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Although the [Ridgeline’s] entire engine is carryover, the all-aluminum 3.5L V-6 does have a new Magnesium dual-stage intake manifold that bumps the horsepower and torque up by three and two, respectively. Additionally, Honda keeps the current five-speed automatic, but does offer slightly different gear ratios, in some cases changed only 0.2 percent, to help to improve overall responsiveness. Of note, throttle response off idle is vastly improved, making it feel like the truck has more power off the line because of how strongly it jumps from a stop. A new computer software program works with the new gearing strategy to make it feel like there’s more power than the small gains in hp and torque would suggest. – Motor Trend

Over 3 years ago, I posted on the benefits of using your spare tire before it aged…

Recently ABC picked up on the same story, as you can see here.

Ordinarily I take pride in being ahead of the curve, but this time I’m just despondent at the number of people who not having read my blog have inadvertently put themselves at risk.

Tell a friend…

I am still sore and deaf but must say it was one of the more thrilling drives of my life if only because like on a Segway you’re pretty much at the limit whenever you’re in motion.

The sounds it makes evoke what it must be like to find an old 911 turbo in a barn that you try to nurse home – I never heard so many grunts, moans, pops and hisses from a single motor.

The squat under acceleration was addictive, reminding me of something that was lost when trailing arm rear suspensions went extinct and making the car feel far more powerful than it was. In fact I never wanted for more power, and was shocked to find it felt better on the highway than around town.

If it had a different tranny (impossible to get a smooth shift out of and eons between ratios) and brakes (truly binary) it would be fun but as it is I’m fairly convinced the people who own them kick themselves each time they send in the payment check.

From my post dated May 13th, 2008:

It’s just that when something’s called a WRX it should mean something other than ‘flat-4 turbocharged’. Perhaps we’d all like the car better if the name were Impreza. (Come to think of it, the car makes the most sense as an Outback Sport – you can forgive a squishy suspension in something that is labeled Outback).

From a fantastic write-up (I’d suggest you all read) on the new Impreza by evo’s Peter Tomalin, dated July 2008:

Problem is, the WRX badge brings with it a lot of expectations that this Impreza can’t quite fulfil. Which isn’t the same as saying it’s a bad car. It’s just not quite the car you might have been hoping it was. If they’d called it a ‘Sport’ or a ‘GX’ or something, we’d have given it a much easier time.

Every time I see an R class I wonder three things:

1) Does it portend the future?

2) Who signed off on its droopy styling?

3) When will they get around to fixing the mess?

Well according to evo, the answer to #3 is “soon.”

1) Like Cayman vs. 911, they were trying not to cannibalize the more expensive model – trimming power leads to an outcry, making the cars feel distinct from the driver’s seat via spring/shock/bar/effective steering ratio less so.

2) The 1 series was hammered by the press for its hobbyhorse ride (run flats+short wheelbase) in its original hatchback form, so this midcycle refresh required they stress ride comfort (same happened with X3 and Mini) which in knee jerk engineering terms means lower suspension natural frequency.

3) They were trying to go for more of the vintage BMW feel (long travel, real world compliance, roll to signify how close the limit is and make sure it’s exceeded progressively) – more along the lines of an E30 or a current Xi than an i or sport package car (which feel ‘slammed’ out of the box and mistake grip for handling). There’s a sense that since they couldn’t make it lightweight like a 2002 they wanted a bit of the feeling that died with the last of the trailing arm cars… Also note the narrower tires! More self aligning torque, more progressive breakaway… just what all BMWs need these days!

4) The 1 series has a lot of baked in understeer to protect those not used to RWD - I’ve read many a test that mention cars like the Mini or even the Golf are more neutral (I suppose they can be because torque reversal at the limit can’t upset the chassis so much).

That’s my theory – and I’m sticking to it.

‘SL’ originally stood for Sports Light, and while the Mercedes-Benz SL is still sporting – to a degree – it’s certainly not light: 1910kg. This near two-tonner is a long way from the elegant, slim-pillared SLs of the 1970s and ‘80s, and long full stop – 4562mm end to end, more than many a family-sized hatch or even estate car, plus a broad 1820mm across. The SL 500’s sheer size and bulk, never-ending bonnet, sometimes floaty ride and over-assisted variable-ratio steering does make it feel rather boat-like at times to manoeuvre; it is not a neat, agile little thing, nor is it super-sharp… Proceed gently and gracefully to behave in keeping with this car’s character – or at least, as gracefully as you can given the disconcerting, jerky electronic brakes and slightly non-linear throttle response. Both pedals are somewhat dead-feeling, with little initial reaction and then a sudden reply when stronger pressure is applied… Jet-thrust acceleration just feels like an unhurried meander away from the traffic lights and intercontinental progress down the autobahn a Sunday stroll – until you reach a corner and suddenly realise quite how fast you’re travelling. Treat with respect. – 4Car

while its true that the firmer springs, dampers and anti-roll bars that come with Speed specification have provided a tangible extra degree of control over its body movements, so too is it undeniable that this has not been achieved without a significant degradation in ride quality. Those huge 20” wheels thump a little too readily into even small road imperfections and that wonderful, gliding lollop that makes the standard Flying Spur such an outstanding luxury car has gained a coarse edge that’s not really in keeping with the character of the rest of the car. Some will not miss that last bit of finesse to the ride and will regard its flatter cornering as a more than fair exchange, but it is fair to point out at this stage that for all its potential, the Speed remains essentially a large, four-door limousine and not an ultra-sporting two-seat roadster in which such compromise in ride comfort might be regarded not only as entirely acceptable, but even quite desirable. – 4car on the Bentley Flying Spur ‘Speed’

The engine is smooth and refined, yet it’s raucous enough to raise a smile. Torque is particularly impressive from around 2,000rpm, making acceleration a breeze even in higher gears. Higher up the rev range, the engine isn’t quite as capable, lacking the urge it has further down. – 4car

Luxury brands’ bean counters have severely stretched their products’ DNA. Merc’s bank vault gestalt took an enormous hit over the last twenty years. Bimmer’s SMG gearbox, iDrive multi-media controller, run-flat tires, SUV and dumbed down steering are a worrying divergence from their Ultimate Driving machine ethos. The aforementioned Lexus IS’ harsh driving dynamics bear scant resemblance to their magic carpet LS flagship. Only Audi creates a range of automobiles with brand-faithful consistency. – TTAC

I’m seriously impressed by what the GT-R accomplishes, and it serves out ferocious performance for the money. I get it. But I just can’t love it… The GT-R is too heavy and too computer controlled for my taste. Editor MacKenzie recently blogged about a similar drive in the new BMW M3 coupe and preferred it to Nissanzilla. I drove the same BMW the day before and arrived—independently—at the same conclusion. I’ll take its sonorous, high-winding V-8, its live, lithe feel, even more useable interior and trunk, and elegant look. The M3 gives up a smidgen of performance edge to the GT-R, but it’s a far more harmonious package and better satisfies my urges as a driver. - Matt Stone, Motor Trend

You’ve heard by now of the many changes (e.g. direct injection, dual clutch sequential manual gearbox, a revised suspension and rear tires…) made to the 911 (no doubt to counter the astonishing R8). What you probably hadn’t heard is this…

DFI isn’t the only new system incorporated into the classic flat-six layout. In fact, not one component is carried over from the previous boxer, and, amazingly, the new sixes are built with 40-percent-fewer parts, which reduces overall weight by 12 lb and rotational mass by 7 percent. Other advantages of the new design are a 50mm shorter height and mounting points lower in the chassis for a ground-hugging center of gravity. – Motor Trend

I’m slackjawed…