Invasion of the EVs

Tesla Model S           credit: Tesla Motors

Listen.

Did you hear that?

That's the problem. There's nothing to hear. No exhaust notes. No engine hum. No gear change. All there is to hear is a faint electric whine and some tire noise. And that's how the electric vehicles (EVs) will begin their takeover.

All joking aside, I am living, anecdotal proof that electric vehicles are making their way onto the freeways and into our neighborhoods. In my small-ish New Jersey town, I once drove past two $60,000+ Teslas on one five minute drive. In fact, over the last couple weeks, I dare say I have seen at least one electric vehicle every day.

I'm very excited about this development. Not because I wish to see all cars running silently. I don't even want to own one myself. But, what I do appreciate is the diversity that these cars represent.

Many people have talked about the solution to the earth's energy crisis in terms of finding "the solution." With more than 1 billion cars on the world's roads, however, the likelihood of there being one solution is non-existent. What is reasonable is seeing a larger percentage of cars being powered by alternative means, such as battery, ethanol, biofuel, and gas/electric hybrids.

Until now, I was having my doubts about the possibility of ever getting to that point. The source of my cheerier disposition is the holistic approach being undertaken by Tesla. Tesla is the first company to look at both the product issue AND the infrastructure. As in, now that I own the car, how do I continually operate it?

Tesla also took an honest look at who the target audience should be for their vehicles.

Chevy, Honda, and Nissan have all put out all-electric vehicles. But at $29,000 the Nissan Leaf is the cheapest of the bunch, and also the ugliest and least practical. The Honda FCX Clarity leases for $600/month. These costs are astronomical for the typical consumer of these brands.And none of these manufacturers has worked to improve an owner's ability to charge the vehicles, severely limiting their usability.

Tesla Model S   credit: Tesla Motors

Tesla recognized that the only people who could afford to become early adopters of this technology were the wealthy who had certain expectations of any vehicle they purchase. So, instead of trying to keep the costs relatively modest by stripping down a car priced against a BMW 3-Series, they created a near-$100,000 luxury car, capable of competing very well with all other vehicles at its price point. They have also spent the money to develop supercharger stations, enabling people who own the cars to drive them for long distance with minimal inconvenience.

Here's an assessment of the car by Consumer Reports:

The exception becomes the rule

I was sitting at a traffic light this morning when from behind me to my right, I heard the high-strung, muscular exhaust note of a performance car. It was unmistakable. When the car slowed to a stop next to me I saw that it was a Mitsubishi Evo.

Evo MR Premium.       photo credit: Mitsubishi Motors

As quickly as I began to admire the car, I realized how much I hate every other model in Mitsubishi's line-up.  And it's not that they are bad cars. But how can an automaker that makes one of the most dynamic and unmistakable cars on the road be responsible for such boredom-inducing vehicles as the Outlander, Galant, and Lancer? If you're like me, you had to look up those vehicles because you can't actually remember what they look like.

In the world of Mitsubishi, the Evo is the exception, and the other three are the rule. That's bad news for the company, when the exception is automotive excellence, and the rule is hardly worth mentioning. That strategy made sense once upon a time, when the company could almost be seen as a challenger in the family car market. It was looking to blend in with the Hondas and Toyotas. Today, with a lineup that really comprises 3.5 models and sold 41,000 units in North America in 2012, Mitsubishi needs to find itself a niche to live in and dominate.

To find that niche, they should be looking no further than the Evo. Its performance has been compared to a Porsche. Its raw, visceral characteristics make it a fan favorite with the boy-racer types, and its closest competitor, the Subaru Imprezza WRX STi, cannot compete with its numbers. This is the kind of car that Mitsubishi should be making across the lineup.

2007 Mitsubishi Baja Raider.  
photo: topspeed.com

Imagine a small SUV with Baja 1000 aspirations. Imagine the Eclipse, reincarnated with a serious engine and track specs to make the Nissan GT-R nervous.Imagine a small hatchback, the size of a Fiat, with the ability to run circles around a John Cooper Works.

Before you say, "that's crazy!" remember the specs on the Evo: 0-60 mph in 5.1 seconds and back to 0 again in 109 feet. It has competed with cars way outside its class and with two fewer doors and still triumphed. The Evo proved that at $35,000, Mitsubishi could offer prospective buyers an alternative to BMW and Audi. With a little courage and imagination, Mitsubishi could do the same thing and build other cars that compete in ways never before imagined.

