Some might call it a poor man’s Bentley, but the Chrysler 300 is still one of the best looking sedans on American roads even after five years on the market.
FAST FACTS
1.
Standard 250hp V6 a far cry from available V8 options.
2.
Interior and exterior changes so minimal only an auto journalist would pick up on them.
The classic long, square nose, short rear deck and dramatic silhouette are still firmly intact for 2008. The award-winning exterior is essentially carried over from previous generations, notwithstanding subtle changes to the lower front fascia, a new SRT-inspired integrated trunk lip spoiler, revised taillights and updated side moldings.
The 300 comes in a variety of trims, the most of which are rear-wheel drive. The model I tested - a 2008 Chrysler 300 Touring AWD - comes standard with fog lights and chromed 18-inch aluminum wheels with four-wheel ABS disc brakes.
Available all-wheel drive models include Touring, Limited and 300C, the first two of which also come in RWD layouts with a 250-hp 3.5-liter V6 for modest motivation. Up-line 300C and RWD-only SRT8 models have more power and torque thanks to their HEMI V-8 engines - sized 5.7- and 6.1-litres - that produce 340 hp and 425 hp respectively.
SMALL BUT NOTICEABLE INTERIOR UPDATES
Standard interior features on the 2008 Chrysler 300 include premium cloth bucket seats, a tilting and telescoping steering wheel, power windows, door locks, heated mirrors and trunk lid release, manual front and rear climate zones, 12V power outlet and a 60/40-split folding rear seat to name a few. Soft-to-touch surfaces on the arm rests, door panels and dashboard are new this year along with a redesigned instrument panel and centre console. Electroluminescent backlighting makes reading the white-face gauges easy, even in the dark.
Hints of satin silver add sophistication to the otherwise plain but comfortable interior. The standard AM/FM/CD/MP3 stereo has an auxiliary jack for connecting portable music players, however, the Sirius satellite radio in my tester cost extra, though you also get a free one year subscription to the service.
Although I didn't have an opportunity to use it, the microphone for the optional hands-free communication system is built into the auto-dimming rear view mirror. These items are part of the protection group options package, which also adds a cabin air filtering system, run flat tires and additional airbags.
PASSABLE DRIVING EXPERIENCE
Safety-wise, the Chrysler 300 features an electronic stability program (ESP) with brake assist and traction control. Advanced multistage front driver and passenger airbags are standard. Front seat-mounted side airbags are optional. A remote Sentry keyless entry system with engine immobilizer helps deter any would-be thieves.
Besides its all-wheel drive system, there's nothing really special about the Touring AWD model and the way it drives. It has decent fuel economy, gets you from A to B without much fuss and looks good in the process. The back seat can accommodate up to three adults and a child seat anchor system is included for securely strapping in the most valuable cargo of all.
While this vehicle is a far cry from the gnarly SRT8 version I drove last year, my only complaints are the five speed automatic transmission and heavy steering. While in motion, the transmission is smooth and quiet, but shifting into drive or reverse (from park) emits a 'clunkity-clunk' noise. There's also a slight delay from the time I press on the gas to when the vehicle actually gets underway while the steering has a heavy, mechanical feel about it. In fact, a different system is found on the 300C and SRT models that is much smoother with less resistance than there is here.
The soft suspension in the Touring AWD model lacks the excitement of the performance-tuned setup in the SRT8. Unlike the latter model, a high-performance machine this is not; understeer and body roll are both present.
It seems that it’s impossible to write any article about an Aston Martin, without a least one (or six) reference to James Bond. And while the early Bond movies kept to the books with Bond driving a Bentley, it was the magical Aston Martin in the Goldfinger novel and movie that made the British marque a household name on this side of the pond.
FAST FACTS
1. Power has been increased for 2009 with 470hp and 443 ft-lbs of torque.
2. The DB9 Volante is priced from $197,850. The coupe goes for $182,450.
3. Additional ’09 updates include a new 5-slot grille, a revised suspension, stiffer chassis and a faster shifting transmission.
The Goldfinger Aston Martin had an open roof, but rather than a “drop top,” that car had more of a “pop top,” as one of the unfortunate bad guys found out the hard way.
The convertible model I found myself in on a sunny Summer day was the mid-range DB9 Volante, which I had the opportunity to put through its paces on the country roads surrounding Road America in the hinterlands of Wisconsin.
