Shelby Super Snake Prudhomme Edition: The Snake & the Snakecharmer Do a Mustang
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"I pulled $12,000 out of my ass to sponsor Prudhomme, because I felt he really had it. I knew he was going to be great. That was 42 years ago, and we've been friends ever since." -- Carroll Shelby "He was sitting there in a cool-looking blue Lincoln, with a really pretty girl in the car wearing a short skirt, and they were drinking beer and I thought to myself, 'Carroll Shelby is the coolest sumbiatch I ever met.' -- Don "The Snake" Prudhomme  In 1968, a young Don Prudhomme was driving a Ford SOHC 427-powered rail dragster. Ford was behind the effort, in an attempt to take on the mighty Mopar Street Hemi. Carroll Shelby was still building Cobras and Mustangs, and Shelby American was managing all sorts of racing efforts for Ford. That's how he and The Snake first connected. But they never, in all those years, worked together on a car. Until now.  Meet the Prudhomme Edition Shelby Super Snake, a Mustang built to live life a quarter mile at a time, with the philosophy that none of those quarter miles should take more than 10 seconds. I just came back from a gig at the Wally Parks NHRA Museum at the Pomona Fairplex where the car was revealed to the media, Shelby fans, and other assembled drag racing folks.  The car was conceived, designed, and will be built at Shelby Automobiles' facility in Las Vegas. It's a strictly "post-title" program, meaning you show up with your 2007 or 2008 Shelby GT500, fork over $100 grand, and they'll convert it to a Prudhomme edition car for you. Or pay $50K more, and they'll source a GT500 for you and do the same. Just don't expect to buy or lease one at a Ford dealer. The modifications are extensive and focused on making this Mustang work best in a straight line, a decided departure from the usual Shelby mix of accel, braking, and handling aimed at road course or twisty mountain road work. The centerpiece, of course, is the engine, still supercharged and cranked up to produce 800 hp (109-octane race gas and racing tune) or a mere 750 on 93-octane juice with a street tune. Either way, show up to the track, bolt on your slicks, uncork the mufflers, and bracket race your heart out. The scooped intake system that sits atop the huffer is just the coolest thing. And unlike Ford Racing's Cobra Jet supe-stock-style Mustang (50 built, all sold out), the Shelby Super Snake quarter-miler is street legal, although we wonder what happens when you show up at the smog station...  Several other drag-racing legends were in attendance, including Ed "The Ace" McCulloch, plus current competitors Ashley and (dad) John Force, there for the NHRA season-opening Winternationals. The elder Force looks fit and sharp, amazing after the life-threatening accident he suffered a little more than a year ago.
Is there demand for 100 of these limited-edition straight-line Shelbys? It's curious that this car came to fruition at the same time as did the Ford's factory Cobra Jet, although again, those are all spoken for. And the current economic climate might not be right for a $150,000 bracket racer. Time will tell.     http://www.shelbyautos.com/; 702/942-7325 |
Beaters: There Ought to be Rules
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I drive by this forlorn 911 SC almost every day, either on my way to, or from, One Motor Trend Tower. It makes me want to cry. Or hurl. Sometimes both. No matter which side of the automotive fence you sit on, a late '70s 911 SC sunroof coupe is a pretty nice piece. I used to have one just like it, same colors even, and currently park its newer sibling, an '89 Carrera 3.2 coupe, in my garage.  As you can see, this one's silver paint shines like chalk. It's been clocked in the left headlight. Both foglights are gone, and the front license plate hangs by a thread. The driver's door was smashed in, but it's had some gypsy body work and a little rattle-can primer added. The tires are low, the wheels are filthy, and there's enough trash inside to fill a dumpster. The windows were last washed about the time W was elected. Oil changes? I don't want to know...  There's nothing wrong with beaters. They have there own place in the transportation society. Some have charm, even. But something inside me says nobody should be allowed to make one out of a really cool/interesting/even-semi-valuable car. I know, this is America, the Land of Automotive Freedom, and people should be allowed to thrash whatever they like. But there are enough Dodge Diplomats, Toyota Coronas, and old police cars out there to pick on. A Porsche, old Vette, or '56 Ford F100? There ought to be a law, I tell ya... Here are a few Beater Candidate qualifiers I think are reasonable: 1) Value of less than $1000 2) The cost to repair the rust or reupholster the interior must exceed the value of the car 3) It be worth more if you parted it out 4) 150,000-mile minimum odo reading; 200K is better still 5) Six cans of primer would improve its appearance 6) No really attractive woman (or anyone wearing clean clothes) would ride in it 7) Any sane person would call one of those tow-away-for-tax-credits outfits before they'd try to sell it to someone 8) You wouldn't even think of paying for Comprehensive or Collision insurance 9) Car washes are free, courtesy of the rain 10) Fine. Steal it. Who cares. If a car passes passes all or most of these litmus tests, it's got The Stuff to be a beater. So go ahead. Wail away. But leave the good stuff for car fools on a budget. Tell us your best Beater Car story. |
Speedway Motel Closes - Say it Ain't So, Tony
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The Indianapolis Motor Speedway has evolved a lot over its near 100-year history. Other than its 2.5-mile oval layout and a few bricks, it's not the same old place -- it's way, way better, in every possible way. One of the Vaticans of Motorsport, if you'll allow me the metaphor. But a press release rolled out of the Speedway office yesterday that I'm not sure I can stomach. The Brickyard Crossing Hotel and Resort -- best known for decades as the Speedway Motel -- is being closed immediately.
