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From YourSITE.com Events Coverage At press event after press event, we heard the same tales of increased sales for 2004 and that ’05 is expected to be even better, despite some sketchy world events still unresolved. Clearly, consumers are willing to spend their hard-earned money for new vehicles. Though the average car has hit the $30k threshold, once inflation is adjusted for, it turns out that new cars are more affordable right now than any other time in the past 25 years. GM seems especially optimistic this year and they used their various NAIAS press conferences to let the media know they’re aware of where they’ve fallen short in the past and that adjustments are currently in place to correct past miscues.
The BMW 5 Series is generally agreed to be a less weird-looking design than its larger brother, the 7 Series. And though BMW’s intention with the new 5 Series Touring is to provide more load-carrying capacity compared to the 5er sedan, at the same time they’ve managed to make the 5 look just that much more ‘normal’. By adding a Touring roofline and hatch to the sedan, BMW has done away with a few rather controversial 5 Series design features. The sedan’s awkward ever-reaching taillights have been replaced with a pair of rather nondescript versions that will likely breed neither love nor hate. As the sedan’s wacky taillights are gone, so are the unusual cut lines for the trunk. The ubiquitous BMW Hoffmeister kink is present and accounted for on the new Touring and when taken as a whole, it’s hard to argue that this new BMW is not an attractive vehicle.
The idea of an invisible car seems pretty cool, no? Just think of all deviant behavior such a vehicle would encourage… If you’re in agreement, you’d better get yourself down to your Infiniti dealer to purchase a 2004 M45, as the all-new 2005 version is likely to get noticed by lots of people. That’s not to say the new M is some radical and sexy-looking sedan – it’s actually somewhat plain-looking when compared to a BMW 5 Series or Audi A6. The M’s somewhat conservative lines are complemented front and rear with some very aggressive head and taillights, and the C-pillar has an interesting kink as well. While most exterior trim is body-colored, the main exception is the rear valence that is left as an unpainted black strip of plastic. The M45’s interior is a pleasant place to be, though the feeling is spoiled somewhat by expanses of very unconvincing fake wood trim. The info center is canted almost to a horizontal position, and though we assume it will provide good ergonomics, we can’t help but wonder if you enter your PIN into the radio presets, will some crisp, clean twenty-dollar bills come out of the CD slot?
To be blunt, most of us here at TCL were rather underwhelmed after seeing Dodge’s new Charger sedan in the flesh. The consensus was that it’s too big, too boring, and has two too many doors. Not helping matters was the bright red ’69 Charger on display (and fairly hidden) downstairs. Dodge executives probably found out about that car long after it was too late to have it bounced out of Cobo Hall.
There was a coupe present at the Dodge stand that was neither boring nor burdened with a superfluous pair of doors. Of course, we’re talking about the Viper SRT-10. The coupe version of the Viper roadster, the SRT-10 is a very important vehicle as Viper coupes have traditionally outsold their roadster counterparts, even though they get released long after the roadsters. The rounded new greenhouse for the coupe has a rather first generation look to it, and some of us were a bit surprised the tail did not look more like that found on the Competition Coupe already on the market. The ducktail rear spoiler does instantly remind one of the first generation Viper coupe, and the shrouded taillights are a nice touch and contribute to the very aggressive look out back. Excessive wheel gap is the only thing really keeping us from declaring the Viper SRT-10 a complete success.
Some NAIAS new car introductions are complete surprises, while others merely provide show-goers a chance to see in the flesh some of the new models they’ve been reading about for months. As far as the Ferrari F430 is concerned, it’s the latter scenario that applies. Unless you live under a rock, you’ve no doubt by now read about Ferrari’s replacement for their very popular F360 Modena. As with most Ferraris, even the greatest photographers in the world cannot compete with actually viewing these cars with the naked eye. Though current Ferrari design tends to focus less on pure sex appeal and more on functional aerodynamic principles, the F430 is still a very sensual automobile. And please forgive such vulgarities, but we must inform you that that beautiful V8 engine with its red, crackle-finished intake manifold and boxed aluminum engine cradle, all visible under the rear window, are simply pure, unadulterated sex.
