NYIAS: Ford Shelby Cobra GT500

With files from Ford
NEW YORK, NY - The most powerful factory-built Ford Mustang in history will take to the street next year, following a unique collaboration between performance car legend Carroll Shelby and the Ford Special Vehicle Team (SVT).

Ford took the wraps off the 450-plus horsepower Ford Shelby Cobra GT500 show car at the New Year International Auto Show March 23. Designed in the unmistakable image of Shelby Mustangs of the 1960s, the Shelby Cobra GT500 melds SVT's modern engineering with the big-block performance that made the original GT500 the king of the road.

"The all-new 2005 Ford Mustang is one of the hottest cars in many years," says Phil Martens, Ford group vice president, Product Creation. "Its chassis was engineered from the beginning to be the basis of a high-performance, world-class sports car from SVT, and the Shelby Cobra GT500 is it."



Carroll Shelby lends his support to SVT, adapting his earlier role as a senior advisor on the "Dream Team" that was assembled to develop and build the 2005 Ford GT.

"I've worked with the SVT guys for several years now, and I know they have the guts, the talent and the passion to deliver the best performance Mustangs ever," says Shelby.

A production version of the GT500 will go on sale in 2006, continuing the high-performance lineage of the SVT Mustang Cobra model line. It will be followed by a steady stream of performance products developed by SVT, possibly including a version of the production-intent Sport Trac Adrenalin, the industry's first performance sport-utility truck.

"SVT led the modern-day factory performance trend with the Mustang Cobra and the industry's first high-performance truck, the F-150 Lightning," says Hau Thai-Tang, director, Ford Advanced Product Creation and SVT. "Today, we're building on that pioneering vision with vehicles like the Ford GT, Shelby Cobra GT500 and Sport Trac Adrenalin – great performance machines that connect with enthusiasts in a way no other companies or vehicles can match."



The production GT500 will be the first in a string of specialty Mustangs that SVT will help deliver. This will create Ford Motor Company's – and one of the industry's – broadest product portfolio, stretching from under $20,000 for the V-6 Mustang coupe to the 450-plus-horsepower GT500, each offering performance and value.

The GT500 and the production-intent Sport Trac Adrenalin teaser accelerate the wave of momentum at SVT since the launch of the 2005 Ford GT supercar. SVT also now will develop non-SVT branded Ford Division performance vehicles – including heritage-based performance Mustangs in the spirit of the 2001 Bullitt GT and 2003 Mach 1 – as it becomes more directly integrated into Ford's mainstream product development process.

Just as the original Shelby GT500 was the "step up" to big-block power from the GT350, the new Ford Shelby Cobra GT500 steps up to Ford's 5.4-liter "MOD" V-8. The result? The GT500 is the most powerful factory Mustang ever. Its supercharged 5.4-liter, 32-valve V-8 evolves from SVT's experience with supercharging the "MOD" engine to deliver more than 450 horsepower and 450 foot-pounds of torque.



Under the striped, powerdome hood lurks the most powerful factory Mustang engine ever with more than 450 hp, 450 lb.-ft. of torque.


The cast-iron-block, four-valve engine is force-fed an air-and-fuel mixture via a screw-type supercharger at 8.5 pounds per square inch of boost. Aluminum cylinder heads, piston rings and bearings sourced from the Ford GT program bring a high level of proven durability to the drivetrain, while upgraded cooling components promise longevity. "Powered by SVT" camshaft covers are the finishing touch to the engine.

"This version of the 5.4-liter V-8 has a higher horsepower rating than any other factory Mustang in history," says Jay O'Connell, SVT chief vehicle engineer. "It really delivers on the essence of two great names in Ford performance – a mix of SVT's modern-day experience with supercharging and the Shelby GT500's heritage of big-block power."



The engine has been further tuned from its first application in a Mustang, the 2000 SVT Mustang Cobra R, a limited edition model of 300 units.

Helping to put the power of the GT500's supercharged V-8 to the pavement is a T-56 six-speed manual gearbox. The evenly spaced gears mean less stirring is needed to find the "sweet spot" in keeping the revs "on cam" for power to pass, while at the same time making the most of the engine's broad torque curve. The heavy-duty transmission has proven itself a willing companion to V-8 power in Mustangs in both road and track environments, including the 2000 SVT Mustang Cobra R, 2004 SVT Mustang Cobra and the new race-winning Ford Racing Mustang FR500C.

Great power requires great control

The great Shelby Mustangs of the 1960s were anything but one-trick ponies. They earned their stripes on twisty roads and race tracks across America and Europe. The Shelby Cobra GT500 show car continues that legacy of all-around performance.

The GT500 starts with the solid 2005 Mustang underpinnings. The all-new Mustang's platform was designed from the beginning with performance derivatives in mind, providing an exceptionally rigid, well-engineered starting point for SVT chassis engineers.

Using real-world experience gained during more than 12 years of building great-handling SVT Mustang Cobras, SVT engineers retune and upgrade key chassis components. Improvements such as revised shocks, spring rates and upgraded stabilizer bars help the GT500 stop and turn with the same authority as it goes.