Let’s face it, just owning a DB9 won’t necessarily give you the skills to chase down and assassinate bad guys, or save the world from evil, but unless you look like a forest troll, driving this car should make finding a beautiful woman with an exotic foreign accent to fill the passenger seat a simpler task. In my case, Aston Martin was kind enough to provide not just the car, but also just such a companion – a young lady with a British accent who works for the factory. Needless to say, I was not looking for the ejector seat button.
SLIGHT STYLE REVISIONS FOR 2009
For 2009, most of the changes to the Volante are under the hood or hidden. The sensuous lines of the car remain the same, and judging by the admiring looks from a group of auto journalists and the local population, no alterations were necessary.
The DB9 is stunningly beautiful and well proportioned. It has a long hood, sits low to the ground, and there is an anticipation of excitement just looking at it. There is a new grill with five slats instead of seven, making it look less fussy, and the side mirrors were lifted off the DBS model. The rich looking cloth top, as all proper convertibles should have, adds to the elegant look of the car, and leaves more trunk space for golf clubs or luggage than a retractable hard roof would. The downside is that the rear window is just a slit of glass, but this car was meant for top down driving, so some accommodations must be allowed for.
The DB9 has no key, but rather a jewel like glass fob with an Aston Martin holograph emblem embedded in it, which fits into a slot in the dash. Push it in, and the Volante is ready to fire up. And what an aural delight when the engine turns over and settles into a low growling burble!
EVEN MORE POWER FROM THE V12
The 5.9-liter 48-valve V12 has been given a power boost this year, up to 470 horsepower and 433 ft-lbs of torque. Stomp on the accelerator and the motor roars to life with a loud and authoritative exhaust growl, and the Volante takes off like a scalded cat.
Despite it’s nearly two ton heft, the DB9 Volante will hit 60 miles per hour in 4.5 seconds as your shoulders are pushed back into the plush leather seats. It seems strange to talk about the exhaust note on anything other than a motorcycle, because these days even high performance cars are designed for quiet (boring) operation. But this beast lets you know that there are forces under the hood at work and ready to go at even the slightest input from your right foot. And yet when you ease off the throttle and settle at the desired speed, the engine quiets down for relaxed cruising befitting a luxury car.
There is a new hydraulic control unit in the transmission that enables quicker shifts, especially at low speeds. The paddle shifters, which are properly located on the steering column rather than the steering wheel, work well, especially in the Sport mode.
I must admit that I still prefer my tiptronic shifting to be accomplished by using the console mounted gearshift lever, but alas, the Aston Martin has no gear shift lever, just paddles. The P, R, N, and D controls are just buttons on the center stack, a feature that I’m not wholly on-board with. In any event, the transmission was up to the task of harnessing the engine’s power and putting it to the pavement without complaint.
Steering felt light and precise, moving through a set of twisting turns on the two lane rural roads. The Volante achieves a good balance of taut handling with flat cornering and supple GT ride quality, so that even broken pavement and potholes don’t upset the driver or loosen his fillings.
SUSPENSION AND CHASSIS UPDATES, BUT STILL TOO MUCH COWL SHAKE
The chassis boasts new upper suspension arms, revised suspension bushings and Bilstein shocks, as well as some reinforcements to add to the torsional rigidity. Unfortunately, I was dismayed to feel excessive cowl shake while traveling over railroad crossings, which I had not felt with some other convertibles, like the Bentley GTC, Mercedes SL, or even the Ford Mustang, over the same tracks earlier in the day. The Aston Martin rep acknowledged “a bit of a shudder,” and attributed it to perhaps an unbalanced tire problem, but I doubt that.
Unlike the sensitive throttle, the brake pedal is mushy and uncommunicative. There is a lot of pedal travel before getting any initial bite, although when pushed the brakes are competent.
Overall, however, I’d have to say that the on-road driving experience of the DB9 Volante is everything you’d expected in a $200,000-plus car – power, handling and refinement, coupled with the visceral feeling you have while driving a legendary marque.
INSIDE: YOU’LL WANT TO TOUCH EVERY SUMPTIOUS SURFACE
Adding to the psychological pleasure you get from the car is a sumptuous cabin with bespoke amenities that delight and coddle you with visual and tactile pleasures. There is a certain patrician air of aristocracy that oozes from all corners of the intimate interior, from the richly polished wood on the center stack and door panels, to the hand stitched, sumptuous leather seats and dash and on to the thickly padded Alcantara headliner.
