft @ 4,400 rpm

CURB WEIGHT: 3,329 lb

FUEL ECONOMY (EPA/AW): 21/18.5 mpg

Saturn Vue 2-Mode Hybrid--Another Vue of green

2009 Saturn Vue 2-Mode Hybrid

Amid the dire predictions for General Motors' future, here's a bright spot: the 2009 Saturn Vue 2-Mode hybrid.

Saturn says that its gasoline-electric hybrid Vue, set to go on sale by March, will be the world's most fuel-efficient V6 sport-utility vehicle. If its claim of a 50 percent fuel-economy gain over a nonhybrid V6 Vue holds true, the 2-Mode Vue will post a figure of nearly 30 mpg combined.

The Vue 2-Mode goes beyond the original (and still available) belt-assisted four-cylinder hybrid Vue, which saved fuel with its engine stop/start capability. The 2-Mode integrates two electric motors into the front-drive transaxle to assist the 3.6-liter V6 engine; it provides electric propulsion in addition to stop/start ability. The combined gasoline-electric output of 308 hp and 295 lb-ft of torque pushes the Vue 2-Mode to 60 mph in 7.3 seconds, just a few tenths off the pace of a non-hybrid Vue, despite carrying 370 extra pounds, mostly in 22 nickel-metal-hydride batteries under the rear cargo floor. Towing is 3,500 pounds, the same as for the nonhybrid V6.

The combined power of the V6 and the twin electric motors ensures that despite a weight gain, the Vue 2-Mode remains a capable and quick ute. In our brief drive in Los Angeles, the vehicle pulled smartly away from standing stops and up to speed on the freeway, while still having power in reserve when needed at higher speeds. The extra weight didn't seem too much of a hindrance, with front and rear spring rates, anti-roll bars and struts and shock absorbers all revised to manage body roll and dive. Overall, the ride and handling were quite similar to those of a normally powered Vue.

Unlike some vehicles with grabby regenerative-braking systems, the Vue is well mannered and doesn't overexert itself. Saturn calls it a "fully blended" system that allows regular friction braking, fully regenerative braking or a combination of the two. Regardless of where the stopping power is coming from, it's seamless.

What's the downside of getting better fuel economy and performance in your Vue? Saturn expects you'll pay about $5,000 more for the 2-Mode compared with a standard V6 Vue, or just a shade less than $33,000.


SPECS
ON SALE: March

BASE PRICE: $32,900 (est)

DRIVETRAIN: 3.6-liter V6, plus two electric motors, combined 308 hp, 295 lb-ft; FWD, four-speed automatic plus two electric ratios

CURB WEIGHT: 4,237 lb

0-60 MPH: 7.3 sec (mfr)

FUEL ECONOMY (EPA): 29 mpg (est)

SHORT STINT--2009 Mitsubishi Lancer Ralliart

The Mitsubishi Lancer Ralliart--call it Evo Lite.

As-tested price: $29,915
Drivetrain: 2.0-liter turbocharged I4; AWD, six-speed dual-clutch manual
Output: 237 hp @ 6,000 rpm, 253 lb-ft @ 3,000 rpm
Curb weight: 3,462 lb
Fuel economy (EPA/AW): 20/20.3 mpg
Options: Recaro sport package, including Xenon HID headlamps, 650-watt Rockford Fosgate audio system, Sirius satellite radio ($2,750)

OUR TAKE: Call it Evo Lite or Mitsubishi's WRX fighter, but this car was long overdue in the Lancer lineup. Prior to this, there was a substantial gap between the 168-hp GTS and the 291-hp Evolution. A detuned Evo engine powers the Ralliart for a healthy 237 hp, and to give it a dose of technology, Mitsu opted for the dual-clutch transmission from the Evolution MR. No stick-shift is offered, and in the grand scheme of things (i.e., to sell the most cars), it's a good move, though word is some folks at Mitsubishi of America are fighting for it.

There are some other Evolution bits found in the Ralliart, such as the all-wheel-drive system, steering and hood. Unfortunately, you don't get the Brembo brakes or suspension, though the suspension does feature specific tuning and bigger brakes over the GTS. The result is a very good light-heavyweight contender to take on the Impreza GT (the former WRX).

Steering is lightning-quick, which we love from the Evolution, and the engine has good kick in the middle of the rev band before losing steam up near the top. The chassis is well sorted for commutes but is capable of handling the occasional flog. And unlike the Evo, the Ralliart keeps the full trunk because the battery and washer-fluid bottle stay under the hood.

There is a $6,000 jump from this Ralliart to the Evolution, so it's priced right and you get enough components to make this a heck of a daily driver.

SHORT STINT--2009 Mercury Milan

The Mercury Milan is a strong entry in the $25,000-sedan class.