The GT500 features a MacPherson strut independent front suspension with "Reverse L" lower control arms, and a solid-axle, three-link rear suspension with coil springs and a Panhard rod for precise control of the rear axle.

This rear suspension design has been validated on the track by Ford Racing. The race-prepared Ford Racing Mustang FR500C was purpose-built from the base 2005 Mustang body structure and suspension geometry to run in the Grand-Am Cup series, a class of road racing for production-based cars. Competing against the best from Germany and Japan, a Mustang FR500C competed in and won its first ever race in the season-opener at Daytona International Speedway in February 2005.

"SVT and Ford Racing will be working closer than ever as we go forward on future projects, especially Mustangs," says Thai-Tang, a Ford Racing alumnus who served as the race engineer for the Newman-Haas Racing team in 1993. "The Mustang FR500C racing program is an exact demonstration of the capability we engineered into the mainstream Mustang to be capable of. Now, we have both a Daytona victory and the return of the Shelby Cobra GT500 to showcase Mustang performance possibilities."



To match this power and handling ability, SVT fitted some of the biggest brakes in the business to the GT500. Fourteen-inch cross-drilled Brembo rotors up front and 13-inch discs in the rear continue SVT's legacy of great-braking Mustangs. Secure footing is provided by 19-inch wheels wrapped in high-performance tires.

The Shelby Cobra GT500 combines the dramatic design genes of the all-new Mustang with Carroll Shelby's legendary performance image to create an SVT Mustang that broadens the power brand's design approach and appeal.
1968 Shelby GT500 was one of many Mustangs that served as the design inspiration for the new Shelby Cobra GT500.



"The restrained, performance-oriented SVT design theme has become instantly recognizable to enthusiasts without brash styling cues," says Doug Gaffka, design director, Ford SVT vehicles. "The GT500 takes a huge leap forward by combining the modern Mustang muscle car with the classic Shelby performance look to expand SVT's reach to a much bigger audience."

The 2005 Mustang design team drew inspiration from classic Shelby Mustangs, the models that transformed the mild-mannered pony car into a muscle car with attitude. Envisioning an SVT model, the team tested GT500 design cues on the Mustang GT coupe concept that was unveiled at the 2003 North American International Auto Show. In 2004, designers further developed the GT500 look on the Mustang GT-R, a race-bred concept with the dual purpose of foreshadowing SVT's Mustang design direction and Ford Racing's plans to return Mustang to road racing.

The GT500 now comes into full light, punctuated by the classic LeMans-style white stripes that race along the top of the show car's "SVT Red" paint from nose to tail. The stripes recall the Shelby Mustangs that marked another important 1960's Mustang transition when Ford put it on the track to becoming a racing legend. The GT500 nomenclature is prominent in the lower bodyside racing stripe, another cue from the classic Shelby Mustangs.



"The new Mustang has classic design cues from some of the best-looking Mustangs of all-time, including the Shelbys," says Keith Rogman, Mustang senior designer. "The design of the GT500 has been at the forefront of our minds since the outset of the entire Mustang program."

The Shelby design elements alone are enough to tell the GT500 story but are not the only visual cues that set this Mustang apart. The reworked front fascia features a functional air splitter and the unique hood has heat-extraction ducts, combining to provide improved airflow and aerodynamics. Revised headlamp insets offer a more aggressive look and result in symmetrical upper and lower grilles with large air openings, creating a visual connection to vintage Shelby Mustangs.

The unique rear fascia features strakes inspired by the Ford GT's integrated rear airflow diffuser, and a rear spoiler reminiscent of a classic GT500. To mark the collaboration of two Mustang performance icons, the GT500 features Shelby and SVT badging.

Continuing the snake logo tradition of past-generation SVT Mustang Cobras, as well as late-model Shelby Mustangs, the fenders each feature an updated design of the Cobra. For the first time on any SVT Mustang, the front grille features an off-center snake in place of the standard running horse. "GT500" is emblazoned inside the side rocker stripes, and the name "SHELBY" is prominently featured across the rear deck. The SVT logo can be seen on the wheel center caps, a signature SVT location, as well as on the doorsill plates. To top if off, the "gas cap" medallion between the taillights reads "Shelby GT500" centered on the Cobra image.



The interior is completely wrapped in ebony black leather, including the top of the dash, door panels and center arm rest. Also wrapped in ebony leather are the shift lever, shift boot and parking-brake handle. SVT Red leather seat and door panel inserts provide a marked contrast to the rest of the leather-trimmed cabin, surrounding the performance enthusiast with luxury and comfort. Snake logos embroidered into the seat backs finish the package.

"We've taken leather design trends to a new level by using it on almost every exposed surface in the GT500," says Rogman. "Leather has long been a performance fashion accessory for enthusiasts, from jackets to racing gloves, so it perfectly matches all the other driving oriented cues."

The Shelby GT500 script and Cobra image are repeated on the steering wheel cap. Behind the wheel are titanium-faced gauges swapped in location so that the tachometer is dominant visually for the driver. The chrome accessories inside the cabin have been replaced with a satin aluminum finish, including the aluminum shift lever knob that is nicely positioned for quick, positive shifts of the six-speed transmission.