It’s almost impossible not to want to touch every surface, from the polished alloy make-up mirror surrounds to the magnesium paddle shifters, and even the perforated metal speaker grills. Like the aroma of the leather, this Aston Martin cabin has a tangible fragrance of grandeur that the owner will enjoy each time he drives the car.
THE VERDICT
The Aston Martin DB9 Volante lists for $197,850. The test car had $7,100 in options, and most of them seemed to be nickel and dime stuff that should have been built into the price. It just seemed silly to list a charge of $145 for a First Aid Kit, or $220 for Contrasting Color on the floor mats, and another $220 for Contrasting Color stitching on the seats, and $220 for the Smokers Kit (ashtray insert and cigarette lighter). Add those all up and it’s less than James Bond would wager on a single hand at the baccarat table. (Only the second Bond reference of the article). Add in some extra charges for paint finishes and 19-inch wheels, along with destination and gas guzzler tax (12 miles per gallon of premium petrol in the city and 19 on the highway – if anybody is interested) and the bottom line is $208,970.
Whenever I drive a car in this price range, I am painfully aware that this is no treat for the masses, but rather, for a small and exclusive club. I feel like the golf caddie who gets to play the main course on Mondays when the members are gone. And I’m reminded that membership has its privileges. Driving an Aston martin DB9 Volante is one of those rare privileges and, unfortunately, I’ll never be a member.
After five years, Ford Executive Chairman Bill Ford will once again receive compensation after voluntarily denying himself a paycheck until the company was once again showing consistent profitability.
In May 2005, Ford, the great-grandson of Henry Ford, made the pledge. In 2008, the board began giving Ford deferred compensation. Now, however, the company can point to a $4.8 billion profit for 2009, including four consecutive quarters of profitability.
The board has consequently determined that the time has come t once again hand Bill Ford a paycheck. The deferred salary now totals $4.2 million, including options (some now exercisable) and restricted stock.
In an email to employees on Friday, August 6, Bill Ford said, "Even during the difficult times for our company and the industry, I never doubted that our efforts at Ford would be successful."
Ford served as company CEO from 2001 until 2006 when he was replaced by Alan Mulally. Both men agreed to salary cuts of 30% during 2009 and 2010 as the company struggled to weather the crisis in the automotive industry.
In 2004 and 2005, Ford took out loans in how own name to buy company stock. On August 6, he sold some of his personal holding to replay those debts. A filing with the Securities and Exchange Commission showed that Ford received approximately $28 million in profits from the sale of personal Ford shares.
In 2005, he contributed $1 million of his personal holdings for the establishment of a scholarship fund for the children of Ford employees.
President Barack Obama plans to raise corporate average fuel economy requirements to 54.5 mpg by the 2025 model year.
By: Greg Migliore on 7/29/2011
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President Barack Obama on Friday revealed ambitious plans to raise the corporate average fuel economy standard for cars and light trucks to 54.5 mpg by the 2025 model year, a landmark move that will dramatically remake carmakers' product portfolios and consumers' buying habits.
Unlike the first CAFE standards passed by Congress in 1975, the Detroit automakers now publicly support the high requirements and have begun retooling their fleets to adapt the changes.
"[This] represents the single most important step we've ever taken as a nation to reduce our dependence on foreign oil," Obama said in a morning press conference.
The UAW has also voiced its support for the new rules after earlier expressing concerns. California legislators, who have pushed for strict fuel-economy standards, also are on board with the new regulations.
The president's plan was finalized after weeks of wrangling that saw the original number--56.2 mpg--slightly softened. The requirements will be phased in, giving automakers time to adapt. The increases would begin taking effect for 2017 trucks and 2018-model-year cars.
With car executives and union officials on hand, Obama lauded the agreement reached, despite considerable anxiety over the costs and future complications the mpg requirements could cause.
"We set an aggressive target
President Barack Obama on Friday revealed ambitious plans to raise the corporate average fuel economy standard for cars and light trucks to 54.5 mpg by the 2025 model year, a landmark move that will dramatically remake carmakers' product portfolios and consumers' buying habits.
Unlike the first CAFE standards passed by Congress in 1975, the Detroit automakers now publicly support the high requirements and have begun retooling their fleets to adapt the changes.
"[This] represents the single most important step we've ever taken as a nation to reduce our dependence on foreign oil," Obama said in a morning press conference.