Re-Learning to Drive

New Jersey Driver Manual

Spending time with a friend of mine this week, I've come to see a perspective of driving with which I'm not the least bit familiar: one who does not drive. As I pointed out in my previous post ("You Never Forget Your First"), I jumped for my license, and have never been far-removed from my car since. But, growing up in New York City, the idea of not driving or owning a car was perfectly normal for my friend. Now that he's spending time with me in the suburbs, being able to drive is a necessity.

So, yesterday (the good friend that I am) I took my friend out on a very basic driving lesson. He already had a driver's license that has simply carried over from his teen years, but by his own admission: "It's been years since I've driven a car."

The first lesson? How to start the car. Three to five years ago, push button start was a feature limited to high-end vehicles and a few early-adopters. Today, it has become fairly common, even turning up in my Kia. It's a quick lesson to be sure, but one that I honestly wasn't even prepared for.

Other lessons included more of the basics, such as engaging the gears (fortunately this was an automatic), releasing the parking brake (a foot pedal) and adjusting seats and mirrors for optimal driving position and view.

Once on the road, the lessons are different and not as clear-cut. So much of driving, especially when you haven't done it in a long time, is about feel, vision, and comfort. I made the assumption that my friend would be able to pick up the fine art of driving with minimal instruction. After watching for a few minutes, I realized that he didn't have a great handle on spacing or driver inputs such as throttle, brake, and steering.

The biggest thing I noticed was that he was tentative, and preferred to err on the side of driving slower. I remember learning to drive and always wanting to go faster. Watching my friend, I realized that a big difference between adults and kids learning to drive is a sense of caution and need for safety. Kids are ready to take on the world, where adults have seen that the world doesn't always favor the bold.

For the most part, I let things go. I think he can drive safely, and with practice and experience will likely become a good driver. I have gone so far as to trust him to drive with my kids in the back seat of the car. What impressed me the most was his determination. During our ride, he spoke of driving more regularly, even suggesting taking a driver's education course. To me, asking for help to learn to drive as an adult takes guts, and I applaud that. His efforts reminded me of another brilliant adult whose friends encouraged him to drive -- The Big Bang Theory's Sheldon Cooper. Sheldon ultimately concluded that he was too evolved for driving. Watch!

You Never Forget Your First

I recently celebrated my birthday. It's not important which one it was. The point is that this is the time of year when I get a little nostalgic. Lots of people remember birthdays past, typically thinking about special gifts, birthday bashes, and guests of honor. But for me, one of my big moments was my 17th birthday. In the state of New Jersey, that is when young drivers who have completed proper driver's education training are eligible to take the written and road tests for DMV-issued driver's license.

The Test

While there is no mandate that a person MUST take the tests on their birthday, it should surprise no one that for me, waiting even a single day longer was out of the question.

I'm not going to lie: I was nervous that day. But, I think I was a good driver, and knew the basic skills that were being measured. My embarrassment came while pulling away from the parallel parking spot -- nailed that one -- when I ran over a short, Belgian block curb. It wasn't a real curb; it was simply a course divider. But my heart sank. When I finished the course, I mentally prepared to schedule a re-test when I received my curt congratulations from the test administrator.

My Car

1990 Mazda MX-6 GT

Since the dawn of recorded history -- around the period when the movie Grease was set -- cars and high school kids have gone together. And, while the cars have changed pretty dramatically, the attitudes have not.

My car represented who I thought I was in high school. It was a 1990 Mazda MX-6 GT. If you're not familiar with it, you're not alone. And that made part of my point. It was an unassuming car, that I believed had more inside than people knew.

The MX-6 was a 2-door version of the 626, a car that lived until 2002, eventually bowing to the current Mazda 6. As the names suggests, the GT was the performance-oriented  variant, featuring a 2.2L turbocharged 4-cylinder, 15 inch aluminum rims, and rear spoiler. For a 17-year old boy, each of these components was pretty magical.

Looking at the numbers, the GT was not a very fast car. The engine, with its turbocharger, produced a modest 145 hp and 190 ft-lbs torque, and its 0-60 time would probably put it on equal footing with today's 5-cylinder Volkswagen Jetta. But unlike the Jetta, this car had enough torque steer to scare most beginner drivers. Imagine making a left turn, stepping on the gas, and midway through, hearing a growl and feeling a surge as the steering wheel tries to break free from your hands. By the time the keys were in my hand, the turbo had lost a step and was capable only of flashes of its former glory.

Naturally, almost as soon as the keys were mine, I started plotting what I would to to it. All the things I loved about the car -- in my mind at least -- needed to get bigger. I saw in my head the +1 rims, the larger, "wing" spoiler, ground effects, and upgraded intake and exhaust.