With the look and legend one would expect from Carroll Shelby and the kind of power and performance enthusiasts have come to expect from SVT, the GT500 show car points to a brand new era in Ford Motor Company's performance future.

"Carroll Shelby is truly a living automotive legend, a Ford performance legend," says Martens. "It's a dream come true to be able to put the Shelby name on a Mustang again."

NYIAS: Ford Sport Trac Adrenalin Concept

Courtesy Ford Media
NEW YORK, NY – Ford jolts the performance world with a shot of Adrenalin – the Ford Sport Trac Adrenalin teaser is the world’s first high-performance sport-utility truck (SUT).

Adrenalin showcases Ford’s plans to produce in 2007 the first sport truck offering the combination of uncompromised utility, four-passenger capability and true performance.



Adrenalin marries the best attributes of two breakthrough Ford vehicles – Ford SVT F-150 Lightning and Ford Explorer Sport Trac – to answer enthusiast demands for performance and multi-functional utility. In addition, it offers class-leading technologies, including all-wheel drive, a six-speed automatic transmission and Ford’s industry-leading AdvanceTrac with Roll Stability Control.

With a supercharged, 390-horsepower V-8, the first six-speed automatic ever featured in an SVT vehicle and an SVT-tuned fully independent suspension, Adrenalin promises the acceleration, agility and utility that made the legendary Ford SVT F-150 Lightning the best-selling, longest-running performance truck ever.



Adrenalin also builds on the multi-functional personality of the original Explorer Sport Trac, which created the SUT market when it debuted in 2000. It offers four full-sized doors, four bolstered bucket seats, and a four-foot composite box with 30 percent more cargo capacity than the current Explorer Sport Trac.

“New SVT programs will draw heavily on our experiences developing the Ford GT, as well as from our racing experience,” says Martens. “By bringing SVT into the mainstream of product development, SVT products like the Adrenalin will benefit from parallel development with the conventional model plan.”

NYIAS: Chevrolet Malibu SS / Malibu Maxx SS

Courtesy GM Media
NEW YORK, NY – Chevrolet announced production plans for the 2006 Malibu SS and Malibu Maxx SS, vehicles that deliver a strong combination of performance and value in the midsize segment. Product highlights include the 240-horsepower 3900 V-6 with VVT (variable valve timing), segment-largest 18-inch flangeless wheels, and sport-tuned suspension, as well SS-specific exterior and interior appointments.





Both vehicles build on the strengths of the solid Malibu sedan and Malibu Maxx extended sedan platforms, which are based on a rigid, European-designed structure that serves as the foundation for responsive and smooth suspensions, as well as exceptional quietness. The Malibu Maxx features a 6-inch-longer wheelbase yet is slightly shorter overall than the Malibu sedan, creating a unique package of expanded rear-seat room and cargo versatility.





The SS models retain the sedans’ virtues and include the following enhancements:
• New 3900 V-6 with VVT delivers 240 hp and 245 lb.-ft. of torque
• Hydra-Matic 4T65-E four-speed transmission with manual shift mode and adaptive shift control
• SS-specific front and rear fascias, with blacked-out cross-hatch grille pattern, larger grille openings, projector beam fog lamps, rear spoiler and dual chrome-tipped 3.5-inch exhaust outlets
• Monochromatic exterior moldings and trim
• Segment-largest 18-inch flangeless wheels
• Sport-tuned suspension
• SS-specific ebony interior with “gun metal” trim accents
• New sport seats with larger bolsters, new three-spoke leather-wrapped sport steering wheel and leather-covered shifter knob

NYIAS - 2006 Chevrolet Trailblazer SS

Courtesy GM Media
NEW YORK, NY – Chevrolet announced the 2006 TrailBlazer SS, the first SUV to wear the legendary SS badge and offering sports car performance combined with the functionality expected of a utility vehicle.

The TrailBlazer SS has unique exterior styling and specific interior appointments, including prominent 20-inch flangeless wheels. Power is delivered by the Corvette-derived LS2 6.0L V-8, enabling a 0-60 mph time of 5.7 seconds. A performance suspension with lowered ride height also is part of the package and was tuned by GM’s Performance Division at several racetracks, including Germany’s legendary Nürburgring – a challenging road course that features more than 12.5 miles of turns and drastic elevation changes. The TrailBlazer SS is available in two-wheel drive and all-wheel drive configurations.

As the first truck developed by GM’s Performance Division, TrailBlazer SS’s performance look and feel is complemented by strong SUV functionality. The towing capacity is up to 6,700 pounds with the two-wheel drive model and up to 6,500 pounds with the available all-wheel drive model. Cargo volume is 41 cubic feet (1,161 liters) behind the rear seat and 80 cubic feet (2,265 liters) with the rear seat folded.