The UAW has also voiced its support for the new rules after earlier expressing concerns. California legislators, who have pushed for strict fuel-economy standards, also are on board with the new regulations.
The president's plan was finalized after weeks of wrangling that saw the original number--56.2 mpg--slightly softened. The requirements will be phased in, giving automakers time to adapt. The increases would begin taking effect for 2017 trucks and 2018-model-year cars.
With car executives and union officials on hand, Obama lauded the agreement reached, despite considerable anxiety over the costs and future complications the mpg requirements could cause.
"We set an aggressive target, and the companies here are stepping up to the plate," the president said. "This is an incredible commitment that they've made."
The move comes as fuel prices remain elevated, with a gallon of unleaded gasoline costing $3.71 on Friday morning, up nearly a dollar from a year ago.
Obama's announcement is timely, as research shows that Americans are looking for more fuel-efficient cars and national guidelines. The Pew Charitable Trusts said 82 percent of people surveyed in early July favor the elevated figure, which was cited as 56.2 mpg at the time of the research.
Obama said that the new requirements would save a typical family $8,000 a year in fuel costs, though he didn't offer specifics.
Carmakers almost universally came out in praise of the new requirements--perhaps not wanting to be on the wrong side of history.
"GM plans to pursue the technical challenge ahead and to lead in delivering new fuel-saving technologies in cars and trucks customers want to buy and can afford," the company said in a statement. "Reducing fuel consumption and lessening the automobile's impact on the environment is important to our business because it's important to our country and our customers."
Toyota concurred:
"Toyota has embarked on the most aggressive expansion of hybrid, electric and hydrogen-fuel-cell cars of any automaker, and we are committed to continuing our demonstrated environmental leadership," Toyota Motor Sales COO Jim Lentz said in a statement. "We share the administration's goal of achieving major advances in clean, fuel-efficient vehicles. Obviously, there is still a great deal of uncertainty as to how the market will respond and what vehicle technologies consumers will embrace, which is why we are rolling out and testing a range of alternative fuel options."
Prepping for the new rules
Signs that carmakers are beginning to revamp their lineups are evident. Coincidentally, or not, BMW choose Friday to reveal two concepts--the i3 and the i8--that will form the foundation of its new alternative-propulsion division.
Chevrolet announced plans last week to bring a diesel variant of the Cruze to the U.S. market that would likely get more than 50 mpg.
Ford said earlier this year that it will make the C-Max an all-electric lineup, meaning consumers can choose a hybrid powertrain or the pure EV model, scratching plans for a conventional gasoline version.
Chrysler, meanwhile, has been augmented by Fiat technology, and the 500 is rolling out across the nation to acclaim and impressive fuel-economy ratings. Dodge is also slated to get a high-mileage car, likely about 40 mpg. It would be based on Alfa Romeo underpinnings.
FAST FACTS
1. The F430 Scuderia makes 20 more horsepower than the regular F430 for a total of 510hp.
2. Thanks to items like a Plexiglass engine cover and Magnesium wheels – and the absence of any carpets or floor mats – the Scuderia weights 220lbs less than the F430.
3. The performance enhancements in the Scuderia allow it to hit 62 mph in 3.6 seconds – almost a half-second faster than the F430.
According to the statistics, Ferrari claims the Scuderia can do anything the F430 can do, only better. And it wasn’t long after I heard the bark of the engine and put my right foot down that I was in complete agreement.
In fact, the overall performance of the Scuderia is so impressive it has achieved a time of one minute, 25 seconds on the Fiorano test track – the exact same time as the legendary Ferrari Enzo.
Behind the wheel it’s obvious that it’s faster, brakes harder, corners with more finesse and control and yes, even changes gears quicker than an F430. Oh, the gear changes!
Equipped with an updated version of Ferrari’s F1-Superfast gearbox – the Superfast2 – the Scuderia changes gears in just 60 milliseconds – compared to 100 ms for the 599 and 150 ms for the F430.
Ripping through the gears, the Scuderia screams past 6000 rpm, alerting you that a shift is imminent. There may be 2500 rpm left to go, but in the blink of an eye you’re at 8500 and the steering wheel mounted shift lights have all lit up – signaling it’s time to make your move. Second gear and third gear fly by almost as quickly and already I’d be looking at a massive speeding ticket were the local law enforcement to see me... and catch me.