Sexy is as sexy does, so it was no surprise that the Ferrari stand contained yet another slice of Italian eye-candy in the shape of the new Superamerica. Based on the 575M Maranello, the Superamerica possesses a new rotating top design that uses electrochromic technology to go from a dark tint to almost clear in under a minute. The top itself can be rotated into full targa position in about ten seconds. Perhaps the design is somewhat gimmicky by nature, but the operation is quick and the car looks great with the top up or down.
Significant but not exactly sexy, Subaru’s B9 Tribeca SUV showed its face for the first time at the NAIAS. And what a face… Designer Andreas Zapatinas has patterned a new front look for the Subaru line of vehicles and though it’s not a sexy look by any means, it is distinctive and most importantly it is also memorable. The B9 has nice proportions for an SUV but certainly looks to be biased towards on-road ability versus any Rubicon-taming pretensions. That’s a good thing, of course, as the average SUV owner much prefers macadam to mud bogs. The swept-back headlights perched atop the front fenders seem a bit at odds with the whole SUV look - we’d expected a more blunt appearance up front – but the Murano-ish kink to the rear C-pillar is a nice design touch, as is the severe crease that starts at the front door handles and continues around back, through the shapely taillights. The Tribeca’s interior is perhaps its best attribute. The dash is unusual, stylish, and effective, with a converging wave theme that angles certain features to both driver and front passenger alike. All plastics have an upscale feel about them, and there’s plenty of room for all. Significantly, the B9 seats seven passengers.
What can some black plastic trim do for a little-respected entry-level player? Quite a bit, actually. To be fair, the new Kia Rio has undergone a more extensive redesign than just a bit of black plastic trim – it has more room and a better ride thanks to a longer wheelbase; more power from a revised power train; more standard features; new headlights and grille; and bolder fender arches for good measure. But it’s that black trim that really freshens the look of the Rio and gives it a, dare we say, European look – no bad thing to say about an entry-level Korean subcompact. Don’t believe us? Squint your eyes just a little while looking at the Rio and tell us you don’t see a hint of Renault here and there.
You simply have to feel a bit sorry for Mitsubishi these days. Nothing they’re tried in the past few years has worked. Nothing. Sure, the Evo has been a bright spot, but it sells in such small numbers and only to fringe-type nut-jobs that its success can only be seen as small consolation for the giant manufacturer. Not many big companies look to a redesigned coupe for salvation, but with Mitsubishi, the new Eclipse could well be that important. The Eclipse has been something of an enigma for its parent, as the first two generations, with their turbo-charged 4-cylinder engines and available awd drivelines, hold a very fond spot in the hearts of North American enthusiasts, while the current V6-powered fwd third generation Eclipse is thought of as little more than neat transportation for secretaries and hair stylists. The enigma part comes into effect when you consider that the third generation has handily outsold the more hardcore first and second generations. Poor Mitsubishi – we Americans are certainly sending them some mixed messages, aren’t we? With the fourth generation of Eclipse, Mitsu has taken a somewhat middle-of the-road approach. The new car’s appearance is rather reminiscent of the second generation, but the running gear, with its V6 fwd layout, is very third gen. in spirit.
Honda certainly does things their own way, and their new Ridgeline full-size pick-up truck is further proof. Eschewing standard body-on-frame construction, the Ridgeline uses unibody construction design and fully independent suspension components. The truck also offers the first in-bed trunk as well as a dual-action tailgate. The Ridgeline is a brutal-looking vehicle, with a blocky, one-piece appearance to its exterior design. There’s nary a curve anywhere in sight, and as such, it tends to look a bit top-heavy, perched atop some fairly under-sized wheels and tires. The interior will accommodate five adults and design is typical Honda fare – sensible, friendly and honest. Material quality, however, seems to lean more towards the Element side of the spectrum and with a selling price potentially on the far side of $30k, we’re not so sure how that bit of reality will play in Peoria.
