Driving & Motorsports

Road Test: 2009 Toyota Venza

Tom Martin — Mon, 03 Nov 2008 11:40:56 -0600

When any manufacturer, but particularly an industry titan like Toyota, rolls out a new vehicle that they say is “in a new class”, well, the hairs on any journalist’s neck stand up a bit. That was certainly the case as we listened to Toyota’s executives and engineers roll out the new Venza. But after a couple of days of driving it, talking to Toyota about it, and reviewing the data, we think they have a point. It’s a subtle point, but a point nonetheless.

You’ll notice that so far we haven’t said what the Venza “is”. We haven’t put it in a category. Before we discuss the category the vehicle belongs in, we invite you to do the same experiment we performed with some of our colleagues at the launch. Take a good look at the pictures of the Venza. What would you say this is? Just for fun, make a mental note of that, so you can compare your reaction to what a group of journalists said in response to the same question.

Of course, at some level it really doesn’t matter how the Venza (or any other vehicle) is categorized. The problem with categorization is that is makes it hard to see new things. If the iPhone is just a “cell phone” then it is hard to understand how different it is. A rational person might note that the world hardly needs its 829th cell phone and move on. But if you have an iPhone or have played with one, you know how vastly different it is and you know it isn’t just a cell phone. The category no longer matters when you’ve experienced reality.

And the reality of this Toyota is rather appealing, if you’re in the target market, because the Venza actually breaks with Toyota tradition in some fairly important ways.

Not Your Mother’s Toyota

Let’s start with driving dynamics. Just let that phrase wash over you for a moment. We’re at the start of a Toyota road test and we’re talking driving dynamics, rather than leaving it ‘til the end where hopefully no one will notice. At the opening launch dinner, Toyota execs brought up the need for good steering feel—without prompting. We almost passed out. Always a serious and sincere company, Toyota has made a serious and sincere effort to make the Venza fun to drive.

We took a V6 Venza AWD around a 20-mile loop of Pennsylvania mountain twisties at pretty close to full chat and came away impressed. First off, roll control is quite good. Actually, a lot of taller vehicles have some pretty hefty anti-roll bars attached so that may not seem exceptional, but there are several things to like about the Venza in this department. Unlike many SUVs, the Venza stays fairly flat as you push it (in contrast to, say, a Range Rover which initially resists roll, but as the cornering forces rise can’t resist tilting more and more). To maintain a decent ride, we noticed that the Toyota has only moderate roll damping (the BMW M3 takes a similar approach) but switchbacks are handled well, with minimal sloppiness.

The Venza’s handling is also nicely balanced front to rear—though it does tend towards understeer—and it feels happy carving through curves. Since the Toyota is lower and lighter than most SUVs or crossovers, you can feel physics helping (or at least not hurting). Let's be clear though, the overall sense given by the Venza is that it is well-mannered, not that it is exciting or involving.

We also drove FWD Venzas, with both the I-4 and V-6 engines, which handle in much the same way as the AWD model. The I-4 feels a little lighter, affecting the ride quality more than handling, with the V-6s being a little smoother. The FWD vehicles want to understeer just a tad more than the AWD, but one would have to drive them back-to-back to notice.

Venza’s ride quality is pleasantly firm, with large swoops and bumps being tracked very well. If Michigan or New York residents ever find out how smooth southwestern Pennsylvania roads are, there will be a riot. As a result, we can’t be sure about how the Venza handles the tragedy of typical urban roads. We did run two of our testers onto the shoulder multiple times in search of fragmented pavement and noticed very little ride harshness, which bodes well for commuter use on patchier pavement.

Performance is more than acceptable as well. The 268 hp V-6 feels strong and unstressed even in low-altitude mountains with a couple of passengers on board. Toyota has done some fine work on the six-speed transmission to make its shift points different for uphill or downhill runs, and we liked the relative lack of hunting for gears.

But Will It Do the MPG Dance?

The Venza’s V-6 is a fine engine, but with fuel economy on everyone’s mind, the I-4 is the big news. This new four cylinder is the key to Toyota’s intent of creating a vehicle that breaks with SUV and crossover tradition in fuel mileage. And, it does deliver better fuel mileage, as you would expect. Toyota estimates that EPA ratings for the I-4 will be 21 city and 29 highway in FWD form (take off 1 mpg for AWD), and the V-6 should come in at 19/26.

Whether 21/29 is enough better to capture buyer’s attention will remain to be seen. In all the hysteria of $4 gasoline consumer expectations about gas mileage have skyrocketed. While 24-25 mpg combined is actually a pretty good number, we suspect it will only inspire folks who are actually in showrooms or on the web comparing what is possible. Breaking through the 30 mpg barrier will await a possible hybrid version. Toyota won’t say a hybrid is coming, but the Venza is derived from the same architecture as the Camry, and there is a Camry hybrid, so it isn’t hard to imagine a Venza hybrid in a few years.

For 21/29 mileage to seem desirable, you also have to consider how the 2.7L drives. With 182 hp and 182 lb.-ft. of torque pulling 3760 lb., the numbers don’t seem especially impressive. But 2.7L is a big four and relative to the V-6, is only down on torque about 10 percent at 2500 rpm. The result is that the I-4 feels strong and seems completely adequate for most normal driving. If you love a strong engine or you need the towing capacity (3500 lb for the V-6 vs. 2500 for the I-4), the V-6 will, however, be the engine of choice.