JAKE LINGEMAN

In fleet: Nov. 13-Dec. 2
As-tested price: $25,665
Drivetrain: 2.3-liter I4; FWD, five-speed automatic
Output: 160 hp @ 6,250 rpm, 156 lb-ft @ 4,250 rpm
Curb weight: 3,211 lb
Fuel economy (EPA): 23 mpg
Options: Voga package including Voga floor mats, 17-inch chrome wheels, interior trim, hands-free rearview mirror ($995); electronic stability control ($495); Audiophile sound system ($425); rear park assist ($295); heated front seats ($295)

OUR TAKE: Mercury actually has a pretty long history of trying to tie itself to fashion/design leaders, but it's mostly been this sort of "borrow a label" thing. Nautica, anyone?

Regardless, aside from the badge on the tail and the Voga logos on the floormats, there's not a lot to distinguish this. Which in a way is good, because the car underpinning it wouldn't bear up well if you tried to pitch it as "luxury." This is more like designer-label, which is a widespread attribute even at discount stores.

This Milan is a strong entry in the $25,000-sedan class, but one that will be stronger next year when it gets an upgraded engine and improved interior (there's some exterior design and other upgrades for that 2010 model, too).

Fit and finish were really good on this example, and the driving experience was, too. The one caveat is that the 2.3-liter/automatic combination makes for some engine noise under acceleration loads, though it's pretty darned quiet at cruise. At 80 to 85 mph with the little four spinning at 3,000 rpm or so, you couldn't hear the engine, and there's not much wind noise or road roar, either. Again, all that should be even better in '10. The engine gets stronger, a sixth speed is added to the automatic, and they've spent some time in the wind tunnel. While today's Milan is certainly worthy of consideration in this segment--it might be the one you choose based on the deal you're offered--the next one promises to outright win cross-shoppers. Of course, that will apply to the Fusion as well, and the need for a Mercury version (or division) is worth questioning. It's sort of a designer label that's gone out of, ahem, vogue.

Smooth Operator: We begin a year with Jaguar's XF

The Jaguar XF packs a supercharged V8 rated at 420 hp and 413 lb-ft of torque.

Jim Fets

Jaguar’s 2009 XF is widely regarded as a make-or-break car for the British brand now owned by Tata of India. The XF replaces two models, the forgettable X-Type and the decent S-Type, which never sold in any significant numbers. In terms of size, the XF competes with the heavy hitters from Mercedes-Benz, Audi and BMW: the E-class, the A6 and the 5-series.

To say that the XF is an important car for Jaguar is an understatement. So, we thought we would flog one for a year and find out if we can get an indication of whether the car will be up to the task.

The XFs come in three trim levels: luxury, premium luxury and supercharged SC. We ordered the top of the line, of course, with the supercharged V8, and the car came loaded. The only option we checked was the adaptive cruise control--but more about that later. The sticker price is $66,675, including destination.

Our XF’s blown 4.2-liter V8 delivers 420 hp and 408 lb-ft of torque. It is fitted with the ZF’s six-speed automatic, a terrific transmission. The XF uses the XK coupe’s basic suspension of unequal aluminum wishbones in front and rear and available with computer-controlled adaptive dampening.

Most people on staff think the car looks good, but more than once, we’ve been asked how we like our Lexus.

The XF is one hell of a good driver, though. Jump on the gas, and there is no lag. Just a bunch of forward thrust, enough for the car to hit 60 mph in 5.57 seconds when we tested one in California. The supercharged V8 produces most of its torque from 2,000 revs to its 6,200-rpm redline, with no peaks or valleys.

The XF’s variable-ratio steering is light and, for the most part, quick. Through the slalom, it can feel a bit slow, but the car goes where you point it, and the body motions are well controlled. In sport mode, the adaptive shock management eliminates squat, dive or lean, and the ride is still mostly comfortable. (Yes, you can turn the stability control all the way off.) There is plenty of grip from the sport tires, though snow tires have been fitted in anticipation of winter.

Overall impression: So far, so good. A comment from the logbook said, “This is a smooth, terrific cruiser, with a quiet and very comfortable cabin. Unless you really boot it, you would hardly know you have more than 400 hp underfoot. But I constantly found myself cruising at 90-plus without realizing it. That’s when I started using the cruise.”

“I find the car somewhere between luxury roller and sports sedan in terms of ride, handling and performance,” said another staffer. “The supercharged V8 gets it going in a hurry.”

Jim Fets

This Jag sprints from 0-60 mph in 5.57 seconds.

The ZF transmission has been roundly praised in the office thus far, even in full-automatic mode, where it shifts pretty much at the point you think it should. Manual shifting works well, too. The paddle shifts are quick and, with revs matched, never harsh.

“The tranny is smooth,” says the logbook, “but I find myself torn between letting it do its own thing or running the paddle shifters.”

So, initial impressions are that the hardware is on the money as much as that from the Germans. We hope for Jag’s sake that the car will prove reliable.

And this brings us to the $66,675 question: Will people buy a Jag owned by an Indian company? Does Tata owning Jaguar tarnish the brand, or will nobody care?