While braking for a corner and flicking the left paddle to drop gears I am surprised. The rev match on the downshift seems much more refined than on the stock 430. Perhaps Ferrari engineered a little extra throttle on the 430 for show purposes, or perhaps the new Superfast2 gearbox is just that much more efficient. Either way, it was a little disappointing.
MORE THAN 500 HP
Sweeping out of a nicely banked corner it is really starting to sink in that the Scuderia vastly outpaces its “standard” sibling. While we can partly thank the gearbox, it doesn’t hurt that the Scuderia is powered by a massaged version of the same 4.3-liter engine that puts out an additional 20 hp and four ft-lbs of torque thanks to reworked intake and exhaust systems, as well as a boost in compression from 11.3:1 to 11.88:1. The new total of 510 hp comes on at 8500 rpm and 347 ft-lbs of torque are available at 5250.
The added horsepower is, however, a somewhat trivial reason for the Scuderia’s added gusto. The real difference in performance comes as a result of weight reduction. In total 220 lbs have been shaved off for a new curb weight of just under 3,000 lbs.
The result is not only in acceleration, with a vastly improved 0-62 mph time of 3.6 seconds versus 4.0 in the standard F430, but in the braking and especially the handling.
STRIPPED DOWN
Some of the weight reduction is thanks to the 19-inch magnesium wheels and the carbon ceramic brakes. Other weight-saving measures include carbon fiber bay liners and air boxes as well as a Plexiglass engine cover.
The weight reduction effort is most noticeable, however, in the cockpit, where there is neither carpeting nor floor mats. Amazingly, however, it all still feels very luxurious and sporty, thanks to plentiful amounts of Alcantara. Light-weight seat inserts made of what Ferrari calls “technical fabric” (essentially a sort of mesh material) add to the look.
THE INTICINGLY ILLEGAL DRIVE
From the driver’s seat the feeling is incredible. The seating position makes it feel like you are situated ahead of the front wheels and because of the massive power, screaming V8 and perfect handling, you may find yourself explaining your forgetfulness to the police.
As this is a road test, I’m not pushing the car to its limits. Regardless, there isn’t even a hint of understeer, and the car reacts to quickly to the steering inputs and just darts wherever I point it.
As with all modern Ferraris, the Scuderia is equipped with a Manettino, however, there are some important differences to point out. There is no “Ice” or cold weather setting on the car – shame on those who would drive it in less than perfect conditions. Instead it has been replaced with a CT or, “traction control off” setting, which allows for some tire shredding fun while still retaining the safety of stability control. Both systems can be shut off simultaneously by flipping the little red toggle to the “CST-off” setting.
Don’t be fooled, however. You don’t need to turn the traction control off to get performance out of the Scuderia. It is equipped with E-DIFF2, an electronic differential that works with Ferrari’s F1-TRAC traction control system, allowing you to put down 40 percent more power out of the corners.
Another unique attribute is that Ferrari has allowed drivers to adjust the shock settings independently of the Manettino settings.
You don’t have to wind the car up to enjoy it either, as the airbox design produces an incredible note with throttle input at even low rpm. But wind it up to that 6000-rpm sweet spot and prepare for sound that will leave you with no doubt why this car was named after the Ferrari racing team.
STYLE TO SPARE
As for the aesthetics of the Scuderia, there is no denying it is vastly more aggressive than the stock 430 – especially the shark-like nose. Out back, the new diffuser immediately conveys the designed-for-the-racetrack message.
The entire body redesign, including slightly lower side skirts, increases the Scuderia’s downforce while retaining the same coefficient of drag as the stock 430.
Overall, the Scuderia is far edgier than the stock 430, which really helps to convey the message that this is no longer a sleek, sexy and sensuous exotic but a raw, mean and aggressive supercar.
THE VERDICT
In many ways, the Scuderia is barely a road car, with no floor mats and a Plexiglas engine cover. And yet, with a stereo, power windows, a surprisingly smooth suspension and an engine that can operate with incredibly civility, it could certainly do commuter-duty in a pinch.
That, however, would be sacrilegious – like making Albert Einstein recite his multiplication tables, or forcing Tiger Woods to play mini-put.
As the Scuderia does practically everything the stock 430 does but better, and as the stock 430 is just about the best car money can buy, it’s not much of a stretch to conclude that this light-weight Ferrari might just be the perfect exotic. It’s not the best performance value on the road at $257,456 – a Porsche would be a far-wiser economic decision – but there is something (actually, a lot of somethings) that the Scuderia provides that can’t be found elsewhere.