What? They filmed Paul Newman's "Winning" there. Who knows how many 500 race winners have stayed there (prior to the days of million-dollar motorhomes)? How many great fights have taken place there? Parties? Banquets? Trysts? Oh, the stories those rooms could tell. I've never stayed there, but have visited, been to breakfasts, and partied there. I always enjoyed the sign out front welcoming fans before the race, and congratulating the winner after.
I know, I know. The place is old, small, and in every other way a relic of 1960s low-rise motel design. They'll tear it down, building something much larger, nicer. But with that, another hunk of motorsport history will disappear. IMS management plans to leave the restaurant, bar, banquet rooms, and pro shop alone and in operation for now, but will they fit into the plans for a new place (that is, assuming it's a hotel)? TBD.
The full press release is reprinted below. I get it. It just hurts, that's all.
image courtesy of MotelPostcards.com
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BRICKYARD CROSSING INN CLOSES IMMEDIATELY;
NEW HOTEL POSSIBLE IN FUTURE
Restaurant, pub, conference space, Golf Shop to remain open
INDIANAPOLIS, Monday, Dec. 15, 2008 – Brickyard Crossing Inn will close immediately and be razed in a few months, said Joie Chitwood, president and chief operating officer of the Indianapolis Motor Speedway Corporation.
The motel was built in 1963 on the eastern edge of the IMS grounds. It has 96 rooms.
“To bring the motel up to the standards and quality of what guests expect at the Speedway would require significant capital expenditures,” Chitwood said. “After reviewing the alternatives, we have decided to discontinue its operation.”
Plans are being made for the demolition of the motel buildings. Use of the space after the removal of the motel has not been determined, Chitwood said.
“IMS has been looking at alternatives to the future of the motel property for several years, including constructing a new hotel,” Chitwood said. “We continue to evaluate how a new hotel operation on Speedway property might fit in with the planned redevelopment of the Town of Speedway.
“To date, we have reviewed proposals from several groups and have met with some of these firms. We’re farther along than we’ve ever been in the process to build a new hotel at IMS.”
The closure of the motel will not affect the main building of Brickyard Crossing, which is home to a public restaurant, the Flag Room pub, conference space and the Brickyard Crossing Golf Course Golf Shop. All will continue operation. Closure of the motel involves the termination of 15 permanent employees.
The opening of the motel 45 years ago filled a void in lodging on the near-west side of Indianapolis and before the growth associated with Interstate 465.
Like the Speedway, the Brickyard Crossing Inn has famous history. Besides being the home for several Indianapolis 500 drivers and owners during the month of May, scenes from Paul Newman’s movie “Winning” were filmed in rooms of the motel. And NASCAR legend Jeff Gordon celebrated his victory in the inaugural Allstate 400 at the Brickyard in 1994 by eating a pizza in his room at the motel.
Five Great Used Car Buys
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Times are tough, and not everyone can hack the ticket for a new car. But the increased prevalence of leasing means there's a solid supply of 3-5 year old machines out there that have a lot of good miles left in them, yet have already suffered the worst of the depreciation curve.
A few years ago, I bought a BMW 5 Series that had just come off a 30 month lease. It was immaculate, came with full service records, and had 21,000 miles on the odo -- perhaps 20% of the car's usable life without it becoming a money pit. But it had depreciated more than 40%. So the gap between those percentages meant savings for me.
Here's a quick look at five cars that represent good value at the moment. Feel free to hit us back with your own suggestions too.
