Editorial: Tumultuous Love Affair with the American Car

A matter of years ago, the US automotive industry was on the brink of implosion - sales to consumers had shrunk to dangerous levels, GM shuttered many of its historic brands in an effort to consolidate, and the foreign automakers were fast on the rise; eating everyone's lunch along the way. But earlier this year the revival of the US automakers became evident with the triumphant introduction of the seventh generation Corvette at Cobol Hall during the Detroit Auto Show. America's love affair with the American car has been burning bright again and Detroit has been making every effort to put the dark years behind it.

2014 Corvette Stingray (Photo courtesy of Chevrolet.com)

And yet, while there have been some tremendous efforts in recent years (the Ford Mustang and recently updated Chrysler 300 come to mind), I still feel like there is a lack of substance beneath the veneer of recovery. Due to my day job, I travel a fair amount and that means spending a fair amount of time behind the wheel of various rental in a variety of different locations throughout the US. This means that, along with my regular testing of cars for this blog, I get to sit in and drive a lot of cars, some of which I spend a fair amount of time with. As is typical, a lot of the cars end up being from US automakers who still make large fleet sales a sizable part of their sales numbers.

On paper, many of these cars appear competitive, offering attractive designs, loads of standard equipment, and reasonable pricing. In terms of innovation, most of these cars are a stutter step behind their foreign competitors as far being on the cutting edge, but there are areas where these cars are doing a fine job pushing the envelope. Point for point, they feel like they should be on par with their foreign counterparts, but as I spend time with them, I find that it does not take a deep scratch to expose what is really beneath the surface.

Take the Cadillac ATS, the most recent effort out of Detroit to take on the perennial sport-sedan favorite BMW 3-Series. While the latest 3-series is no longer the ultimate driving machine that the earlier generation cars were, improvements in technology and engineering still make it a formidable competitor for American pocketbooks. The ATS, on paper, offers a product that goes toe-to-toe with the 3-series in just about every measure, even coming within millimeters of the 3-series in virtually all exterior dimensions. Yet, the moment I stepped up to the ATS and examined it up close, the gap between the quality of the two cars became immediately apparent.

2013 Cadillac ATS (Photo courtesy of Cadillac.com)

Starting on the outside of the ATS, simple things like trim-pieces look downright cheap up close and the little details such as sharpness of execution of door sill plates or the assembly of the trim in the trunk seem noticeably of poorer quality. Moving to the driver's seat, while the immediate visual impression is that everything appears of quality, running my hands over the materials reveals a very different impression, with harsh grain patters, hard plastics, and the general tactile feedback not meeting the expectations set by the visual inspection. Move from the front seats to the back, however, and even the visual sense of quality begins to disappear as materials noticeably cheapen and things increasingly feel like afterthoughts.

Fire up the engine and two things immediately catch my attention: 1) the noise that the engine makes upon start-up was not given much consideration because it just sounds pedestrian and 2) the gauge cluster feels cheap somehow, despite the full-color LCD in the middle of it. Get on the road and the driving impression begins to reinforce the impressions left by the rest of car - the suspension is firm and provides fantastic grip, but gets unsettled easily; the steering is responsive without being communicative. Cadillac checked every single box it needed to check to make this car competitive on paper with the 3-series, and yet, the sum of the parts feels like it is just adding up a little short.

This is my overwhelming sense when driving cars from American manufacturers these days is that, on paper, they make wonderfully competitive cars that check all of the right boxes individually, but on whole, the cars lack a cohesiveness that German and Japanese automakers have managed to engineer into their cars with an attention to detail that still eludes US automakers. Every time I drive an American car, I feel like each individual component was assigned to an engineering team to complete, but nobody thought to take a step back and look at the car as a whole to make sure every component played well with every other one.

2012 Chrysler 300 (Photo courtesy of Motortrend.com)

One possible exception to this is the recently re-engineered Chrysler 300 sedan I spent a weekend with last year. Somehow, especially when compared with the previous rendition, everything felt like it clicked. It felt like there was a grand vision for how everything should feel and that every component contributed to that vision. Things did not feel like they were individually created to a spec, but rather the whole car was designed with a singular goal in mind. It made the car feel like it was more than just a collection of parts and my experience with it was therefore immensely improved as a result.