That’s A Toyota?

The second area where the Venza departs from Toyota tradition is in its design. Before our drive we grabbed a cup of coffee in a vain attempt to overcome a time zone shift, and stumbled, half-asleep, over to the technical presentation. On the way, Toyota had set up a Venza, and it was our first sight of the vehicle. Honestly, our first thought was “what the heck is some new Infiniti doing here?” Somewhere in our intuition, the Venza clearly registers differently than Toyotas of the past.

Our second thought was “that looks pretty sharp.” Beauty is in the eye of the beholder of course, but we’d say the majority opinion at the launch was that the exterior of the Venza was very well executed. Almost every angle of the vehicle looks carefully shaped.

Interior materials are similarly attractive and definitely not grabbed at random from the Toyota parts bin. We think this is a big step forward, as Japanese interiors over the past years have slipped behind not only the European but often the Americans.

More important than how the design looks though, is how it “reads”.” Is the Venza big or small? Rugged or stylish? Youthful or conservative? In these times of shifting automotive priorities and tastes, these factors will probably have a lot to do with whether the Toyota succeeds and whether it appeals to you.

And that read is pretty hard to tell from pictures, one has to see it in person. We noticed that the Venza doesn’t come off as an SUV, being a bit too low and sleek. It could almost pass for a station wagon, except that it seems more stylish and muscular than most sedan-derived wagons. It doesn’t look tall, like some crossovers, despite having 8 inches of ground clearance. It is basically the same length as a Camry, so it doesn’t seem small, but it isn’t big either. Frankly, if you want a true four-passenger vehicle that’s practical and looks politically correct, but not so boring, conservative, or downscale as a sedan or hatchback, we think the Venza will seem “just right” (apologies to Goldilocks).

Practical Matters

Of course, for all the talk of the Venza being different from past products, we shouldn’t forget that it is in fact a Toyota. That means that some serious thought has been put into passenger comfort, ergonomics and features.

Seat comfort in the Venza is very good, with nicely firm, reasonably cosseting cushions. The fabric is attractive and substantial enough that one doesn’t have to opt for leather to get a decent seat.

Toyota’s engineers have put an impressive effort into the ingress and egress aspects of the Venza. The seat height has been optimized to use minimum force from your legs. Engineers put force sensors on real human legs and found the height that minimized muscular output. Any higher or lower seat and it would take more effort to get in or out. No kidding. We tried it and it seemed to work. They also worked on the sill shape to make entry/exit easier and cleaner.
This seat height, coupled with ample glass area, makes sightlines pretty good. The A-pillar intrudes a bit in the front, and some will want an even taller vehicle, but the Venza will suit many drivers who place a premium on visibility.

The rear seat is also well done, placed farther rearward than in a sedan like a Camry, and giving the Venza excellent rear legroom. The slight higher than normal roof, along with a flat roofline, allows for excellent headroom. The two-panel sunroof also increases rear headroom with the sunshade open, because there is no headliner in the second row.

With 34.4 cubic feet of cargo space behind the second row seats, the Venza has just average cargo capacity when compared with crossovers. But compared with a sedan, the Venza has the big advantage of wagon-style load area.

Available option packages deliver most modern gizmos. Two newish options on offer are automatic high beam headlights and Bluetooth music streaming. Even one doesn’t get the rather mediocre JBL Synthesis surround sound system with Bluetooth streaming, there is an auxiliary in jack for your iPod or other music player (but no interface that integrates with the in-dash display).

Pricing for the Venza starts at $25,975 for the four-cylinder FWD version. At the other end of the spectrum, the V-6 AWD has an MSRP of $29,250. See the NextAutos Buyer’s Guide for more details on options and pricing.

So What the Heck Is It?

By now you may think we’ve forgotten our little experiment (what do you think the Venza is?); we haven’t. Here’s what our informal poll of journalists at the Venza launch said:

14% -- “It’s a wagon”
35% -- “It’s sort of a wagon, but not exactly”
42% -- “It’s a crossover – whatever that is”
9% -- “It’s a car”

We think it doesn’t really matter. One guy summed it well: “This is a vehicle I could actually see myself buying”. We can see a lot of people saying that.

The V-6 comes out in December, followed by the four cylinder in January.

See the NextAutos Buyer’s Guide for more details on our experience with the Venza, options and pricing.

Video: 2010 Dodge Viper SRT10 ACR Sets Lap Record At Laguna Seca

John Beltz Snyder — Wed, 25 Nov 2009 10:09:48 -0600

A 2010 Dodge Viper SRT10 ACR has set a new lap record for a production vehicle at Laguna Seca in Monterey, California. Its time of 1:33:915 beats the previous record by over one second.

The Viper SRT10 ACR is a purpose-built street-legal track car. It features a revised fifth gear ratio, a design inspired by time spent on the Nurburgring. An imporved short throw shifter and redesigned aerodynamics, as well as a top speed of 184 miles per hour are new for 2010.

The Viper SRT10 ACR is powered by a 600-horsepower, 8.4-liter V-10 that flings it to 60 miles per hour in under four seconds. It will make its official debut at the Los Angeles Auto Show next month.