2007-2008 Acura TL Type-S -- The new for '09 TL is a technical advancement over the outgoing model. It offers a smidge more power, outstanding infotainment offerings, optional all-wheel drive, and more room in back. But it's so hideous-looking, I could never bring myself to buy one. The previous gen TL is just the opposite; one of the most attractive sedans on the market, and the Type-S is the performance version. At launch, we called it "A Japanese Alfa Romeo." Great V-6, good electronics (first car I ever tested with Bluetooth), and high quality. Shop now and you may still find a fresh one.
C5 Corvette Z06 -- Many Corvette guys I know have to have the latest and greatest. Now that the C6-series Z06 (and ZR-1) are in the marketplace, people are offing their previous gen Z06s. Sure, they have about the same horsepower as a base C6 -- but the price should be half or less. You have to be careful here; they are made to be run hard, and often are. And the first of them had some piston problems as I recall. But a lot of hardcore Vette types really care for their cars, and don't beat them to death. The newest of them is five years old now; find one that's lived a good life, and you'll have something special.
Volkswagen Phaeton -- The right car wearing the wrong badge. VW wanted to see how far upmarket it could take the brand in this country, and went one step too far. That takes nothing away from the greatness of the machine. They are fabulously engineered, looks the business, shared a lot of stuff with the Audi A8, and are fine driving cars. A bit of an odd duck as it came and went so fast, but its not an orphan as VW is still around, and will continue to be. If you want a top drawer luxury sedan for near econobox money, find a clean Phaeton, and enjoy flying first class for a coach fare.
2004-2008 Ford F-150 -- Even though fuel prices have halved in the last 90 days, the truck market is still chilly. Every time a new version of a high volume model, like the F-150, comes out, the latest-and-greatest crowd dumps their old ones. Between this phenom, and lots of lease turn-ins, means that a two, three, or four-year old F-150 can be a great deal if that's the vehicle you need. Bargain hard - there are many new choose from.
1990-2002 Mercedes-Benz SL-Class -- Even the newest of these falls well outside the three-year lease turn-in window, but they are superbly engineered machines. Although not a metal retractable hardtop, the SL's top is a one-touch unit. Engineered and built to high standards, these "Sacco era" SLs will run long miles without trouble. They don't have as many power goodies as the new ones, but they are great to drive, and still look good to many eyes, including mine. Get the latest, lowest mile example you can find, and it'll still be cheaper than a new four-banger Camry.
What's on your Great Deals list?
What Do GM's Troubles Mean for the Corvette?
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Between dialing for dollars on Capitol Hill, dealing with PR flaps over corporate jets, getting the Volt to market, picking up the tab for decades of mistakes, the world financial crises, and just trying to keep the lights on, I doubt Rick Wagoner and Company have had much time to worry about a little deal like the Corvette. But I have my concerns.
A few weeks ago, it was announced that several key players in the Corvette's existence will be "taking retirement" as of November 1. They are Vehicle Line Executive Tom Wallace (program director and chief engineer), Gary Claudio (Corvette marketing guy), Ron Meegan (Chief Engineer for the LS3, LS7 and LS9 engines), and John Heinricy, (serious car dude, sports car racer, former C4 Chief Engineer, etc.).
Previous VLE David Hill brought us the C5 and C6, and although the ZR1 came to market under Wallace's watch, we never really saw what he could or would do with America's Sportscar. But he sure asked a lot of questions, and the right ones: "Should we do a mid-engined car? Should we develop a dual-clutch gearbox? Should we make the car lighter? What sort of special editions should we do?" Claudio exhibited the typical, never ending exuberance you'd expect of a marketing guy, but he loved his car and his job. Meegan told me things about engines I never new, flew the flag overhead valves, and helped the latest versions of the Small-Block Chevy V-8 become as sophisticated as they have. Heinricy is a legit performance car and racing legend, surely with Bowtie logos tatoo'd on his heart.
Will the Corvette live on? Yes, but there's no question that its development will stutter, and likely be pushed back several years beyond the C7's projected 2012 launch date. Ongoing C6 technology development and such will slow, crawl, or may even stop altogether for the foreseeable future.
I remember when Zora Arkus Duntov handed the Corvette over to his replacement, Dave McLellan, everyone said the Vette was dead. But McLellan brought us the C4, impressive for its day, with a serious focus on handling that had never been achieved before.