Additional specifics include:
• Clean, aggressive monochromatic exterior styling, including blacked-out mesh grille, specific front and rear fascias and bright exhaust outlet
• Interior with monochromatic ebony and elegant flat satin color scheme, performance-oriented gauges with prominent tachometer, front bucket seats with pronounced side bolsters, available leather seating, SS embroidery on the seat backs, T-shape shifter with aluminum insert, and chrome accents throughout
• LS2 6.0L V-8 rated at 391 hp (291 kw) and 395 lb-ft of torque (535 Nm)
• New Hydra-Matic 4L70-E electronically controlled four-speed automatic transmission
• Available all-wheel drive designed for on-road performance
• Suspension tuned on the racetrack and including StabiliTrak electronic stability control
• Standard 9.5-inch heavy duty axle with limited slip axle (400-pound pre-load)
• Twenty-inch flangeless, six-spoke polished aluminum wheels and 255/50R20 V-rated performance tires
• Four-wheel disc brakes with large, 12.8-inch (325 mm) front rotors and twin-piston calipers
• Available accessory front brake cooling package for optimized track performance
• Ride height reduced by approximately 1 inch (25 mm in front, 45 mm in rear)
• Rear air-leveling suspension with onboard air compressor



These features create a vehicle that John Heinracy, director of GM High Performance Vehicle Operations, believes surpasses the original TrailBlazer SS concept first shown at the 2002 SEMA show.

“The production TrailBlazer SS improves on the concept by delivering driving satisfaction through strong acceleration, superior handling and enhanced braking capability, along with driver-focused enhancements,” he said.

NYIAS: Nissan Sport Concept

With files from Nissan Canada
The Nissan Sport Concept, which will make its public world debut at the 2005 New York International Auto Show, is the latest in a series of dynamic performance/ youth concept vehicles, following the Nissan Actic and Nissan AZEAL concepts.

The Sport Concept is a dynamic three-door hatchback with a dramatic four-seat interior. It offers the look and feel of a sports tuner car, yet is conceived as an affordable, attainable vehicle for buyers entering the new car market for the first time. The Sport Concept brings Nissan’s heritage of innovation, sportiness and driving pleasure to a category of vehicles that traditionally lack excitement and visual appeal.

Highlights of the Nissan Sport Concept include:



Exterior

- Aggressive, athletic roofline with large rear spoiler
- Bold surface composition and robust fender character lines
- Large, muscular front bumper air intake with large wings
- Rear bumper outlet with strong negative surface and bold composition
- Projector-style headlights and rear combination lamps with multi-layered reflectors
- 20-inch aluminum-alloy six-spoke wheels with machined and painted surfaces
- Extensive use of carbon-fiber composite parts
- Pearl White metallic paint
- Wheelbase 102.4 inches
- Overall length 171.3 inches
- Overall height 59.1 inches
- Overall width 71.1 inches



Interior
- Driver-oriented cockpit designed to enhance the driving experience
- 2+2 seating with emphasis on the deep, body-wrapping front seats with built-in 4-point seat belts
- Front seats covered in Wolf Gray leather with double-layered pearl suede inserts
- Sporty instrument panel with integrated tachometer and gauges
- Distinctive center console with emergency brake lever integrated into the console lid, distinctive sport-throw shifter lever
- Leather-wrapped three-spoke steering wheel
- Individual rear seats with built-in 4-point seat belts, leather and suede coverings
- Rear console-mounted support grips
- Large blue-cone speaker and woofer located in rear parcel shelf

The Sport Concept was designed, created and managed by Nissan Design, Nissan Technical Center, Atsugi, Japan.

DRIVEN: Smart fortwo - Being 'Snow Smart'

By Russ Bond
Photos courtesy Mercedes-Benz Canada
Some things magically go together, like bread and jam, sun and Florida, and of course snow and Canadian winters. If you happened to have purchased a Smart car, the last one might have been reason for concern.

Mercedes Benz was out to prove that Canadian winter driving really is no concern at all as they invited us journalist types to ‘have a go’ in the Smart fortwo Coupe and Cabriolet Cdi models on a ‘snow track’ at Toronto’s Exposition Place.

We arrived early to have a look at the track, and to be honest, I don’t think I would have attempted to navigate it if I was a Smart owner – but I was proven wrong.

After a brief description of the Smart’s snow-busting qualities, including the recommended use of snow tires, we set out to have a go at the facility ourselves – with no tow truck in site.



I would say that I was pleasantly surprised how the Smart handled the snow – which in some places was six to eight inches deep.

The little fellas just chugged their way right through it.

The Smart has a very sophisticated electronic stability program, traction control and ABS system, including brake assist that made the drive quite pleasant. My issue with these systems has always been that they are quite intrusive, and the Smart systems are just that.

That being said, on most vehicles, the electronic systems – except the ABS – can be turned off. Not so with the Smart – they are on all the time. For the general motoring public, this is fine, as they really are a good way of keeping the cars occupants as safe as possible.

For most drivers, snow and ice present a few extra challenges as the grip level is so low. Short wheelbase cars are much more likely to ‘get away from you’ because they are so short – the phrase ‘spins like a top’ comes to mind. The Smart, has a short wheelbase (1,812 mm) but a wide track (1,275 mm) and that helps overcome the problems of most short wheelbase cars. This is critical when everything else on the road is basically bigger than you are.



Driving in the snow and ice in the Smart is just like driving anything else, which was a pleasant surprise. The track that Mercedes-Benz had set up featured some neat challenges to put the Smart through its paces. The slalom was my favourite, and on my second attempt, I went ‘flat’ through the whole section. This was interesting because you could feel the stability program react and yet it still didn’t take you off line. Keeping the car going in the desired direction was easy, even with my right foot firmly planted.