I didn't do any of those things, of course. And, it's probably better that way. Now I have some great, pure memories of that car.

I think I've had probably ten cars since then, practically a revolving door of automotive R&D, but it's true what they say: You never forget your first.

Driving in a Winter Wonderland

If you live in the northeast, it's a good bet you woke up today to a sight that many drivers dread: ice. I dread it, too. Not because I'm frightened of driving in slippery conditions, but because of the countless drivers on the road who are either too timid and should not be out, or are too bold and refuse to take the proper precautions.

People who know me well know that there are few conditions that I will not drive in. I've been doing it for a long time, and I've done it in many different cars. There are still times when even I will hesitate. But, if you follow a few easy suggestions, you, too, can be more confident and safer in the white stuff.

Consider this a drivers's public service announcement.

Visibility is Key

Photo Credit: Michael Cook

The worst road conditions are the ones you can't see. Not seeing branches, ice patches, or even pedestrians because you failed to clear your car is the definition of reckless.

Before you put your car in gear, make sure that all four windows, the windshield, and rear window are clear. This is common sense, but when the snow and ice are coming down, it's often the first thing that people overlook.

When you're clearing the ice and snow, make sure to take a look at your windshield wipers and lights, front and rear. Wipers with a coat of ice on them won't work, and lights covered in 4 inches of snow are pretty useless. Now that you've made sure these things all work properly, make sure you turn them on!

Remember, with blankets of snow and ice falling at you, you have enough of a disadvantage already. You want every chance you can get to be aware while driving.

Slow and Steady

....will get you home safe.

Slippery roads can slow your reactions, magnify steering and pedal inputs, and ultimately remove control over 4,000 lbs of metal, plastic, rubber, and combustible liquids. You can't always avoid problems, but you can minimize the risks and the potential damages.

For those people who currently drive, or ever learned to drive a stick-shift car, think of it like operating the clutch. Let the clutch out smooth and even and everyone has a pleasant ride. Rush it, and it's going to get bumpy!

Driving in a snowy mess can be chaotic

Now, this isn't just about your speed. This applies to everything: the brake, accelerator, and steering wheel. If you stab at the brakes or gas pedal, the tires will lose what little traction they had. Turn the wheel too hard or fast, and you may quickly find yourself veering off course.

When roads are slippery, the biggest nemesis to forward momentum is torque. Torque, or twist, has been simply described as the force that pushes you back in your chair when a fast car accelerates from a stop. It is also the force that will most likely make your tires spin uselessly when you try to start driving in ice and snow. If you drive a stick-shift car, try to let the clutch out a little more slowly and drive in a higher gear. If you drive an automatic, try to use as little gas as you need and engage any "winter" or "economy" modes that your car has. And, if you are coming up on a steep uphill, try to use momentum to carry you up as much as possible, instead of slowing down at the base and trying to climb up.

The best bet is to stay as relaxed as possible. How do you stay relaxed? Try the "knuckle test". Look at your knuckles when your hands are on the wheel. Are they the same color as the falling snow? Then you're too tense.Ease up in the wheel, sit back in the chair a bit, and take a deep breath. Your motions will loosen up as you do, ensuring smoother driving and a safer trip.

Test the Road

Here's my biggest secret. When I get out of my driveway, and there's not a soul on my little back street, I hit the gas. Then, I slam the brake. Then, I turn the wheel quickly left and right.

YOU TOLD US NOT TO DO THAT!

This is as safe an environment as you will find, and you're going <I hope> no more than 25 mph. This is the perfect time to find out what the roads are like. If your car is getting some grip, you may feel a little slip when accelerating or turning the wheel, and the anti-lock brakes (ABS) should kick in. Dangerous signs would be the car veering off track left or right, or the back of the car trying to rotate, indicating a possible spin. If these maneuvers are not manageable, you may want to think about whether you really need to go out.

If you lose control

No matter how careful you are, if you drive on slippery roads, at some point your tires will lose their contact patch, costing you all grip, and causing the car to slide. What you do at this moment will dictate the outcome of the slide.

The first thing to do is stay calm. If you passed the "knuckle test", you're halfway there. A lot of times, a slide will happen on a straight road or freeway, where you feel as if the car got lifted up. The best thing you can do here is nothing. Lift your foot off the pedals and simply hold the wheel straight. Do not turn the wheel, do not hit the brakes. Your optimal outcome here is to simply slide through the patch and back to safer roads. If you do anything to upset the delicate balance, you will likely just change the orientation of the car from forward to sideways.