In the end, I am pleased that US automakers are at least trending in the right direction again. Ford, GM, and Chrysler have all made tremendous strides in the right direction and are finally putting out cars that, on paper, are able to match the capabilities of their foreign competitors. The next step that will allow them to truly match their competition would be to capture that essence of cohesiveness that is still sorely lacking in so many of their efforts. To do that, perhaps they need to start re-thinking how their cars are engineered or perhaps consider a shake-up of how the product requirements are identified when they are planning their new cars.

I genuinely want to like American cars. In fact, my father would love to go back to owning a big American sedan and my father-in-law would love to make his next car entirely made and assembled in these United States. The car that is closest to meeting my criteria is unfortunately too large for my tastes and not nearly sporty enough. Nothing else I have driven to date from a US automaker offers quite the right blend of qualities to capture my interest. Maybe I am just not in their target demographic or maybe I am just being too exacting, but whatever the case, a consumer like me is one that US automakers should seriously consider when they design their next generation of cars.

Perhaps building to that next level of exacting standards is precisely what US automakers need to do to get their cars to finally add up to more than the sum of their parts.

Test Ride: 2009 Triumph Sprint ST

I have always had a soft spot for Triumphs after hearing the triple on my friend's Speed Triple. And when Clinton Cycle in Camp Springs, MD offered the opportunity to test ride some Triumph motorcycles, I jumped at the chance. While the event offered a rather limited selection of bikes to ride, I did find the opportunity to ride a Triumph Sprint ST with Triumph's phenomenal triple motor.

Firing up the motor, the bike makes the most beautiful sound, even with the stock exhaust system. Picking the bike off the side stand, it feels heavier than my Ninja 650 daily rider, but is not off-putting and with a seat height that is completely manageable for my 31" inseam, the bike felt only slightly top-heavy, especially given the more sport oriented ergos.

Rolling out of the parking lot, the weight of the bike practically disappears. In fact, despite being a slightly heavy sport-tourer, at speed, it feels just as agile as a sport bike and is totally light and flickable, yet stable in even the most difficult corners. Pulling away from a stop, the sound of the triple through the Sprint's exhaust is downright intoxicating. Every roll-off the throttle triggers a cacophony of clicks and pops as the motor slows to an idle. Speaking of the 1050 motor, it is buttery smooth, with loads of torque down low. Every opportunity to rev it up when pulling away from a stop, I roll on the throttle just to enjoy the fantastic mid-range and strong pull from anywhere on the tach.

The one surprise for me was just how stiff the suspension was. While I understand that in order to get the bike to handle well, it needs to be set up pretty stiffly, for a  bike that is expected to eat up the miles, bumps seemed to transfer through the frame to the rider with a rather jarring motion, certainly much more jarring that a number of other sport-tourers that are on the market. Combined with the more forward-leaning riding position and the smallish fuel tank, I had some reservations about really using this bike for distance sport touring.

But honestly, the wonderful 1050 triple is enough to make me overlook the stiff suspension and the other minor shortcomings. This bike has such a strong motor and rides so well on smooth roads that I cannot help but fully recommend this bike for someone who loves to carve the canyons, needs to commute, rides three (possibly even all four) seasons, but can only afford to keep one bike. It really is a wonderful ride and I have added this bike to my short list of potential purchases in the near future. I do want to try the new Kawasaki Ninja 1000 to get a comparison because that bike seems like it is the perfect competitor to this one.

Thanks to Clinton Cycles for hosting the event.

Road Trip: Cruising Skyline Drive in the Shenandoah Mountains

This weekend was to be epic. I was traveling into the Shenandoah mountains for the weekend with a group of friends to spend the weekend drinking Scotch and Bourbon, smoking cigars, and cooking on the grille. On top of that, I had taken the day off to ride the entirety of Skyline Drive before arriving at the cabin we had rented for the weekend. Needless to say, there was no better way to enjoy this warm summer weekend.

My trusty steed, loaded up for a weekend with friends

The day started with me throwing the saddle bags on my trusty Kawi and strapping everything down tightly. Slipping into my gear and pulling on my helmet, I set off to begin my ride out to the northern edge of Skyline Drive, located in Front Royal, VA. But first, a quick detour to downtown DC to pick up a selection of cigars.