While this is not the recommended procedure, it does illustrate that if you’re trucking along and you hit, say, black ice, and don’t know it, the car does and will compensate as needed.

All in all it was an interesting experience, and if you have or are contemplating a purchase of a Smart, but don’t know about the winter driving aspect of it, trust me, the Smart is indeed ‘Snow-Smart.’

DRIVEN: Mazda RX-8 - Rotary Rocket

By Robert K. Rooney
Photos by Ed Gatner
Drive Mazda's RX-8 for a day and it becomes pretty obvious that there is a tremendous reservoir of good will toward the company's unique rotary engines – mostly among former, and current, owners of the RX-7 sports car.

The rotary powerplant serves as something of a symbol for Mazda even though the vast majority of the company's products use conventional engines. The symbolism may be for internal, as well as external, consumption – serving as a reminder that Mazda does things differently.



The RX-8's basic configuration illustrates that Mazda product planners try to think 'outside the box' – how else could they have come up with a machine which drives and looks like a GT car but has a usable back seat and a price tag less than many top-end sedans?

Nobody can say the RX-8 looks like anything else on the road. From any angle it is distinctive and undeniably sporty. 'Sporty' pretty much defines its road manners, too. The ride is firm but not harsh, low profile tires on big wheels aren't the way to shoe a limo but make cornering a pure delight.



Lots of cars in the GT category don't really reach their level of competence unless they're wound up tight and pushed to the limit. The RX-8 is perfectly happy being driven as hard as one would care to, but it is also quite tractable on suburban streets and in downtown traffic. Like most Mazda gearboxes, the six-speed manual is a pleasure to use with short throws from gear to gear.

Apart from its unique engine configuration, what really sets the RX-8 apart is its unique ability to carry four normal-size adults. Getting into the rear seats falls somewhere between sedan-easy and coupe-tough but, once plugged into the rear bucket, even a six- footer will find sufficient legroom and headroom.



The best seat in the car, however, is the one behind the wheel. Our test car had the two-tone, leather-faced interior and finding a comfortable driving position was easy. The thick, leather-wrapped steering wheel - also two-tone - was almost perfect in terms of hand placement and thickness. The pedals were clearly designed with heel-and-toe downshifting in mind. With an engine which spins up as willingly as the rotary, rev- matching is loads of fun.

The Mazda RX-8 is a car full of contradictions. It's a serious high-performance car which doesn't complain in town. It's a driver's car in which the passengers aren't abused. It offers luxury touches and interesting technology at quite a reasonable price. All in all, it's a winner.

DRIVEN: Acura RSX Type-S - Speedy, Stylish and Subtly Revised

Story by Mark Atkinson
Photos courtesy Acura Canada
The Acura RSX Type-S has long been a favourite around the Inside Track offices thanks to its nimble manners, screaming engine and oh-so-sweet shifter. However, since its introduction in 2002, there hadn’t been a direct replacement for the much-loved hardcore Integra Type-R model. Though ultimately more powerful, the RSX Type-S was softer, heavier and more luxurious.

The real injustice was that over in Japan, Acura – or more accurately Honda – offered a perfectly reasonable Type-R version of the new Integra (read: RSX) with less weight, more power and a stiffer suspension. For three years, enthusiasts have pined over the unobtainable Type-R with nary a response from Acura.



Now, for 2005, Acura has taken the opportunity to give the RSX a bit of a mid-life sprucing up, with revised front and rear headlights and fascias, a slightly updated interior and a few other details. And, while they were at it, they took it upon themselves to bring over, lo-and-behold, a good portion of the Type-R goodies into ‘our’ Type-S.

The improvements go like this: the 2.0-liter DOHC four-cylinder engine borrows re-profiled cams, an 11-per cent wider intake pipe, and a larger tailpipe and freer-flowing catalytic converter from the Japanese Type-R. The result is a bump of 10 horsepower over the old engine – 210 vs. 200, delivered at 7,800 rpm – and one lowly additional lb-ft for a total of 143 @ a sky-high 7,000 rpm.



While that’s not a huge improvement, that screamer of a four-banger is hooked up to Acura’s sublime six-speed manual transmission – easily the best of any front-driver around. With a revised final-drive ratio, it helps acceleration a smidge, although a small weight gain for chassis stiffening and sound deadening dampens any large performance increase.

The most noticeable changes chassis-wise include some subtle suspension tweaks, including dropping the static ride-height by 0.3 inches, dialing in a little negative camber front and rear, and stiffening spring rates by 10 per cent. Combined with an increase in tire size to 215/45R-17 on 7.0-by-17-inch five-spoke aluminum wheels, the RSX Type-S becomes a hair sharper than before, while steering feel improves as well.



When you tackle your favourite set of twisties, the RSX Type-S is absolutely one of the most responsive front-drivers out there, pointing the nose eagerly at every apex, and rewarding smooth and aggressive pilots alike. However, it is ultimately a front-wheel-drive car, so understeer is all you’ll find at the limit. Adopting a limited-slip differential would aid in this regard, but has been noticeably absent since the Integra/RSX platform switch.