See it in the gallery above or in the video below. The official press release follows.

Dodge Viper SRT10 ACR Recaptures Lap Record at Laguna Seca

Street-legal, Production Supercar Sets New Mark

Monterey, Calif., Nov 24, 2009 - The Street and Racing Technology (SRT) team from Chrysler Group LLC arrived at Laguna Seca raceway today on a mission – to recapture the production car lap record at the world-renowned road course in Monterey, Calif.

Mission accomplished.

Chris Winkler, an SRT vehicle dynamics engineer piloted a black and red 2010 Dodge Viper SRT10 ACR (American Club Racer) to a lap record of 1:33.915 as recorded by Motech in-vehicle data recorder (1:33.944 - as unofficially recorded by trackside clock) around the 2.238-mile, 11-turn course, shattering the previous lap record by more than 1.1 seconds.

“It was definitely exciting but a somewhat uneventful lap overall from behind the steering wheel,” said Winkler, who is still learning the intricate details of Laguna Seca raceway, having spent only one other session on the course. “The Dodge Viper ACR has amazing power and handles like a dream, so following my first practice here last month, I came away pretty confident that we’d be able to set a new record.”

In 2008, professional road racer Randy Pobst, drove a 2008 Dodge Viper ACR to a one-lap, production car record of 1:35.117 at Laguna Seca raceway while working with Motor Trend. That record stood until August 6, 2009 when the most recent record of 1:35.075 was established by a one-off exotic prototype.

Ralph Gilles, President and CEO, Dodge Brand and Senior Vice President, Product Design Office, Chrysler Group LLC, was impressed with the Viper’s performance. “I’ve been closely tied to this car my entire career and even after owning one myself for some time, I’m still amazed with what the Dodge Viper can do on and off the race track,” Gilles said. “After our record-setting lap at the Nürburgring circuit, we’re excited to set a second performance benchmark record at another world-famous road course.”

The Dodge Viper is going into the final year of production for the current-generation model. Approximately 500 Vipers will be produced in 2010.

“We’re going to keep Dodge’s performance icon alive and well by not only producing some of the most special Vipers ever built, but we’re also investigating what the next-generation Viper is going to be,” added Gilles. “When we have partners across the ocean who are known as the best sports carmakers in the world, the future opportunities are huge.”

2010 Dodge Viper SRT10 ACR
The Dodge Viper ACR remains the ultimate purpose-built, street-legal track car since its introduction in 2008.
New for the 2010 model year is a shorter fifth gear ratio (changing from 0.74 to 0.80) for improved high-speed acceleration and higher straightaway speeds. This improvement is a direct result of SRT’s experience at the 12.9-mile Nürburgring Nordschleife circuit in Germany where during the lap-record run in 2008, it was found that a revised gear ratio would have resulted in a higher speed capability and potentially a shorter elapsed time.

The Dodge Viper ACR also receives a new short-throw shifter in 2010 for enhanced driver experience and better performance. The rear wing profile and end plates are redesigned to further optimize the vehicle aerodynamics and improve rear yaw downforce. These changes result in an increase in top speed of 4 mph (to 184 mph).

Powered by the venerable 8.4-liter, V-10 engine with 600 horsepower and 560 lb.-ft. of torque, the Dodge Viper ACR continues to offer extreme performance, including 0-60 mph acceleration in less than 4 seconds, quarter-mile time in the mid 11-second range and 0-100-0 mph in 11 seconds flat.

The Dodge Viper ACR with optional Hard Core Package is more than 80 lbs. lighter than the production SRT10 and offers race-ready hardware and competition tuning for optimal on-track performance.

The four-wheel independent suspension features high-performance aluminum control arms and knuckles, KW suspension with two-way adjustable competition coil-over shock absorbers with remote reservoirs.

The aerodynamic package features a carbon fiber “fanged” splitter in front and adjustable carbon-fiber wing with seven-position stanchions that allow up to an amazing 1,000 lbs. of downforce at 150 mph. Lightweight wheels, two-piece slotted StopTech brake rotors and Michelin PS Cup tires round out the Dodge Viper ACR package.

The 2010 Dodge Viper SRT10 ACR will make its worldwide auto show debut on Dec. 2, 2009 at the Los Angeles Auto Show.

Who Earned Their Keep in F1 (in Points Per Million)?

John Beltz Snyder — Mon, 23 Nov 2009 11:26:04 -0600

Porsche Announces 911 GT3 R

John Beltz Snyder — Thu, 19 Nov 2009 10:47:40 -0600

Porsche has announced the 911 GT3 R. Based on the GT3 Cup S, it is powered by a 480-horsepower, 4.0-liter flat-six. Porsche promises better driveability and easier handling than its predecessor, thanks to ABS, traction control, and throttle blip, making it “more appropriate for the ambitious amateur racing driver.”

The 911 GT3 R is scheduled to debut on January 14, 2010 at the Birmingham Motor Show. It is priced at the current equivalent of $414,950.

See it in the gallery above, or read the press release below.