The new VLE for Corvette is Gene Stefanyshyn, who was GM's Global Rear Wheel Drive Vehicle Line Executive, and a major player in the engineering of the 2010 Camaro. I know Gene; he's a darn decent guy and a smart engineer who knows how to bring home a development program. But does he have the heat for this assignment? Does he have the vision (and will he have the team and the budget) to take the car forward? This remains to be seen. It also disturbs me that, as I understand it, Stefanyshyn will retain responsibility for other performance nameplates, and not be focused solely on the Vette, as have been his predecessors most of the time.
While we're at it, I say the Corvette really needs to leap ahead from a design and technology standpoint. Stop copying Ferrari (360 Modena headlights, the ZR1's peek-a-boo engine window just like on the F430, except it looks down on a piece of plastic, not the actual engine or blower). Give the car a world class cabin. And don't make its butt any bigger than it already is. Celebrate the Vette's wonderful history without being beholden to it. Don't follow, Gene - lead.
I for one hope things right themselves, and the Vette can continue on the road is has blazed for 55 years. But there are bumps ahead, and the ride will be rough for a while.
Felipe Massa: A Champion at Heart
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If you follow F1, you know by now that McLaren-Mercedes' Lewis Hamilton pipped the 2008 World Drivers Championship (by the narrowest of margins) from Ferrari piloto Felipe Massa at yesterday's Brazilian Grand Prix. It was a great race and an epic finish to a long and interesting season, the first in many years to be run without the aid of traction control (Yessssss!).
Felipe did everything he had to, winning the pole and the race in convincing style. As he crossed the finish line, he was the champion -- but only for an instant. Behind him, Hamilton slipped back into fifth position on the last turn, all he needed to do to beat Massa for the crown by a single point
For Massa, the passionate Brazilian, winning the driver's title in his home race would have been the highest of highs. Yet to miss it by an inch was to miss it by a mile. His disappointment was crushing, and it was visible in his eyes, his body language, his tears. As human beings, we can't always control what happens to us, but we can control how we react to it. It was in this idiom that the world got a good look at what Felipe Massa is made of.
"I know how to win," he said in the post-race press conference, "and I know how to lose. This day, like every day in my life, is something that I will learn from. I'm so proud to be a part of this team, and we should celebrate the Constructors' championship that we won. My guys worked so hard for everything we have accomplished, and we should be proud of this day."
He then went on to thank his family, his fans, the people of Brazil, and everyone at Ferrari from president di Montezemolo down. He finished his comments by congratulating Hamilton on a great season and a well-earned championship. You may recall that a year ago, Hamilton was in a similar situation to Massa, finishing a close second. I don't remember him being quite so gracious.
Lewis Hamilton is F1 champion. Felipe Massa is a champion among men. Complimenti.
Ford EcoBoost V-6: The Right V-8 Alternative?
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At the media launch program for the Lincoln MKS, there was a lot of talk about the EcoBoost-powered version that will come to market in a bit over a year. Most luxury models in this size category -- E-Class, Infiniti M, Lexus GS -- are offered with a base V-6 and an up-trim V-8.
Lincoln could have gone this route with the MKS, as it shares its lacy underthings with the Volvo S80, among others. That model is available with a wonderful Yamaha-sourced V-8 that spools out 311 hp, and does so with smoothness, good sounds, and competitive fuel economy. Instead, Ford went another direction for the top-drawer MKS, that being its new EcoBoost engine philosophy; in this application, a twin-turbocharged, direct-injected 3.5L V-6 the company believes will produce equal or better performance than a comparable V-8, with improved fuel economy and emissions, too. But it's fair to ask if that's the right call.
People pop for the V-8 versions of luxury cars for reasons other than the simple need to move the machine; nearly everyone's six has more than adequate power for that. Carmakers usually offer the best options and highest equipment levels only on the V-8 model. V-8s (generally) have more torque than the smaller sixes. They usually sound richer and silkier. And there's just the notion of "more is better" which, like it or not, drives a lot of purchases. Otherwise, there wouldn't be V-10s and 12s.
Please be clear: I have no agenda or preconceived notion here. I have not driven a production EcoBoosted MKS, so I don't know how it will perform in comparison with those lusty V-8s offered by BMW, Infiniti, and the others. We don't know what the powertrain's final EPA numbers are yet, either. One Ford powertrain engineer opined to me that EcoBoost will likely deliver one to perhaps two miles per gallon more than a comparable V-8 on the EPA combined cycle. Is that enough to sway car buyers, who are spending $50,000-$60,000 or more on a midsize to upper-midsize luxury sedan and like the feel and performance of a big, torquey, burbling V-8? Me not sure.