Smooth ribbons of gray surrounded by lush greenery

Back on the road, I had opted to take the highway to quickly get to the start of the fun, twisty roads. Stopping briefly to fuel up both bike and rider, I paid the entry fee and set off for 100+ miles of nothing but twisty, curvy, enjoyment. Buttery smooth pavement greeted me, along with Skyline Drive's notoriously slow 35mph speed limit. Just minutes in, I was also greeted by the Park Police welcome wagon and picked up a tail for about 5 miles. But I kept my throttle judiciously applied to maintain exactly the speed limit and before long, Johnny Law decided I was too boring to keep following and peeled away, allowing me to cruise in peace.

Beautiful views abound all along the mountain road

The temperature fell to a brisk, but comfortable level as I sailed deeper into the lush greenery. My mind cleared as my lungs filled with fresh mountain air and the sound of the parallel twin beneath me bounced off the road, filling my helmet with its pleasant thrum. This was nirvana and I was seriously alone to enjoy it. Not a soul in sight both in front and behind me for nearly the entirety of the 100 miles.

Keeping a relaxed pace, I was able to sail through the turns, maintaining a single gear nearly the entire way and never once touching the front brake and only periodically dragging the rear to tighten my line for a corner. Everything in my mind evaporated and I just cruised, enjoying the view of a sapphire sky contacting the jade green treetops, interrupted only by this ribbon of ash gray road on which I was traveling.

All too quickly, though, I reached the end of line. Up ahead, the Blue Ridge Parkway tempted with its many miles more of winding roads. Mentally kicking myself for not having allotted adequate time to go further, I did a quick time check and realized I would not be missed for another couple of hours. Recalling the many side roads that lead back onto Skyline Drive, I quickly decided that I would run through the middle section between Route 33 and Route 211. Ripping away down the road, I could not wait to get back onto Skyline for a little while longer.

During the weekends, Skyline Drive is a mess, overcrowded with tourists and filled with law enforcement officers looking to fill their ticket books. However, during the week, the road is clear and the opportunity is there for the intrepid soul to take some time off to enjoy themselves. If you ever find yourself down in the mountains of Northern Virginia, set aside a little time to take the cruise from Front Royal down to Waynesboro on Skyline Drive. And, if you are a fan of wine, there are a number of great little wineries in the vicinity of Waynesboro to be enjoyed.

Next time I will be looking to ride the Blue Ridge Parkway, but for now, the memory of this amazing day brings a smile to my face every time I think of it. This is an experience worth having for auto and moto enthusiasts alike. Take the time to get away from the world and create your own memories like this one.

Editorial: Are Future Generations of the Volkswagen Beetle Forever Doomed to be Chick Cars?

On the way to work Wednesday morning, I happened to pass by a new, 2013 Volkswagen Beetle Turbo. When I looked over, I noticed the driver was a woman. I started to think back to all the other Beetles I have seen over the years, and I noticed a trend. Nearly every New Beetle and "A5" Beetle I have seen to date has been driven by a woman, while the original Beetle has a well diverse mix of drivers. Noticing this trend got me thinking whether every Beetle introduced after the New Beetle would be forever doomed to be a "chick car."

I was not around when the original Volkswagen Beetle was introduced back in the late 1930s. Heck, I was not even around for a good majority of the original Beetle's incredibly long life cycle, but the Volkswagen Beetle soldiered on until 2003, when the last Beetle rolled off the factory and in to the sunset. Throughout its life, the original Volkswagen Beetle has always attracted a very diverse crowd of people. Men, women, senior citizens, young teenagers, and people from all walks of life could be seen driving some form of the original Volkswagen Beetle. In 1997, despite the fact that the original Beetle was still on sale in some markets, Volkswagen introduced the New Beetle in an attempt to inject new life into the aging moniker.

The New Beetle was a fairly big departure from the original Beetle. Overall, the car was more round and bubbly than the original. Volkswagen's paint pallet for the New Beetle included bright reds, yellows and even a neon green color. Car buyers and the automotive press immediately identified the car as being "cute." Over the course of the New Beetle's life cycle, I noticed that nearly nine out of every ten New Beetles I've seen on the road are driven by women. Everyone I knew that ever owned a New Beetle was a woman (with the lone exception of one guy who later traded his Beetle for a 8th generation Honda Civic Si coupe). The car's inherent cuteness seemed to attract droves of women to Volkswagen showrooms, all there to see the cute little "bug." At some point during the New Beetle's life cycle, Volkswagen even introduced flower shaped hub caps, and a flower holder for the cabin. With all these cutesy little additions, it is no wonder the majority of New Beetle buyers were women. At the very least, Volkswagen was pleasing its unintended target audience.