The Taurus is gone. A moment of silence, please… The vehicle that brought modern aerodynamic design to the US masses will soldier on no further. Ford isn’t interested in taking any chances, so they’re actually replacing the Taurus with two different models – the slightly larger Ford 500 and the slightly smaller Ford Fusion. We saw the 500 debut at last year’s NAIAS, and this year’s show brought the 2006 Fusion. There’s really a lot to like about the Fusion, starting with the front face. Ford chose the Fusion to institute the new Ford face that now comprises a bold, 3-bar grille. First seen on the 427 concept car, the Fusion’s grille is complemented by multi-element headlights also reminiscent of the 427 concept. The rest of the exterior looks fashionably angular, compact and devoid of any extemporaneous surface excitement – it should age rather well. The same can be said for the Fusion’s interior as well. Materials consist of high-quality soft and rubberized hard plastics, and the over all look is very clean, very European. Considering the new Ford is based on the Mazda6-based CD3 platform, we’d expect the Fusion to go a long way towards making Middle America forget all about their once-loved Taurus.
Bob Lutz is a closet dash-stroker. We know this because he spends a great deal of time discussing GM’s new-found emphasis on offering quality interiors with soft-touch plastics and ergonomic designs. One of the first cars to bear the fruits of such labor was last year’s Pontiac G6. Though the Grand Am replacements exterior design is hardly ground breaking, the interior of the G6 really is light years ahead of typical GM efforts of the past. For 2006, GM is putting a little more effort into livening up the G6’s exterior by way of offering both coupe and hardtop convertible iterations. The convertible is a handsome car in either top-up or top-down form. As with the coupe, the very long wheelbase of the G6 seems to lend an awkward look to the profile, for even though the doors are very long indeed, there is still a vast amount of sheet metal between the end of each door and the beginning of each rear wheel well. The rear end has an unfinished, Toyota Solara look to it and the placement of the minimal trunk lip spoiler is odd at best. Still, with its contemporary interior appointments, hardtop convertible versatility and handsome good looks, we’re thinking Mr. Lutz should be rather happy with his new topless Grand… er… G6.
Is there something inherently wrong with a small Hummer? How about one propelled by less than six cylinders? GM doesn’t believe so and we’re just going to have to watch the sales numbers for the new H3 to see if they’re correct. In pictures, it’s hard to immediately distinguish the H3 from its larger brother, the H2, but in person the task is much easier. The H3 is noticeably smaller, and this could be either its ultimate salvation or downfall. With fuel prices on the rise, there’s been a growing backlash against large SUVs in general, and the H2 specifically. GM hopes the smaller size and better economy of the H3 will leave it exempt from such derision. It might work, too, because the H3 does still possess all the macho Hummer attributes and packages them in a somewhat tidier package. The H3 is based on the Colorado/Canyon pickup platforms, so we believe the little Hummer promises to be at least adequate in a true off road environment. Its 5-cylinder engine may or may not prove adequate, however, as its 225 horses still need to lug around more than 2-tons of truck. This Hummer is littler, but not little. The H3’s interior is light years ahead of its older sibling as far as materials quality and ergonomics are concerned. Rear legroom is a bit scant, and the rear cargo floor appears to be somewhat shallow, but we’re guessing the H3’s rugged looks, lower entry fee, and better economy will prove enough to eventually overshadow the H2 in the sales category.