One thing is for certain: the new engine's got numbers. It'll be rated at approximately 340 hp in the Lincoln, and inside comments indicate it has a super-wide, flat torque curve. It'll be going places, too: We know it will appear in the Ford Flex crossover, which seems like an ideal pairing, and it would please us a bunch if it becomes the foundation of a reborn Taurus SHO.
This engine technology isn't cheap to develop, although it sets up Ford to handle emissions and fuel-economy issues going forward. But it's also complicated: two turbos, and all of the plumbing and electronics necessary to manage them. The most elegant engineering solution is so often the least complicated one, not the most. It all comes under the category of wait and see. We'll let you know more when we've driven an EcoBoost-powered MKS or Flex, and at that point, some of these questions will be answered.
In the meantime, what do you think? Is this the right direction for Ford to be taking and be really ahead of the curve in a changed world? Or will luxury buyers say "why should I pay more for that?" and choose one of the current, V-8-powered players?
What the heck is a Terlingua?
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This Texas tongue-twister-of-a-word stands for many things.
Terlingua is a smallish town lost somewhere in the vastness of West Texas. It was the name of one of Carroll Shelby’s racing teams (see archival photo of racing writer Jerry Titus at Riverside, 1968), which competed in the Trans-Am series in the late 1960s. But most of all, in the automotive sense, Terlingua is a state of mind that equates to fun, fast cars, a paint color known as Gawdawful Yellow (pronounced “yellah”), a world-famous chili cook-off, and a little old-fashioned hell raisin’. One of Carroll Shelby’s longtime stablemates, racer and gifted painter/graphic artist Bill Neale created the fire-breathing rabbit logo that identifies the Terlingua Racing Team. Shelby himself holds the not-so-official title of social director. In addition to all this, Terlingua has a new meaning, now signifying an upcoming roster of V-6-powered, S-197-platformed Shelby Mustangs.
Why a V-6 Shelby? Simple: “We want to make the Shelby brand accessible to a wider variety of enthusiasts,” says Amy Boylan, president and CEO of Shelby Automobiles. “Younger buyers, first-time Shelby intenders, anyone on a budget that can’t afford our V-8-powered models.”
The preliminary specs are outlined below, but in concept, it’s the Shelby GT treatment applied to a Mustang V-6. There are two versions, naturally aspirated and supercharged. I drove prototype examples of both during a recent visit to Shelby’s HQ and the Las Vegas Motor Speedway. The nat-asp Terlingua is SO much more fun than the droning, rental-spec V-6er. The exhaust has a nice rasp to it, acceleration is sharper than stock, and the Ford Racing handling package, lowered ride height, and 18-in. rolling stock do wonders for the handling.
The supercharged version really scoots and will leave a stock Mustang GT for dead. Somehow, the blower smoothes out the engine even at high revs; I was pleasantly surprised at its sophisticated feel. Running 20-in. rolling stock, the handling is sharper yet, although it comes with some ride penalty. The biggest improvement? Those six-piston Shelby/Baer brakes. Fade? Fuhgetaboutit. As noted, both of these cars are development pieces, so final calibration is ongoing.
Let’s talk bucks. The base model seems a reasonable value; it’ll be the least expensive new Shelby Mustang you can buy. In my opinion, the supercharged version will face a challenge. At 19 grand above a base V-6, you’re well into Shelby GT territory, and it’s not a huge stretch at that point to go for a supercharged Shelby GT that cranks out 450-plus hp. And there are many Mustang aftermarket component alternatives that will deliver more performance for less bread. Somebody will have to really want the blown Terlingua, if for no other reason than to have something different.
The most financially advantageous scenario may be the semi-secret one: Besides simply selling you a new one, Shelby will perform either Terlingua conversion on an existing (translation: used) V-6 Mustang, including the proverbial ID plate with a Shelby serial number. 2005-06 Mustang V-6s are pretty reasonable in the used-car marketplace nowadays, and most are ready for new tires and shocks -- all stuff that gets changed in the conversion. Find a clean three-year-old V-6 five-speed coupe, pop for the conversion, and you’ve got a serial-numbered Shelby Mustang for the cost of a used Camry.
What do you think about the notion of an entry-level Shelby Mustang? Is this a car that interests you, or would you instead shop for affordable performance at the Honda or Mitsubishi store? Shelby Automobiles begins Terlingua production soon, and we’ll report back after we’ve had the chance to attach our timing gear to customer-spec examples. In the mean time, please pass the chili.