New Racing Version for International GT Sport  Stuttgart. Following the Porsche 911 GT3 Cup, Dr. Ing. h.c. F. Porsche AG, Stuttgart, is entering yet another racing car in the 2010 motorsport season: The 911 GT3 R will be raced in series based on the international FIA GT3 regulations, thus succeeding the 911 GT3 Cup S. The main focus in developing this new model was on even better drivability and even easier handling.  The 911 GT3 R is powered by a four-litre six-cylinder boxer engine delivering maximum output of 480 bhp (353 kW) transmitted to the rear axle by a sequential six-speed dog gearbox.  The starting point in developing the 911 GT3 R weighing just 1,200 kg or 2,646 lb was the Porsche 911 GT3 Cup presented in September for one-make cup racing. Thanks to its increase in engine size by 0.2 litres, the GT3 R offers 30 bhp more than the Cup model. Both cars are based on the extra-wide body of the 911 GT3 RS street-legal sports car.  An anti-lock brake system (ABS), traction control and an e-gas with "throttle-blip" function make it much easier to get used to this new GT3 racing car than its predecessor, meaning that the new model is also more appropriate for the ambitious amateur racing driver.  Flared wheel arches added on to the body both front and rear bear clear testimony to the wider track than on the former model. And like all second-generation versions of the 911, the new 911 GT3 R also comes with striking LED rear light clusters.  The Porsche 911 GT3 R is making its world debut on 14 January 2010 at the Birmingham Motor Show. The car is built by Porsche's Motorsport Department at the Weissach Development Centre and will be delivered to Customer Teams the world over as of spring 2010. The base price of the Porsche 911 GT3 R is 279,000 euros plus local sales tax/VAT.

Winding Road Issue 52 Is Now Available!

NextAutos Staff — Wed, 18 Nov 2009 09:47:21 -0600

These four hatchbacks are up to something, and we aim to find out what. See how these four fiery hatches behave when we bring them together to see who is the hottest. Plus, don’t miss all the other great content in this issue of Winding Road, including:

- 2010 BMW 5-Series GT
- 2010 Aston Martin Rapide
- Mercedes-Benz SLS AMG
- Honda Fit vs. Smart ForTwo
- Living History: BMW M5 at the Nürburgring
- $40K Alternatives: Hyundai Genesis vs. Acura TL SH-AWD vs. Ford Taurus SHO
- SEMA 2009

This issue is packed with much, much more, so check it out in one of our two formats.

CLICK HERE to read this issue in our online viewer.
CLICK HERE to download an ad-free PDF from NextNewsStand.

And don't forget, you can buy a full subscription to Winding Road by clicking here. One year of ad-free, downloadable PDFs can be yours for the low, low price of only $4.99.

Formula 1: Mercedes Takes Control of Brawn GP

John Beltz Snyder — Mon, 16 Nov 2009 11:52:01 -0600

Mercedes-Benz parent company, Daimler AG, has announced that, along with Aabar Investments, it is taking over a 75.1 percent joint stake in Brawn GP, the winner of this year’s Formula 1 championship. Furthermore, the team’s name will be changed to Mercedes GP, beginning next season.

Ross Brawn, Nick Fry, and other partners will still control the remaining stake, and Brawn will continue as Team Principal.

Also of note, McLaren will buy Back Mercedes’ 40 percent stake in its team by some time in 2011, leaving McLaren independent. Mercedes-Benz will still supply engines to McLaren until 2015.

+ F1 Live: Mercedes take over Brawn GP

Driven: 2010 Acura TL SH-AWD 6MT

John Beltz Snyder — Tue, 27 Oct 2009 10:35:31 -0500

Opening the office door onto the parking lot, we shivered just a bit. It may have been the fall weather descending upon us, but the face of the Acura TL SH-AWD, it’s imposing, angular slabs of sheet metal glaring at us from under the slanted headlights and diminutive badge, probably contributed to our brief shudder. Having already seen, addressed, and come to terms with the TL’s appearance, we armed ourselves with the keys and got in.

Starting up the car, the feeling of the clutch is the first tactile sensation to grab us. The uptake is so smooth, it’s difficult to feel when the clutch is engaging. As we lift our foot, we feel for that telltale tension in the pedal that tells us something is happening. Instead, we feel nothing, and we have to listen very carefully to the engine, and feel from our seat, to know how quickly to release the clutch. Granted, all this happens in a matter of moments, but these are moments we are used to experiencing mostly through our foot. Not so with the TL.

CLICK HERE to continue reading this article.

Once the muscle memory in our legs recalibrated, we found that the TL was hot to trot. The 3.7-liter V-6 boasts a stable of 305 eager horses, each one reminding us that we love VTEC. With the SH-AWD display up on the instrument panel, we can see where all that power is being delivered. Driving around town, we laid it on pretty thick, and the all-wheel drive dropped most of the twist down onto the front wheels. Indeed, it felt like driving a front-drive machine, but without the torque steer, which, with a powerplant that can deliver gobs of the stuff freely (chirping tires in second gear came as easy as killing does to Rambo), could have posed a problem. Powering heavy through corners, we watched the all-wheel drive siphoning power from the inside rear wheel and applying it to the outside, always keeping us well on track and stable.

The manual transmission in the TL SH-AWD, however, was the keystone to the whole overarching driving experience. It’s clear that Acura put some thought, as well as some fine engineering, into this stellar six-speed gearbox. The throws are short and quick, and the shifter finds its way from one gear to another swiftly and crisply, with no ambiguity. The small leather-on-metal shift knob is reminiscent of that in the Honda Civic Si, sporty and satisfying to handle, so we were in love at first gear-change. With just quick wrist flicks, we were always able to be in the right gear before we even had a chance to think about it.