The brakes are responsive and strong, though, and will haul you down from serious speed with little or no fade. And the ABS does a good job in panic stops to bring you to a stop with little drama. Other standard safety features include dual front and side air bags, three-point seatbelts with dual pretensioners and a collapsible steering column. Traction control and stability control are absent, although not really needed.



Also, since the power is so high up in the range, though, you really have to make sure you’re in the correct gear, since if you shift up a shade early, you could find yourself waiting longer than you expected to get back on the boil.

But that’s just typical Honda fun. Has been for years, and probably will continue in that fashion for eternity. If you don’t like it, find something with a small-block.



Pricing for the RSX Type-S starts at $34,050 for a very-well equipped model, including freight and PDI. That’s quite expensive for a compact four-cylinder, but not bad when you consider it’s essentially a quick-ish, entry-level luxury coupe. On one side of the scale, a Dodge SRT-4, which is considerably faster though less refined, starts at $28,480, while on the other side, a BMW 325Ci only starts at $42,700.

That’s the appeal of the RSX Type-S, though, is that it sits directly between those two wildly different categories: the upper-echelons of the boy-racer movement, and the lower reaches of the near-luxury 'look at me' segment. And now with more power and better handling, it’s sure to handle its mid-life crisis better than most.

DRIVEN: Dodge Magnum RT - Off With a Bang

Story by Mark Atkinson
Photos by Ed Gatner
While Canadians have traditionally been better able to deal with the dreaded hatchback, Americans can’t stand them. When the Ford Explorer offered a butch, high-riding, relatively spacious option for mainstream consumers, the SUV boom was born, and wagons faded into obscurity.

Now, after 15 years, all of a sudden, station wagons are cool again. Manufacturers are scrambling to offer something to their customers who are coming down off their SUV ‘high’, and those of us who couldn’t care less are reaping the benefits. Witness the reviews we did two issues ago of the Mazda6 Sport Wagon and Subaru Legacy Wagon for further proof.

Well, Dodge is aiming to get back into the game as well, and its betting that it can be the coolest kid on the block by offering the driving public what it really, truly desires.

DaimlerChrysler is getting back to its (North) American roots with the new 2005 Dodge Magnum RT – a powerful, rear-wheel-drive V8-engined full-size wagon with room for five and lots of luggage. While the hugely popular Chrysler 300 shares the same LX platform and engine options, the Magnum turns out to be the more satisfying driving experience for those who prefer back-roads to boulevards, which fits in more with Streetwise’s enthusiast mantra.



In perhaps the bravest decision DC has made since introducing the K-car, it’s replacing the front-wheel-drive Intrepid/Concorde/LHS/300M with the rear-wheel-drive 300C/Magnum/Charger (in 2006). Breaking 30 years of ‘front-wheel-drive’ bias in the mainstream car market is no easy task, and DC has gone to great lengths in an effort to educate the buying public about just how safe and predictable rear-wheel-drive is in wet and snowy condition with the proper electronic safety net.

Every Magnum and 300 gets Electronic Stability Program, Emergency Brake Assist, All-Speed Traction Control, ABS, and a glut of airbags, while the Magnum was just awarded a five-star safety rating from the NHTSA. In other words, all those features provide ammunition to help get drivers out of Accords, Camrys, Tauruses and Altimas and into DC’s new lineup.

The Brampton, ON-built Dodge Magnum comes with a trio of engine choices. There are two V6 options – 2.7L (190bhp) and 3.5L (250bhp) – which are in the SE and SXT models respectively, while the top-of-the-line RT model like our tester features DC’s 5.7L HEMI V8. Despite some claiming it’s a ‘low-tech’ engine thanks to its pushrod design, the HEMI delivers 340bhp @ 5,000 rpm and a monstrous 390 lb-ft @ 4,000 rpm, and features Displacement On Demand, which deactivates one cylinder bank at cruising speed for better fuel economy. Chrysler-built four-speed automatic transmissions are featured on the V6’s, while the RT gets a five-speed Mercedes-Benz automatic with AutoStick.

Confusingly, the SXT and RT models are now available with all-wheel-drive, which considering who DC is trying to attract probably makes sense somewhere and will garner them some extra sales in snowy climates, but with a set of snow tires and common sense, the regular rear-wheel-drive versions are a smarter – and lighter – option.



Depending on who you listen to, the LX platform itself is either a re-bodied previous-generation Mercedes-Benz E-Class sedan, or a clean-sheet project that happens to use said older Benz’ rear suspension design. Either way, it works, and those who turn frothy at the thought of using Mercedes-Benz parts as ‘the cheap way out’ should get their head examined…

At any rate, the front system is an independent short/long-arm (SLA) with high upper “A” arms, coil springs over gas-charged shock absorbers and a stabilizer bar. The much-talked-about rear five-link independent with coil springs, link-type stabilizer bar, gas charged shock absorbers and an isolated suspension cradle. Essentially it endows the Magnum with a feel more like a much lighter car than a vehicle that tips the scales at a very hefty 4,179 lbs.