Preliminary Shelby Terlingua Mustang specifications, per Shelby Automobiles (www.shelbyautos.com)
Base Level (222HP):
EXTERIOR:
• Matte black Shelby fiberglass deep-draw hood (“Gawdawful” yellow available for black cars)
• Terlingua 1860 hood pin kit
• Terlingua stripe kit -- flat black (“Gawdawful” yellow available for black cars)
• Mustang GT rear fascia
• Rear decklid cover
• Terlingua shield emblem on rear decklid
INTERIOR:
• Terlingua Racing door sill plates
• Shelby floormat emblems
• Terlingua rabbit billet shift knob
• Terlingua Racing dash plaque
• Engine plaque
• Terlingua key chain
PERFORMANCE:
• Ford Racing V-6 power pack
• Dual Shelby GT-style exhaust
• CAI with performance tune on the ECU
• Hurst short throw shifter
• Ford Racing performance handling pack
• Bullitt-style strut-tower brace
• 18-in. Ford Bullitt-style wheels
• 235/50/18 Tires
OPTIONAL:
• Ford V-6-style rear spoiler (in case base car comes without)
• Ford Pony grille w/foglights
• Terlingua Racing sticker kit
MSRP for Base level package: $8995.00
Performance Level (310-350HP):
EXTERIOR:
• Matte black Shelby fiber-glass deep-draw hood (“Gawdawful” yellow available for black cars)
• Shelby front fascia
• Shelby black mesh grille w/billet Terlingua rabbit emblem
• Terlingua 1860 hood pin kit
• Terlingua stripe kit – flat black (“Gawdawful” yellow available for black cars)
• Shelby GT rear fascia w/exhaust hole cover inserts
• Rear decklid cover
• Terlingua shield emblem on rear decklid
• Side scoops
• Black quarter window covers with aluminum rivets
• Sequential taillights
• Hub cap centers
• Running board heat shields
• Racing fuel door cover w/Terlingua Racing shield
INTERIOR:
• Terlingua Racing door sill plates
• Shelby floormat emblems
• Terlingua rabbit billet shift knob
• Terlingua Racing dash plaque
• Engine plaque
• Terlingua key chain
• Interior quarter window block off plate
• Ford GT-style racing start button
• Shelby gauge pod w/boost gauge
• Terlingua engine cap kit
• Terlingua racing pedal cover kit
What's Next for Chrysler? Think Mazda
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Editor MacKenzie and I were hashing about Chrysler's product lineup, possible chassis architecture strategies, and general future the other day. At about the same instant, we were both struck with the idea of Chrysler using Mazda as possible brand poster child. Here's why:
Other than the 300, the Chrysler brand's current lineup and resources aren't so deep. Let's revew: Crossfire -- on its way out. Pacifica -- following the Crossfire out the door (too bad, because the updated, 4.0-liter Pacifica was finally a well done piece, just as crossovers are hitting stride). PT Cruiser -- cool, but aged (worth replacing or not?). Sebring sedan -- DOA, except at rental lots. Aspen -- chrome-plated Dodge (although Ford and GM use the same strategy for creating the Navigator and Escalade). Sebring convertible -- okay, this one has a niche and a following. Ditto the Town & Country minivan. But still, not a roster on which to build a future
Now, look at Mazda. The Mazda3 is leader in its category. The new Mazda6 also looks like a top-level player. Mazda has not one, but two, fresh, great looking, sporty driving crossovers; the CX-7 for the two-row market, and the CX-9 -- our 2008 Sport/Utility of the Year -- for the three-row crowd. Let's not forget two significant sports cars, the MX-5 Miata and the RX-8, both of which have carved out their own niches and have loyal followings. Sure, there's a little semi-dead wood in there, such as the Tribute and the Ford Ranger-based B3000. I can't believe the Mazda5 is moving any big meters, either. But Mazda wouldn't stock or support any of them if they didn't sell in some quantity, making money for the company and its dealers.
Everyone knows Mazda is joined at the hip with Ford. But the Mazda folks know when to leverage this connection (the current-gen Mazda6 shares much with the Fusion/Milan/MKZ, and Mazda gets the B3000 and Tribute directly from Ford) and when to do its own thing (the sports cars, CX-7 chassis architecture). The brand brings sporty, interesting products to market, taking advantage of economies of global platform opportunities when they make sense, without resorting to cookie-cutters (other than the few low-volume, low-risk products I mentioned above). It's also important to note that Mazda makes a profit, another key to long-term happiness in business.