Which brings us back to that clutch. Once our right hand started to get into the fast shifts, our left foot simply fell into line. While the pedal never communicated to us, it engaged and disengaged just as quickly as the stick plowed through the gears. Meanwhile, the throttle response was sharp, and power was always at hand, like a dog pulling on its leash. All of a sudden, we realized what was happening as we found ourselves maneuvering nimbly through the traffic. It was almost like a point-and-click, “zone”-inducing sensation, where the car responded instantly to our every whim, ready for our next move as soon as we were, especially if it required a change in velocity.

With one exception. The TL was happy to nose into any turn as quickly as we wanted it, but sometimes, it felt like it took just a brief moment too long for the load to right itself back over all wheels. We could change lanes with the blink of an eye, but after a quick deke, it wasn’t always eager to switch back to the opposite direction. It felt to be an issue of weight shift, and the slight elasticity of the steering didn’t help with precision. In all, though, it was a minor flaw, and not one that ever made us feel unsafe. Call us picky if you want.

While Acura is Honda’s luxury brand, the ride wasn’t tuned too much for comfort. Yes, the suspension ate up a lot of the harshness, the car still communicated the feeling of the road. The tires talked just enough to keep us aware of what was going on below us. So, while the TL SH-AWD would be a fine vehicle in which to take your grandmother to brunch, it still inspired confidence when we needed it.

The interior was comfortable, yet restrained, as we’ve found before. The gauges were attractive and easy to read. The instruments (and there were a fair share included in the Technology Package included in this example) were laid out well, and didn’t feel cluttered. Not that it mattered all that much, as we were too involved in the driving experience to care too much about trivialities.

After our time with the Acura TL SH-AWD, we found ourselves daydreaming about it while driving other cars. We told our friends about the quick shifting and sweet helpings of torque. And the same vehicle whose looks originally left us feeling like a child at a parent-teacher conference, we were now gazing upon it from the window, our blood pumping a little bit faster when we thought about carving the inspired TL SH-AWD along our favorite roads, looking forward to our next opportunity to get behind the wheel.

Utah’s Experimental Speed Limit Increase Deemed Successful

John Beltz Snyder — Mon, 26 Oct 2009 10:19:37 -0500

According to TheNewspaper, the Utah Department of Transportation, which raised speed limits to 80 miles per hour on certain stretches of I-15, reported no downside to the experimental increase.

The UDOT selected stretches of road to increase the speed limit by five miles per hour based on crash histories. After watching and evaluating these roads, they discovered very little increase in actual speed.

“With the speed limit posted at 75 MPH, 85th percentile speeds measured between 81 and 85 MPH -- barely different from the 83 to 85 MPH speeds under the higher 80 MPH limit. The 85th percentile speed represents the speed at which 85 percent of free-flowing traffic feels is the safest. Engineers have determined that the greatest safety can be achieved when speed limits match the 85th percentile speed.”

So far, the UDOT is declaring the experiment a success, and will continue to monitor the interstate, meanwhile evaluating the future of other roads.

We are also pleased by this news, and hope to see this program expand to other parts of the country that could benefit from such experiments. We also want to know what you think. Would you support this experiment on your highways? Talk about it in comments.

+ TheNewspaper: Utah DOT: No Downside to 80 MPH Speed Limit Increase
via: The Truth About Cars

Video: Hennessey Cadillac CTS-V700 Launches So Hard It Scares OnStar

John Beltz Snyder — Mon, 26 Oct 2009 09:21:04 -0500

The 2010 Cadillac CTS-V is a true juggernaut, and when at the mercy of the guys at Hennessey Performance, it’s alarming. So alarming that, after pulling .99 longitudinal Gs during the launch of an 11.07-second quarter mile, OnStar was alerted to a possible vehicle emergency.

In the above video, see and hear the Hennessey Cadillac CTS-V700 (indicating its 700 horsepower) record an impressive time, and enjoy the resulting response from OnStar. They’re always so polite.

+ Autoblog: VIDEO: OnStar calls Hennessey after tuned CTS-V pulls .99 g

List: Top Ten $5K Rallycross Cars

Jeremy Cargill — Mon, 19 Oct 2009 10:46:45 -0500

Getting involved in rallycross racing doesn’t have to mean being part of a factory-backed team with piles of cash. The Sports Car Club of America offers rallycross racing at very little cost to participants. To get started here are ten cars that fit the bill for $5000 or less.

Video: The Dramatic Conclusion of the 2009 ALMS Season

John Beltz Snyder — Thu, 15 Oct 2009 14:44:07 -0500

In case you missed it, here’s the spectacular finish of the 2009 ALMS season at Laguna Seca.

Wow.

+YouTube: LagunaSeca09end

Winding Road Special BMW Issue Is Now Available!

Winding Road Staff — Tue, 13 Oct 2009 14:20:23 -0500

Winding Road presents its second Special Edition, the BMW Issue. Full to the brim with Munich’s finest, this issue includes our best coverage of the Ultimate Driving Machine, along with buyer’s guides and previews of some Bimmers yet to come.