M. AMG. S/RS. V? As we’ve recently learned with the Cadillac CTS, when the letter V follows the model designation, something special is afoot. This year’s NAIAS saw the introduction of Cadillac’s second V model, the STS-V, and it does in fact look like Cadillac is serious about competing head to head with the in-house performance divisions of their German competitors. The STS is a basically a larger version of the CTS and continues with Cadillac’s art and science design cues. With each successive model, it appears Cadillac is growing comfortable with their new look and has begun to cultivate its evolution. The V version is suitably more aggressive than the standard STS and employs subtle aerodynamic body pieces to set it apart. But it’s the now familiar mesh grille that symbolizes the V series Caddies, and on the silver STS displayed in Detroit, the look is extremely attractive. Larger wheels and tires would better suit the nature of this 440-hp, rwd performance sedan.
As mentioned in Part one of this article series, the Saturn Aura concept appears poised for production. As such, it could very well help kick-start a much-needed renaissance over at Saturn. Not taking any chances, Saturn has decided to offer their own version of GM’s 2-seat Kappa platform shared with the Pontiac Solstice. The Saturn Sky is scheduled to go on sale as a 2006 model and that event cannot come too soon for the beleaguered GM division. Like the Aura, the Sky has many styling cues adopted from GM’s European Opel division and it is truly all the better for it. In many ways, the Sky looks very much like the Opel VX220, even though the two vehicles share no ancestry whatsoever. The front end shows a new aggressive face that will eventually be widely used across the Saturn product line and the large mesh openings and sharp creases are used to great effect on the little roadster. Overhangs for front and rear are minimal and as such, the Sky has a very athletic profile. Wheels and tires situated at the edges of each wheel well opening provide an aggressive stance. The curviness of the rear section seems a bit incongruous with the angles and creases seen at the front, and we can’t help but wonder if the Sky would not look less stubby if Saturn traded the rounded headrest fairings for a flatter rear decklid. This story of hope and optimism could have quickly gone awry if GM had lost the plot on the way to making the Sky’s interior, but luckily for all, the inside of the roadster is almost as stylish and fresh as the outside. Simple and sweet should describe the working environment of any true sportscar and such terms very much apply to the Sky. Nothing superfluous appears to be in the way of the task of driving, yet the instrument cluster and HVAC panel are presented with a bit of style and flair. Well done, Saturn – your rebirth seems underway.
500-hp from an aluminum V8 measuring 427 cubic inches and stuffed in the front of a special edition Corvette – must be 1969 again and we’re talking about the ZL-1, right? Well, we doubt it would bother Chevrolet a whole bunch should the new Corvette Z06 remind some of us of that mythical beast. But the fact is, we’re talking about the 2006 Z06, and we’re not talking about gross horsepower ratings. Chevy’s small block V8 has been punched out to 7.0 liters and is good for 500-hp and 475 lb-ft of torque and redline is now 7,000 rpm. All this in a car that weighs only 3,130 lbs. It’s true most of the good stuff is under the Z06’s composite skin, but that skin has also been revised for Z06 duty. Wider fenders cover wider wheels and tires, adding extra curves to the already sexy Coke-bottle shape, and various scoops have been added to help get more cool air in the engine as well as more hot air out. It’s a bit of a shame such devices can’t look better-integrated and a bit less boy-racer. The scoops themselves are very angular and obvious, and the black plastic spats that aid airflow around the wheel openings look rather tacked-on. Chevy went to the trouble of constructing larger fenders – why not incorporate the spats into them at the same time? Admittedly, such nit-picks are rather silly when we’re discussing quite possibly the greatest sportscar bargain of all time.
Recaro seats and Quaife torque-sensing limited slip differentials are items well respected by automotive enthusiasts because they’re quality components that can make just about any vehicle noticeably better. Chevy’s been paying attention, and as such, they’ve added Recaro seats and a Quaife LSD to the list of ingredients available in the Sport Package on 2006 Cobalt SS coupes. Chevy seems serious about making their new Cobalt SS a legitimate contender in the extremely competitive sport compact market. The SS is only available in coupe form, and save for the silly, oversize rear wing, the styling is clean and attractive, with a minimal amount of surface excitement. The headlights are perhaps a bit too large, and round taillights that strive to mimic the Corvette might be a reach too far, but the coupe has a classic profile that should age well. Inside, it’s a huge leap forward compared to the old Cavalier. Chevrolet has been studying VW interior design, and their homework has paid dividends in the way of quality soft-touch plastics and excellent fit and finish. The A-pillar mounted boost gauge is a nice touch as well. Only the spongy-foam parking brake handle belies past GM material miscues.