With the New Beetle's production ended in 2010, Volkswagen soon introduced another new Beetle. On April 11, 2011, the 2012 Volkswagen "A5" Beetle, simply known again as just the Beetle, made its debut. Realizing that they needed to draw in a larger audience like with the original Beetle, Volkswagen's redesigned 2012 Beetle takes cues from the original Beetle of yore, mimicking the flatter roof line and overall shape while taking things in a more retro but modern direction. On the marketing front, Volkswagen attempted to market the car as more masculine, showing print and television ads of men driving and enjoying the Beetle. Admittedly, the 2012 Beetle does have more performance chops than the previous models with a revised Turbo model.

The Turbo model shares the Golf GTI's 2.0 liter, turbo in-line 4, an optional DSG transmission, and a sportier suspension tune. But despite Volkswagen's efforts, it seems to me that mostly women are still drawn to the car. Of the six or seven "A5" Beetles I have seen scooting around the road (including the one I saw this day driving to work), all of them, even the Turbo models I have spotted, were driven by women in their late 20s to early 30s. Even when Volkswagen had the car on display at the Los Angeles International Auto Show this past November, most of the interested parties looking at the car were women. Upon seeing the car, my girlfriend had commented on how cute it looked. It seems the previous Beetle's "cute" curse had carried over to the new one.

The "A5" Beetle has been on the market now for only a little under two years now, so it might still be a bit premature to pin the car as a "chick car." If my current observations about the previous Beetle and the current one are any indication though, the current Beetle is going to be forever doomed as a "chick car" as well. Considering the life cycle of the two previous Beetles, it is going to be quite a while before Volkswagen designs another Beetle. Perhaps next time, they will get closer to their goal of making it more masculine. Then again, maybe it just does not matter.

Preview: 2014 Acura RLX P-AWS

Recently, while test driving the ILX, the opportunity arose to see in person the 2014 Acura RLX sedan. This was a true production ready car in FWD with the P-AWS (Performance All-Wheel Steer) and the Advance package. We took the opportunity to snap a few pictures and offer our thoughts on the car.

From the East
This is a car with much greater presence than I would have anticipated. It looks significantly better in person than the press photos or even any journalist photos can really capture and should make quite the impression when driving down the road. The interior looks much better in the rich black as it hides a few oddly placed cut-lines in the dash and the materials looked to be up to the standards of the class. I am looking forward to having the opportunity to drive the car when it becomes available at the dealerships later this year.

From the West

My first look at the RLX came during the Los Angeles International Auto Show (LAIAS), where the production version of the 2014 RLX made its debut. Upon laying eyes on the car, I was immediately drawn to the new “Jewel Eye” LED light cluster on the front of the car. The entire car itself blends nicely and is pleasant on the eyes, but it doesn’t seem to stand out very well in dark colors, like the black one that was available at LAIAS. Acura’s own press photos of the car in silver seem to work make the car stand out better. Unfortunately, the Acura representatives kept the doors locked, so I could only see the interior from the outside. From what I could see though, the interior looks very nice and upscale. Now we just have to wait and find out if the new Earth Dreams 3.5 liter, 310 hp V6 is up to the task of hauling this thing around.  

Test Drive: 2013 Cadillac ATS

Update: Click here to read our comparison of the 2013 Cadillac ATS against the 2013 BMW 328i

The Cadillac ATS is Cadillac’s newest entry into the mid-size sport sedan category, currently occupied by long time mid-size heavy hitters like the BMW 3 series and the Mercedes C class. Cadillac’s objective with the ATS is to compete primarily with the top seller of the mid-size sport sedan class, the BMW 3 series. The ATS 2.0T is Cadillac’s answer to BMW’s all-new 2.0L turbocharged inline-four powered 328i sedan, but can it dethrone the entry-luxury sales champ?

Having never driven any Cadillac products other than a current generation CTS back in 2008, we were not sure what to expect. Cadillac's repuation for being built for the geriatric crowd loomed in the back of our minds. Our test drive of the 3.6 liter CTS back in 2008 did not help break the stereotype with its dull feeling, mushy handling, and overall dry and boring demeanor. Sure, the car looked pretty nice from the outside (we are suckers for the Art and Science design philosophy), but if that is all Cadillac has to offer, they were going to struggle to meet their goals. With the ATS, Cadillac wants to bring in a new demographic to their show rooms: the young professional. Can it draw in a younger crowd and help make Cadillac truly competitive in one of the most crowded classes in the automotive world?