Chrysler needs to do the same kinds of things. Keep the 300, Sebring convertible, and Town & Country as the hearts of the brand. Then do an Accord-Sonata-Malibu class high-volume sedan that has expressive design (how about something that doesn't look like a platypus this time...), world class quality, and at least one green powertrain. Do up a world-class crossover. Then take another crack at the Crossfire, but get the execution right for the American market.
The next round of Chryslers need to deliver consistent quality, be great to drive, and convey strong sporty/elegant/American brand messages. Mazda doesn't try to play in every automotive segment, nor does it need to. Chrysler doesn't, either, because it has Dodge and Jeep to fill in brand-appropriate blanks.
Mazda's formula is working. A similar one could work for Chrysler. What do you think?
Hot Wheels: Ultimate Bling Thing?
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I was a Matchbox kid. I loved those beautifully detailed cars from Lesney and the cute little boxes they came in. I was smart enough to save most of those boxes (and the cars, too) and never set my Matchbox cars on fire, as many of my friends did. I loved cars too much to do that, even little scale ones that cost only 55 cents when my mom began buying them for me. By the time I was earning money and buying my own, they'd gone up to around 80 cents, but I digress.
Then, an aunt or an uncle or someone gave me my first Hot Wheels. They weren't as nicely finished as the Matchboxes were, but were painted groovy '60s colors, and some had an oversized supercharger sticking through the hood. But Hot Wheels' real appeal, of course, was that the slick black plastic tires looked like they were mounted on cool mag wheels, and man, did they spin around fast and for a long time. You could slide the cars across the floor (or race them on the bright orange plastic track you could buy) so much faster than a Matchbox. I used to oil the wheels and swap them around to get my favorite car to go faster than my buddy's. Yes, I blueprinted and race-prepped my Hot Wheels, but again, I digress.
In February 2008, in celebration of the company's 40th anniversary and the construction of the 4,000,000,000th (that's four billionth) Hot Wheels toy, Mattel and Beverly Hills jeweler Jason Arasheben have created what has to be the ultimate Hot Wheels toy (and the brand name is never written in the singular, by the way -- there is no such thing as a "Hot Wheel"), although it seems strange to call it that.
This one is the proper 1/64th scale, but it is crafted of 18K white and yellow gold, and carries 22.94 carats worth of diamonds, colored diamonds, and rubies. You read right: just a point or two south of 23 carats of diamonds and gems, some 2700 in all, in a variety of cuts. This star-studded Hot Wheels is stored in its own special carrying case -- duh -- adorned in another 40 bezel-set diamonds.
The little bling thing isn't crafted in the likeness of any one car model, but if anything it sorta kinda looks like a gen-one Firebird. It was originally unveiled at a major toy show by Nick Lachey (the lucky boy toy singer who used to be Mr. Jessica Simpson). The Jason of Beverly Hills Hot Wheels anniversary car is going to be auctioned by Bonhams this Saturday at the Petersen Automotive Museum in Los Angeles, with a portion of the proceeds benefiting Big Brothers Big Sisters of Greater Los Angeles and the Inland Empire.
Does anyone really need such an extravagant bauble? No, but then a Porsche GT3 isn't required for human survival either. For those who've got to have the ultimate Hot Wheels, here's your chance. What will it go for? Who knows, but presale estimates floated by the auction house indicate that $20,000 shouldn't be a big surprise.
I guess your sig other could always wear it on a chain. Or someone could use it as a belt buckle. Having another one cast up and wear them as earrings? Ouch.
By the way, the little solid-gold wheels do, in fact, turn. Not as well as the ones on my original Hot Wheels Dodge Deora, perhaps. But I digress...
Bonhams' California Classic: A Sale of Important Motorcars, Motorcycles, and Memorabilia (Sale 16122)
October 25, 2008, beginning at 10:00 a.m.
The Petersen Automotive Museum, 6060 Wilshire Blvd., Los Angeles, California
Caddy-Yak, Part III
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In the last few blog entries, we talked a lot about Cadillac, particularly the CTS. What we have to look forward to in that department is the CTS-v, and the not-yet-official-but-how-could-they-not-build-it CTS coupe. I was rummaging around in our photo archive the other day and found these two photos I thought you might enjoy.
Cadillac has a long history with Italian design house and coachbuilder Pininfarina. There were limos in the '30s, lots of projects in the 1950s and early '60s, even the (still handsome) Allante in the late '80s.