Tata is well known to Brits. In 2000, Tata bought that most British of companies, Tetley Tea. More recently, Tata bought Corus, a British steel company.

Furthermore, Tata is successful in a joint venture with Italian automaker Fiat, a deal that is expected to produce Fiat cars and wagons for India. Fiat will use a Tata pickup as the basis for a Fiat truck built in Argentina. And don’t forget that Fiat had considered buying Jaguar, so it’s possible that the Tata link could lead to future Alfas and Jaguars sharing platforms.

All indications are that Tata is a well-funded, stable company with the coin to support Jaguar properly. If the cars are good and there is money to grow the brand, it could be the proverbial marriage made in heaven. We will have some idea about the former by the end of our year with the company’s latest.


SPECS & DATA
PRICING & OPTIONS

Base (includes delivery): $64,475

As-tested price: $66,675

Options: Adaptive cruise control ($2,200)

DIMENSIONS

Wheelbase (in): 114.5

Length/width/height (in): 195.3/80.8/57.5

Curb weight/GVWR (lb): 4,194/5,137

ENGINE

Front-longitudinal 4.2-liter DOHC

supercharged V8

Power: 420 hp @ 6,250 rpm

Torque: 413 lb-ft @ 4,000 rpm

Fuel requirement: 91 octane

DRIVETRAIN

Rear-wheel drive

Transmission: Six-speed automatic

SUSPENSION

Front: Double wishbone with coil springs, gas- and oil-filled shock absorbers with two-stage damping, antiroll bar

Rear: Double wishbone with coil springs, gas-and oil-filled shock absorbers with two-stage damping, antiroll bar

BRAKES/WHEELS/TIRES

Vented discs front and rear, ABS; aluminum 225/35ZR-20 front, 285/30ZR-20 rear

Pirelli P Zero

FUEL ECONOMY

EPA combined: 18 mpg

TRACK TEST DATA

STANDING-START

ACCELERATION

0-60 mph: 5.57 sec

0-quarter-mile: 14.09 sec @ 102.1 mph

BRAKING

60-0 mph: 109 ft

HANDLING

490-ft slalom: 44.3 mph

Lateral acceleration (200-ft skidpad): 0.87 g

INTERIOR NOISE (DBA)

Idle: 48

Full throttle: 73

Steady 60 mph: 63

Spied: Porsche 911 Speedster

Porsche looks to be thinking about a return of the Speedster body style for the current 911.

Spied: Porsche 911 Speedster

Porsche is at work on a new generation of the iconic 911, known internally as the 998, which will hit the road in about three years.

But the runout of the current model, the 997, looks as if it will include the reappearance of the long-dormant Speedster body style, which we haven't seen in a decade.

Our spy photographers have captured these shots of a 997 Speedster prototype being tested, and it looks ready to go.

In Porsche-land, the Speedster name is used on convertibles with cut-down windshields, lowered roofs and stripped-down interiors.

The Porsche Speedster legend starts with the 356 Speedster of the mid 1950s; it is among the most collectible of Porsche cars.

The last Porsche Speedster was seen on the 993 series, which was also the last of the air-cooled Porsches. It ended its run in 1998.

But the 993 Speedster was never available to the public. The factory built only two of them--one for Ferdinand "Butzi" Porsche, who helped design the original 911, and one for Jerry Seinfeld. The last volume production Speedster appeared in 1992-94 on the 964 series.

We hope to get a better look at this new Speedster soon.

Porsche gives a clear look at the Panamera

Porsche Panamera Turbo

Porsche Panamera

After enduring a year of spy photos, factory teaser photos and at least one "viral" Internet video, Porsche has given us some clean looks at the exterior of the new Panamera sedan and some technical details--four months before the car makes its debut at the next Geneva motor show.

What we see is not much different from the most recent spy shots--a sedan with a long hood and short rear overhang, a rear hatch instead of a traditional sedan trunk lid with styling that evokes the back end of the iconic 911, air intakes in the front fascia and the lack of a formal grille, and four high-back bucket seats, although Porsche did not release any photos of the Panamera interior.

The backrests of the rear seats will fold, Porsche said, to create more cargo room.

The German automaker did give up some specifications:

-- Overall length: 195.7 inches

-- Width: 76 inches

-- Height: 55.8 inches

Under the hood, the Panamera will be powered by V6 and V8 engines, Porsche said, with output ranging from 300 hp to 500 hp. Some of the engines will use turbochargers and direct-injection fuel delivery.

All-wheel drive will be standard on the top-end Panamera, and available as an option to replace rear-drive on lower-trim-level models. Panamera owners will have the choice of a six-speed manual or the seven-speed PDK dual-clutch transmission.

Porsche will assemble the Panamera at its Leipzig, Germany, plant using body shells built and painted at a Volkswagen plant in Hanover and engines from Porsche's plant in Zuffenhausen. Porsche said it has a sales target of 20,000 Panameras a year.