Range Rovers are highly capable off-road machines. Their image, their aura, in fact their reason for existence has been predicated on that simple truth. But business is business, as they say, and today’s SUV buyers seem finally ready to admit they buy their trucks for journeys well-removed from African savannahs and the Alcan Highway – the mall is a much more likely destination for most folks. Tuning an SUV for better on-road performance is nothing new – in fact Land Rover has been doing this for years now. But it seems the BMW X5 4.8 and the Porsche Cayenne have put a bug under Land Rover’s bonnet and they’ve all of a sudden decided the time is right for a road-sport Range Rover. Though it’s labeled a Range Rover, the fact is that the new Range Rover Sport is built on the slightly smaller LR3 chassis and instead of the RR’s unibody construction, the RRS uses a body-on-frame design. Rugged, yes, but it also brings the price of added weight - certainly such decisions were made based on cost. It’s more than a bit odd to see any Land Rover with lowered suspension, plastic side skirts, plastic fender vents and huge 20-inch wheels with low-profile tires, but to see such a vehicle as part of Land Rover’s actual product line up borders on the bizarre. The interior of the RRS is a nice place for sure, but it’s a shame the dash design isn’t lifted from its big brother. What is used isn’t bad, of course, but the fact that it wouldn’t look out of place in a Mitsubishi Montero is a bit disappointing. Hats off to Land Rover, though, for trying something new rather than resting on their past laurels and letting an ever-changing marketplace pass them by.
Speaking of being passed-by, Ford’s Lincoln division needs to find a way to make itself relevant to American car buyers lest they find themselves with only luxury trucks in their product line up. With the new Zephyr, Lincoln is looking to make a splash in the near-luxury market with their mid-size sedan based on the Mazda6 CD3 platform and shared with Ford’s new Fusion. The Zephyr is a handsome vehicle and manages to look quite like a Lincoln, especially from the front. The aggressive headlights and vertical-bar grille have a classy look and give the illusion of a somewhat larger vehicle. Crisp creased details are prevailing exterior themes and Lincoln has added some interesting shape to the front hood and rear decklid. Unfortunately, their attempt to hide the fact the Zephyr uses the Fusion’s rear doors appears half-hearted at best - unconvincing black trim and extended chrome strips just don’t do this car any styling favors. We also wonder what happened to the stylish and svelte taillights seen on last year’s Zephyr concept car – production versions are very Volvo-ish and absolutely huge. Interior work on the little Lincoln is unapologetically American and will probably go over well with traditional customers, and it’s quite possible the interesting design and over all quality will be enough to persuade a few younger folks to give the Zephyr a shot.
The upcoming Mazda5 is an important car to watch. It’s pretty much the first modern mini MPV-style vehicle to go on sale in America, and if it succeeds here, it’s more than likely we’ll see a whole flood of vehicles of this type heading over from Europe and Asia. Mazda’s Zoom-Zoom campaign has a tough time translating to the new 5. It’s quite likely the little people mover will be more fun to drive than its larger competitors, but its true reason for existence is still very basic in scope. The exterior fails to really excite on any level, but again, that’s not what this car is about. Twin sliding rear doors promise all sorts of utility and three rows of seats on the inside deliver on that very promise. Some folks put a higher priority on utility and sensibility versus zoom-zoom, and Mazda should get credit for providing a vehicle to suit their needs as well. The rest of us can simply wait for a turbo-charged awd version.
For more pictures and the actual manufacturer press releases on the concepts covered in this article, please visit our special NAIAS Forum or the NAIAS Gallery.
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