This special issue is available only in downloadable PDF format from NextNewsStand. It’s yours for the super low price of $3.99.

CLICK HERE to download this issue.

Weekend Race Preview: Brazilian GP

John Beltz Snyder — Tue, 13 Oct 2009 11:49:35 -0500

Formula 1

Grande Premio Petrobas Do Brasil
Circuit: Sao Paolo, 2.67 miles
Qualifying: Saturday, October 17 @ 1:00 pm Eastern
Race: Sunday, October 18 @ Noon Eastern
TV: Speed (live)

Video: Felipe Massa Visits Maranello, Ferrari 458 Italia

John Beltz Snyder — Thu, 08 Oct 2009 14:51:44 -0500

Just after posting that injured Ferrari Formula 1 racer, Felipe Massa, could return to the test track as early as monday, we came across this video. It shows Massa visiting the Ferrari 458 Italia in Maranello, Italy.

Looking good.

+ YouTube: Felipe Massa di nuovo a Maranello / Felipe Massa in Maranello again
+ Top Speed: Video: Ferrari F1 driver Felipe Massa returns to Maranello and ends up in a 458 Italia

Formula 1: Felipe Massa to Possibly Return to Track as Early as Monday

John Beltz Snyder — Thu, 08 Oct 2009 14:22:57 -0500

Ferrari has revealed that Felipe Massa, who was struck in the helmet be a suspension spring during qualifying at the Hungarian Grand Prix in July, could return to the test track as early as Monday.

During his recovery from his injury (skull fracture), Massa has returned to kart testing, and, more recently, Ferrari's F1 simulator.

Also, Massa is scheduled to wave the checkered flag at the Brazilian GP on Sunday, October 18.

+ Formula 1: Massa could be back on track on Monday

Gamer: MotorStorm Arctic Edge Is A Good Blend of Fire and Ice

John Beltz Snyder — Tue, 06 Oct 2009 14:28:37 -0500

We’re familiar with the MotorStorm franchise mostly from the early PlayStation 3 title (simply called MotorStorm), which provided us with hours of explosive entertainment. Really, we exploded a lot. From using too much boost. Same with the sequel, MotorStorm: Pacific Rift. Knowing we would surely have a blast with it, we were excited when we received our copy of the new PlayStation Portable title, MotorStorm: Arctic Edge, to test out.

The newest MotorStorm title takes place in harsh climate and terrain of the Alaskan North. Glaciers, ice roads, and mountain peaks play host to eight different vehicle types (24 customizable vehicles in total), ranging from motorcycles to snowplows, in twelve different courses. Game modes include career mode, time attack, free play, and online multiplayer.

The arcade style of MotorStorm: Arctic Edge may turn off some of the more technical-minded fans of true racing simulators. The vehicles are based in reality, but aren’t necessarily based on actual models. The races pit different classes together on the same course. Motorcycles versus buggies versus snowmobiles versus big rig trucks is a common lineup. Furthermore, the tracks are works of pure fantasy, including ramps, tunnels, and inaccessible mountain peaks as the stage for this madness.

The driving itself is unrealistic, as well. Especially early on in the game, we found ourselves almost never using the brakes. Wide-open throttle was the standard, with plenty of time spent holding down the boost button for even more insane propulsion. True, if you hit something hard enough, you crash, and usually pretty spectacularly. In a moment or two, however, you’re back on course, flying through the mountains with flames coming out of your tailpipes.

The tracks offer quite a bit of excitement and variety. Each track is full of forks, some leading to shorter, but more treacherous paths, others offering more straightforward lines. The choices within the tracks are meant to level the playing field for the different classes of vehicles racing together. For instance, the snowmobile might do better taking the twisty high road, while the garbage truck may want to simply barrel along a snow field. The tracks are made of varying surfaces, which also add an element of traction (or lack thereof) to the competition.

As the game goes on, the artificial intelligence gets smarter, and the races quickly become more difficult. When, before, we just picked whichever vehicle was the most fun to drive, we found ourselves sacrificing entertainment as our desire to win grows stronger. Game mastery, at least for this title, we outgrew our simple need to kill time. We found ourselves momentarily frustrated as we adjusted to the learning curve, but soon found ourselves becoming more focused and more precise, and again finding a special joy from becoming more successful racers.

MotorStorm: Arctic Edge may not be for purists of racing simulation, but it also is not a title we would brush aside. Heck, we even have trouble putting it down. The game play evolves nicely, with hazards and obstacles posing more of a challenge as the player is forced to increase speeds to advance through the ranks. The courses are and vehicles vary enough to give a wide range of racing experiences. The game modes allow for more competitive racing style at times, or a more casual diversion at others. While this MotorStorm title may not push the boundaries of what we’re used to from the franchise, we think the formula works well. MotorStorm: Arctic Edge is simply fun, which is the most important thing, right?

And explosions. They’re important, too.

See screen shots of Motorstorm: Arctic Edge in the gallery above.

Abarth 500 R3T Debuts, Lends Name to Upcoming Trophy

John Beltz Snyder — Tue, 29 Sep 2009 12:04:24 -0500

We love the Fiat 500, so when we saw these photos of the Abarth 500 R3T, our hearts grew a tiny bit.