These photos show a four place coupe and convertible, which made the show-circuit rounds in 1958. While the four-headlight front end was less than successful (even the best make mistakes), the rest of the cars are elegant, tasteful, and luxurious. The coupe features an all-glass roof, and note the slim roof pillars, a Pininfarina trademark. The cabriolet gets sporty wire wheels, and just a hint of fin is seen at the edge of the rear fenders.
I'm not a fan of the XLR; The look is wrong, the interior doesn't measure up to cars costing half, and it's overpriced. Car buyers agree: One study I read said that its sales dropped 47 percent in 2007...and that was starting from a low volume number to begin with. That said, it's now one of the oldest designs in the Caddy lineup, and Ed Welburn and company will certainly do a better job of it next time around, should Cadillac decide to stay in the premium-roadster business.
Still, I wonder if a well-cut, Italian designer suit from Pininfarina wouldn't be a great way to fly. What do you think?
Caddy-Yak, Continued
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In case you missed it, from Kevin Smith, Cadillac's public relations manager (and serious car guy):
Hey Matt:
Saw the "CTS: Compact or Midi?" post go up yesterday and have enjoyed reading all the comments from people. We certainly see the CTS gradually gravitating toward competing with 5/E/A6, etc. and taking the place of the STS. The CTS-V absolutely gives us the opportunity to position directly against M5/E63 AMG/RS6 (I see comparos coming, too!) and that will pull CTS more toward 5/E/6.
This will make room for the more direct 3/C/A4, etc. competitor we have in development. The DTS/STS replacement will then be in a similar situation to what the CTS is in now being priced like a 5/E/A6 and size/amenity/capability-wise competing with 7/S/A8, etc.
More fun ahead...Kevin
CTS: Compact or Midi?
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Here's one for you: Does the Cadillac CTS, our Car of the Year for 2008, more directly compete with so-called compact (although they're really not that small anymore) sport sedans like the BMW 3 Series, Audi A4, and Mercedes-Benz C-Class, or the midsize versions, such as the E-Class, A6, and 5 Series?
The Caddy is priced more like the 3/A4/C group of cars. Yet, it's dimensionally closer to the 5/A6/E genre.
There's no standard V-8 option, such as with an E550 or A6 4.2 (forgetting the CTS-v, AMG and M models, etc.), so that's one factor. And what about cross shoppers? Would 5/A6/E intenders really consider the CTS as a high-value alternative to the German standard bearers? Or do they not care? Will Cadillac's real competition be the upcoming Lincoln MKS?
This can be pitched and spun multiple ways. What do you think?
The Ugliest Rolls-Royce Ever? Take 2
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Hey, Markus (and everyone else), check this out. Saw your blog entry about the Vignale-bodied Rolls for sale at the Blackhawk Exposition at Pebble Beach. I agree, this creature sucks eggs.
Let me submit another entry for this not-so-august title. Check out the attached camphone snap of a Phantom Drophead painted this intoxicating (or toxious) combination of bright and I mean bright yellow with black trim. This nighttime photo does it no justice, and if it makes you feel better (or worse) know that the entire interior is trimmed in the same shocking combo.
Note that there is no stainless hood or wood deck here; it's all just yellah. I had seen the earlier in the day, and recalled a comment from DHC's launch program I had attended a year ago. Seems this particular customer paints ALL his cars the same colors, whatever their breed. I know, I know; everyone's entitled.
Time to vote. Which Rolls is uglier, Frank's '54 custom bodied Wraith, or my Screaming Yellow Zonker Drophead Coupe?
Aston Martin's Crashin' Statement
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This alarming photo is apropos of nothing, but it's such a mind blower, I had to share it with you. It's the very same Aston Martin DBS mule that James Bond balled up so effectively in his last film, "Casino Royale."
Aston has returned as 007 car supplier of choice in Pierce Brosnan's final Bond flick, "Die Another Day," and reupped "Casino." This is one of Aston Martin chief Ulrich Bez's personal pet projects, and I suspect the company will provide cars for Bond 22 when it begins filming in January, although that has yet to be announced or confirmed.
This car, after performing some impressive rolls while trying avoid the damsel in distress (who was hogtied and left in the middle of the road, presumably for Bond to run over while chasing the bad guys), ended up a pretty twisted piece. And it wasn't all done in the computer: I'm told it was a no-longer-needed development mule that was tossed away in the name of this scene.
Bez and several other Astonites thought the leftover hulk was an art statement in its own right -- I agree -- so they mounted the car on a plinth and actually displayed it in the lobby of a museum during an upper-crust event. Naturally, it was the subject of much conversation...and a living-room piece any one of us would probably love to have. If we had the living room for it.