When approaching a turn, it is always best to slow down before turning the wheel. However, if you slide into a turn, or if you start to lose grip approaching a curve, all the rules stay the same as above except for one. Hit the brakes. Don't try to steer out. Just stand on that brake pedal.

Not steering may seem counter-intuitive. But, remember that your brakes only stop in the direction your car is facing. Once you turn the wheel, you will likely slide sideways, possibly spinning, making the brakes completely ineffective. The difference could be as dramatic as crumpling a bumper head-on in a guardrail versus broadsiding the guardrail at full speed.

I want to reiterate the importance of staying calm through this process. If you've been testing the roads, and staying comfortable, you should have some experience with sliding, and that's good. On its own, sliding is not dangerous, and doesn't even mean that you've lost control. Professional drift-racers make a career living on that edge. You also should be used to having your ABS kick in. For many people, the first time you feel the pulse of the ABS, it can be a little scary. But,with a little experience, you learn to appreciate its benefits.

Know Yourself and Your Equipment

You should get to know this icon 

If you've read through all of this and still know that you cannot or should not drive in certain weather conditions, then follow your gut. Your car is designed to give you every advantage that modern technology has to offer, from stability aids and traction control to anti-lock brakes and winterized tires (for more on tires and all-wheel drive see my previous post "Buy What You Love"). However, as much as you should trust your vehicle, you still need to trust yourself. And, if you have trouble trusting either component, then it's probably best to sit this one out.

Porsche Boxster: A Little Sibling Rivalry

When Porsche rolled out the first Boxster (model 986) in 1996, it was widely seen as the "Baby Porsche" - a cheaper alternative to the more authentic 911. Its flat-6 engine with 201 hp wasn't the most powerful, and it wasn't the fastest car in its segment. To be honest, with its "scrambled eggs" headlamps, it wasn't even all that attractive. But, the idea stuck. People bought it. And, with its engine mounted mid-ship, the car was hailed for its balanced handling and athleticism.

A few years later, I came across a comparison seeking to find the best pure sports car based on the definition of "an open car designed for pleasurable driving". Basically, the comparison sought a fun, 2-door, convertible. Their top pick? The 911 of course. But the runner-up in a close competition for the crown? Well, that was the Boxster.

And that's what is so exciting for Porsche. Everyone expects the 911 to be a standard-bearer for performance cars. And, everyone is comfortable with the idea that the Boxster is tops in its segment. But what the comparison and subsequent road tests have shown is that Boxster is not simply trying to be the best in its class. It has its sights set on the 911.


986 Porsche Boxster

Of course, the 911 has never been one to rest on its laurels. Its looks may have stayed relatively unchanged for 50 years, but Porsche engineers have been pushing the envelope throughout its storied history.

Flash forward to 2013, and we see the Porsche engineers practically restraining themselves, trying to keep the Boxster from showing up its big brother. The range-topping Boxster S even uses the 911's 3.4L flat-6 for motivation - albeit slightly detuned. The result is 315 hp and 266 lb-ft torque, that combined with car's light weight help the car run virtually neck-and-neck with the base 911 by the numbers. There have even been those that have identified the Boxster as a better handler and more attractive.

The Boxster also gets the electronic nannies -- a littany of acronyms -- including Porsche Torque Vectoring (PTV), Porsche Active Stability Management (PASM), and the PDK 7-speed transmission. All these features help the Boxster perform like a Porsche. Of course, they also add up and give this "baby" the price tag of a Porsche. When Motor Trend tested the Boxster S (First Test: Porsche Boxster S), their car rang the register at $87,125, more than $25,000 over the starting price.

So what  does Porsche really have on its hands, then? Is this a case of an embarrassment of riches? Or a branding nightmare that cannibalizes one of the premier nameplates in the automotive world?


2013 Porsche Boxster S

I first looked at this case in my last post (Supercars: USA vs. The World ), but to elaborate on the point, I think that the performance and success of the Boxster enables Porsche to push their brand to new levels. By establishing that the car can command a market value just shy, and even into 911 territory, Porsche is freed up to push the price of the 911 ever closer to the stratosphere occupied by the Italians.

Critics will argue that an $85,000 911 is more appealing to consumers than a $75,000 Boxster. However, in that instance you are comparing a rear-engine coupe to a mid-engine convertible: two totally different driving experiences. So, my counter is that they will not be cross-shopped.

So, it looks like Porsche has a winner: Two cars that are able to push each other by being the best at what they do. While I probably could have lumped the Cayman in based on its performance capabilities, I'm not convinced yet that its place in the market has been cemented like the Boxster.