The 500 R3T debuted at the Sanremo Rally in Italy. It’s 1.4-liter turbocharged engine produces up to 180 horsepower. The car features a six-speed gearbox, adjustable suspension and Brembo disc brakes.

According to the press release, the Abarth 500 R3T will lend its name to a promotional rally trophy next year.

Check out the Abarth 500 R3T above, or scroll down to read the press release.

Abarth 500 for rallies launched in Sanremo
Abarth introduced its latest racing gem at the 51st Sanremo Rally. The new Abarth 500 R3T will lend its name to a promotional rally trophy in 2010, due to join the two track events (European and Italian) planned for the Abarth 500 Assetto Corse.
For Abarth, this marks a return to promotional trophy events, a niche it has made its own for more than thirty years. Since 1977, to be precise, when the first ever Autobianchi A112 Abarth Championship was held, followed by trophies for the Fiat Uno, Uno Turbo, Cinquecento, Seicento, Punto Kit and Super 1600, Stilo, Panda Kit.
The Abarth 500 rally version will be type approved for Group R3T, the category for turbocharged cars up to 1600 cm3 in capacity. This class will be the future of the specialism because it represents a good compromise between car cost and performance. Ideal for private drivers and young people who want to show their worth in a true racing car, capable of outstanding performance by any standard.
The Abarth 500 power unit is 1368 cm3 with a Garret GT 1446 fixed geometry turbocharger capable of delivering a power of 180 hp (132 kw) at 5500 rpm.
The gearbox is sequential, front meshing with 6 speeds and includes a multiplate self-locking differential, twin plate clutch and special half-axles.
Great care has been taken to ensure the suspension can be adjusted to obtain a ride suited to each driver's individual driving style. The racing shock-absorbers are adjustable, with coaxial spring and wheel to alter the ground clearance plus special shims to adjust the caster and camber angles.
The 7” x 17” OZ asphalt rims are designed for 19/62-17 tyres.
The Brembo brakes are all disc, ventilated at the front with 4 callipers, solid disc at the rear with brake distributor and governor. The handbrake is hydraulic.
The Abarth 500 is equipped with a special welded roll-bar integral with the body, the required safety devices and FIA type-approved seats with 6 seat belt anchorage points.
The weight is the lowest set by the regulations for this category: 1080 kg unladen.
Great care has also been taken over the details, beginning with a livery that is most decidedly in keeping with tradition, complemented by a lovingly crafted interior and instruments.
The Abarth promotional trophy regulation and timetable will be circulated in the coming weeks.
Turin, 25th September 2009

List: Our Gamer Wishlist

John Beltz Snyder — Thu, 24 Sep 2009 14:41:41 -0500

Unfortunately, we can’t always be behind the wheel. We certainly can’t do all the things we’d like to do behind the wheel. If we did, we’d go to jail. Or die.

Perhaps this explains our love of video games. They allow us to speed, swerve, even drive off cliffs without mortal or legal repercussions. And video games don’t require a fill-up every couple hundred miles.

While nothing beats caning our favorite automobiles on real pavement whenever we get the chance, racing games offer the opportunity to simulate driving cars we often wouldn’t be able to afford on roads we usually have access to. For this, we are thankful, and offer our wishlist, as drivers and gamers, of video games on sale now or in the near future.

Click through the gallery above to see our list, and enjoy.

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+ Top Ten Amazing Moments in Chinese Automaker Websites

+ The Top Ten Reasons to Love Monza

Weekend Race Preview: Singapore Grand Prix and Petit Le Mans

John Beltz Snyder — Tue, 22 Sep 2009 15:40:48 -0500

Weekend Race Preview:

Formula 1

Singapore Grand Prix
Qualifying: Saturday, September 26 at 10:00 am ET
Race: Sunday, September 27 at 8:00 am ET
TV: Speed (live)

American Le Mans Series

Petit Le Mans
Circuit: Road Atlanta – Braselton, GA
Qualifying: Friday, September 25 at 2:25 pm ET
Race: Saturday, September 26 at 11:15 am ET
TV: Speed (live)

Speed World Challenge

Circuit: Road Atlanta, Braselton, GA
Race (Touring): Friday, September 25 at 10:10 am ET
Race (GT): Friday, September 25 at 4:15 pm ET
TV: Speed, October 20 at 2:00 pm ET

Gamer: Gran Turismo for PSP

Seyth Miersma — Tue, 15 Sep 2009 11:02:21 -0500

We would imagine that by now, to tell our readers that the staff of Winding Road are huge fans of the Gran Turismo series of driving simulators would be roughly akin to telling them that water is wet—pretty obvious. That doesn’t make us at all unique, as millions of gamers with a jones for fast metal have known since the initial GT launched on the PlayStation One back in 1997. The Real Driving Simulator hit a resonant chord in that first year, and has continued to set the bar very high in each of its subsequent instantiations.

With that as our backdrop, you can imagine our excitement at being among the members of the media approved by Sony to take the latest version of the GT franchise, Gran Turismo for PSP, for a full test drive. GT PSP is the first ever version of the game to be made available for Sony’s PlayStation Portable, and like every other GT game, has traveled a long (some might say torturous) path from inception to public offering. The take-along version of GT was actually intended to be one of the early flagship games for the PSP—originally announced at the E3 conference all the way back in 2004. Creators Polyphony Digital are well known for stringing along GT fans with a heartbreaking announcement/delay/announcement/delay production cadence, but after five years of waiting GT PSP will be offered for sale on October 1st of this year. Having now played the full version of the game for a few days we feel that release date to be firm, but the question remains, is the final product worth the long wait?