Push the loud pedal to the floor, and the Magnum just jumps like a scared rabbit, charging ahead and shoving the air aside on its quest for speed. The V8 that rumbles quietly at idle, roars like an old Challenger at full throttle. It’s quite the visceral experience both from a dead stop or at cruise. Using the manual feature on the AutoStick seems redundant thanks to huge torque and good shift programs – you truly don’t need many revs to get power from the engine. Just keep your hands on the wheel and let the computer do its job.

With the traction control on, a small chirp from the tires is all you’ll get. With it off, well… we’ll leave that to the imagination.




Thankfully, the Magnum doesn’t corner like those old muscle cars. The suspension is set firm but not rough, and the steering feel is pretty good thanks to the rack and pinion setup. While the RT does feature 18-inch wheels, the tires are P225/60R18-sized all-season touring rubber. The high profile boots aren’t the last word in performance, but they do the job adequately enough. Once the hotted-up 420-plus-horsepower SRT-8 version hits the streets sometime in 2005, you can expect a more aggressive wheel and tire package to follow.

The RT’s brakes are upgraded from the two V6 versions, and feature an easy to modulate pedal with good feel. Panic stops are relatively short and drama free, and the ABS and EBD kick in at the right time to bring the Magnum down to a halt.

Now, if the Magnum was a great car in an ugly body, we’d still recommend it because of how well it drives. Thankfully, DC’s stylists have done a wonderful job at designing a very aggressive, square-shouldered and sleek wagon body. A high rising beltline and dropping roofline give the Magnum a streamlined feel, while resisting the traditional ‘square-back’ wagon look. The front end follows Dodge’s current crosshair grill in its largest form yet - on a car, anyway.



The rear end is clean and uncluttered; dual chrome exhaust tips are the only brightwork besides the Dodge badge and lettering. The 18-inch chromed split-five-spoke wheels are attractive as well, although larger diameters could be accommodated easily.

One really trick exterior feature is the rear hatch – it hinges farther forward than you would expect, meaning you don’t have to crouch under the open door to load or unload cargo, and you can lean in farther without bonking your head on the roof itself. Very neat, and something that should be incorporated into other vehicles in this segment.

The cargo space itself may be a little shallow, but it is fairly long, and the 60/40-split rear seats do fold down to create extra room. It’s not an old Country Squire by any stretch, but makes a good alternative to most small to mid-size SUVs.



Inside, the Magnum isn’t anywhere near as jaw-dropping as the 300C, but it’s a good, modern design that still has a Dodge feel to it. Our tester was well equipped with leather-surfaced eight-way power seats, while a six-speaker Boston Acoustics AM/FM/CD stereo made for great sounds. Also, power-adjustable pedals and a tilt/telescoping steering wheel made it easy to find a comfortable driving position.

Magnum pricing, including destination and A/C tax, starts at $29,195 for a base-level SE. Moving up to the SXT will cost you $32,095 ($36,105 for AWD), while the big-daddy HEMI-equipped RT starts at $38,195 ($41,560 for AWD).

We made some interesting discoveries, though, when we drove the 300C and Magnum back to back for a week at a time. For instance, the 300C features one-touch up and down for the power windows, while the Magnum only has one-touch for down. It’s just one of those instances where you think, “How much money could they actually save by doing that?” Pennies, if anything. Again, a minor gripe, but one nonetheless.

However, the entire package is a sure homerun for Dodge – the Magnum will be an absolute hit for those who are either resisting moving up to a traditional SUV for more space, or for those who’ve already been there and want something closer to earth.

DRIVEN: Chevrolet Corvette C6 - Hang on Tight

Story by Mark Atkinson
Photos by Ed Gatner
Evolution is a funny thing, especially in the car business. Some manufacturer change products so fast you wondered if they were ever there in the first place, while others will simply let a model age until it’s ready to collect a pension.

The Chevrolet Corvette is the perfect example of one that leans more to the latter than the former. It’s by no means the worst out there – The Acura NSX is essentially untouched since its 1989 introduction, and the Ford Ranger could be the ultimate definition of ‘long in the tooth’ despite numerous facelifts.

The Corvette’s been around since 1953 and only in 2005 are we seeing the sixth generation of the venerable sports car – the Honda Accord has done more in half the time. Each passing generation swung closer and closer to the title of world class – the closest being the Z06 version of the last-generation C5 – only to miss because of a too-stiff ride, too large body or too rattley interior, although criticisms have hardly stalled sales at all.

Now, with the launch of the C6 Corvette, Chevrolet has finally mixed the near-perfect batch of size, power and handling into a price point thousands less than its competition.



It’s easy to tell that the C6 is evolutionary rather than revolutionary compared with the C5, although while the general shape is the same, it’s the dramatic details that really count.

First off are the new exposed headlights rather than the pop-ups seen on ‘Vettes since 1963. They add a cleaner look – and deliver more light – than the sealed-beam units of old. Also, the redesigned rear – an inch narrower than before – takes away criticisms of the C5’s, ahem, ample back end.