CLICK HERE to continue reading this review.

Kicking The Tires

The sheer numbers involved with GT are mind-blowing enough to get even the most wait-jaded gamer pretty excited about this one. In fine GT fashion, this game delivers massive numbers of cars (800-plus), tracks (35-plus with most able to be driven both directions), and modes of play. But the hallmark of the series has always been the true-to-life driving dynamics of the vehicles on offer, not merely the great choice, and that accuracy has not be left off the PSP version.

While the tracks for GT PSP are taken from the earlier GT4 and Tourist Trophy games by Polyphony, the physics engine that runs it is derived from the much more sophisticated GT5 Prologue for PlayStation 3. Engine and driveline configuration, power, tires, suspension settings, aero, and much more, all drastically affect the handling characteristics of each vehicle on offer. As has been the case with every GT game, these dynamics don’t completely reflect the actual experience of driving the cars (something that is practically impossible to pull off without a full-scale, and massively expensive immersion type simulator), but they are superbly calibrated for consistency within the game world. Mid-engined supercars are twitchy and super responsive at the limit, powerful rear-drivers offer oversteer on tap, and front engine, front drivers show distinct understeer when pushed through corners. The delicacy and detail in the game physics is both astonishing and kind of intimidating for the novice GT player, as one is forced to really learn the idiosyncrasies of each vehicle before they can master it. Anyone schooled in the franchise will be able to pick these up with greater speed, but there are no gimmies here, GT PSP requires real dedication to excel at.

Graphics are pretty cutting edge for a PSP title, with the 60 frames per second running rate nice performance for the handheld. We experienced a few problems while driving the tracks that are heavily shadowed (Deep Forrest is a notable), where portions simply become too dark to see very well.

Solo Driving

Of course, the best way to master the subtler points of the GT universe has always been through liberal use of the “license test” modes, which are collectively called “Driving Challenge” for PSP. Starting with driving basics, and moving through the more complicated lessons of cornering, overtaking, and car control; the driving challenge lives up to its name without being so frustrating as to turn-off less skillful players. Most challenges are awarded gold, silver, and bronze trophies, with bronze level being fairly easy to blow through if you’re only interested in advancing the game. Silver and gold will offer considerably more of a challenge, and a much higher degree of that “wanting to throw the damned thing against the wall” feeling that inveterate gamers know well. Fair warning.

The single player mode, meat and potatoes of the game for loner types, offers a rich framework of racing for all skill levels and interests. Time trials, single races, and drift trials are all available in said mode, with each offering different ways to exploit and test your ever-expanding stable of cars. Each mode allows you to select the type of race (number of laps, level of competition), as well your car, and adjusts the competition based on the ride you select. Additionally, the computer AI will evolve with you as a driver, offering up stiffer competition, as you prove proficient with particular cars, and particular tracks. It’s a simple system (we’d prefer larger fields than the four car races offer), that allows for a challenging race environment, and doesn’t punish those people who enjoy driving the slightly slower/older/less powerful cars on offer. Your thing is driving the wheels off of a Honda Insight? GT has got a race for you.

Car Collecting

Collecting massive numbers of automobiles has always been a side pleasure of the series, so with 800 on offer here, you’ll have a great time trying to purchase them all. You begin the game with one car (we got a Mini Cooper) in your garage, and 100,000 credits with which to buy your way into other vehicles. GT for PSP shakes up the traditional dealership formula a bit though, as it doesn’t offer access to all of the manufacturers, all of the time. Instead, every two game “days” a new selection of four automakers is made available in the Dealerships section. Further, some of the automakers with a larger presence in the game will have a different lineup for sale each time they appear. This randomization may frustrate some, but it certainly offers incentive to keep playing, and keep checking back in. We’re still saving and waiting for our GT-R, our 22B, and of course the ZR-1 Corvette that graces the cover.

You’ll also have the option of trading for or sharing cars from the garages of your friends—just part of the deep multiplayer functionality that Polyphony has built into the title. Ad Hoc races with friends can total up to ten drivers, and should provide a pretty cool “party” style of gaming.

The Next Chapter

Given super long development time of GT for PSP and the intervening GT5 Prologue for PS3, it’s clear that not a lot of this game will point to the experience of the all-new and complete GT5. (Polyphony doesn’t miss a trick at promoting that upcoming, sure-to-be-a-hit game though, as there is even an unlockable new trailer for GT5 within the game.) That’s alright with us though, as GT PSP is great fun in its own right, and without doubt the best portable driving game we’ve yet played. We’ve no doubt that GT fans will be lining up for this one next month, especially considering the launch will coincide with Sony’s launching of the new PSP Go, a smaller, flash memory-based version of the handheld that will play downloadable games exclusively, instead of the traditional UMD discs. The PSP Go will have GT as one of its first offerings from the PlayStation Store, likely priced at the same $39.99 that the UMD version will command. Gran Turismo’s mighty mite is well worth that price, we say, and certainly a welcome new resident to the franchise that we’ve loved so much, for so long.