Chevrolet obviously listened to the Corvette’s critics about its size, seeing as they shrunk the C6 by 5.1 inches, but extended its wheelbase by 1.2 inches in the process. Whether you believe it or not by looking at it, the C6 casts nearly the same shadow as the venerable Porsche 911, a car always complimented for its compact-ish size.
The Corvette C6 comes in three flavours of suspension stiffness: stock, F55 Magnetic Selective Ride Control (as debuted on the 50th Anniversary C5) and the Z51 Package. Our tester featured the hardcore Z51 package, something that just about every solo competitor on the continent is going to aspire to.



Under the composite skin, the Corvette retains its Hydroformed steel chassis and suspension setup – SLA double wishbones at all four corners with transverse-mounted composite leaf springs and monotube shocks. The geometry’s been tinkered with a bit to provide more travel – 0.3 inches up front and 0.8 inches out back – while front caster has been increased as well.

Combine that with the Z51’s retuned spring, stabilizer bar and damping rates, and you get a Corvette that not only performs like the much-vaunted C5 Z06, but costs less in the process. Also included when you tick the option box includes power steering, engine oil and transmission coolers; larger brakes with cross-drilled rotors, specific tires and performance gearing, and a Z51-specific six-speed manual transmission. A four-speed automatic is available in any C6 as a no-cost option.

That upgraded rubber is sized the same as the regular C6 – Goodyear run-flats sized 245/40ZR18 up front with big 285/35ZR19’s out back – but the compound and tread patterns are different for the Z51. Also, brakes increase in size from 12.8 inches/12 inches front/rear to cross-drilled 13.4 inches/13 inches.



The biggest surprise for Corvette fans will be what greets them under the Corvette’s long hood – a new, 6.0-liter 400-horsepower V8 engine. Dubbed the LS2, the all-aluminum unit is a bored version of the previous LS1, and features a 10.9:1 compression ratio. It’s a monster of an engine, hitting its power peak at 6,000 rpm on the way to a 6,500 rpm redline. The 400 lb-ft of torque is delivered at a high-ish 4,400 rpm, but there’s still plenty to be found just off idle.

The combination is potent enough to absolutely launch you into the stratosphere with a gentle nudge of the gas pedal, pulling like a locomotive in whatever gear you choose.

Thanks to the liberal use of aluminum and magnesium in structural and chassis components, the C6 actually weighs less than the regular C5; it only tips the scales at 3,179 lbs. Also, thanks to the use of a rear transaxle rather than a traditional transmission, the Corvette has a near-ideal 51/49 weight distribution, which helps in its handling balance.



Using a heavy right pedal is almost encouraged thanks to the frustrating ‘skip-shift’ feature designed improve in-town fuel economy – if you don’t boot it off the line in first gear, the transmission will lock out second and third, forcing your next shift straight into fourth. Give it the nuts, though, and you’re shifting like a champ.

Speaking of the transmission, though, while shifts are improved over the C5, the Tremec T56 is still very agricultural, needing a firm hand to direct where you want it to move.

Around town the stiffer Z51 suspension doesn’t beat you up – the damping is such that potholes and the like are more suppressed than before. It’ll still track all over the place on the highway thanks to the larger front tires, but that just serves to keep you awake and alert.



Now, with 400 horses on tap, it is plenty easy to turn the expensive Goodyears into smoking piles of rubber; Chevrolet’s seen fit to throw in the obvious traction control and proprietary Active Handling systems.

Active Handling features three settings in regards to just how out of shape you can get the Corvette before the computers rein you in.

With everything fully on, the C6 allows you a surprising amount of wheel spin and yaw before it takes hold and straightens you out. Push the button once for Competition Mode, which increases those angles substantially. Only a very small percentage of Corvette drivers will feel that Competition Mode is confining; for the most part, it helps make the driver look more skilled than he is.

The third mode is, of course, fully off, which means the only computer chip between you and the tire barrier is your brain. The fact that you can turn it completely off is something to be celebrated in this time of increased interference, but there’s no need to use that option while driving on the street – the C6’s limits are so high that you should never touch them in on-road driving.



Thankfully, the Corvette’s cabin has been updated along with the rest of the car as the C5’s was a huge point of contention; it was functional, but very unattractive and cheap. While the C6’s isn’t a Mercedes by any stretch, at least now it rises above the Cavalier level of before. Easily adjustable leather-covered seats hold you tight in the turns, and the power tilt and telescoping wheel makes finding a comfortable position an easy prospect.

The dash is tasteful in appearance, while the nicest feature has to be the revised heads-up display with not only a speedometer, but also a digital tach and G-meter – once you get comfortable with the eerie green graphics floating on the road in front of you, of course.

Pricing starts at $67,395 for the already hugely functional C6, while adding a navigation system is a $2,030 option. The F55 Magnetic Ride Control costs $2,525, while the Z51 package seems an absolute bargain at only $2,170. To get a Corvette optioned like our tester, you’d have to pony up $70,765, including $1,100 destination charge. In typical Chevrolet style, that’s still less than you’d pay for a comparably equipped BMW M3, and thousands less than a comparable Porsche.

So the 2005 C6 offers greater style, more power, better handling and higher performance than any Corvette yet, with only a small increase in price. It seems like a no-brainer to say that this is one Chevrolet that we hope sticks around for a long time to come.