Editorial: Lane-splitting should be legalized in the US

In 2011, we looked at the subject of lane-splitting when a motorcyclist was rear-ended by an inattentive motorist at an intersection and had the good fortune to capture the entire situation on his helmet cam (see that post here).

More recently, the guys at RideApart assembled another video discussing the merits of lane-splitting and trying to make the case for why lane-splitting and filtering are good concepts that should be legalized in more places in the US.



My take on lane-splitting is that if it is done right and properly regulated (that means people filtering up to the front in stopped traffic and only traveling between cars during heavy congestion and at no more than a 10-15 mph speed differential), it is a benefit to all motorists and would encourage more people to take advantage of a less congestion inducing mode of transportation. It seems that the biggest hurdle to this happening appears to be drivers who feel slighted by the possibility of motorcyclists getting to move in front of them. While that entire argument seems silly to me, I ride and have done lane-splitting before in California. It seems that with proper education on all sides, the potential benefits greatly outweigh the potential costs.

Why would you support or denounce the idea of lane-splitting and do you have a specific experience to support your point of view?

Test Drive: 2013 Acura ILX 2.4L 6MT

The ILX is Acura’s attempt at moving further down-market, offering a car that will, in theory, appeal to a younger, upwardly mobile, audience that is looking to get their first taste of luxury as a part of their increasingly affluent lifestyle. Acura calls this, “Moving up without settling down.” Based on the ninth generation Honda Civic’s chassis, the ILX does not actually share much with its Honda sibling, save for the 2.4 liter inline-4 sourced from the Honda Civic Si, as well as the 1.5 liter hybrid powertrain sourced from the Civic Hybrid. But is the ILX a compelling enough entry level luxury sedanto be able to convince potential buyers to choose the Acura brand over such competitors as the Audi A3 and even Honda’s own Civic Si?

The ILX presents and aggressive and handsome fascia

The Good
The version we drove is the ILX 2.4 Premium, which comes with a 2.4L inline-4 mated to a 6-speed manual transmission that is exclusive to this trim level. Since the Premium package is the only available package on the 2.4 model, standard equipment is quite generous. Items like keyless entry with push button start, multi-angle rear view camera, heated leather seating surface for the front seats, xenon HID head lamps, and a whole plethora of tech goodies all come standard on this car. And for about $29,000, it seems like a pretty good deal. This is the same 201 hp, 170 lb./ft. 2.4 liter from the ninth generation Honda Civic Si as well as the ILX’s big brother, the TSX. The extra torque in the lower reaches of the tach really does help with daily driving and the extra mid-range punch makes passing less of a chore compared to some of the older, high revving Honda motors. In fact, we feel this motor is well-suited to the ILX as its intended audience will want a car that is easy to drive, but will provide power when needed.

From the rear, the resemblance to the Lexus IS is uncanny

One of the ILX’s best features is that wonderful 6-speed manual transmission. With a snick-snick motion reminiscent of a rifle bolt sliding into place and matched to a well-balanced clutch, this transmission is an absolute masterpiece, making the experience of rowing your own gears ever more enjoyable. The fact that this excellent example of the manual transmission will only account for a miniscule fraction of ILX sales is a travesty, but it guarantees that those who select this trim option will see them command a slight premium on the used-car market due to their rarity. Now if they would only include the limited-slip differential that comes standard on the Civic Si, the drive train would be one of the best combinations on the market.

The ILX chassis soaks up bumps surprisingly well and tracks quite well, exhibiting ride that is noticeably stiffer than the TSX. Steering feel is roughly the same as the Civic Si, though I find the steering to be a little more boosted than in the Si, resulting in a slightly artificial sensation when turning quickly. Brakes provide strong feedback, but just average performance, a characteristic that shows itself in nearly every other Honda/Acura product we have driven (with the exceptions of the TL Type S and the S2000).

The center console is clean, simple, and attractive

On the outside, the ILX bears a resemblance to the outgoing Lexus IS from the rear, but is all Acura up front and carries what may be one of the best executed versions of the Acura “power plenum” grille. It is clearly different enough from its Civic sibling that the average person would never know that beneath the skin of the ILX lays the same foundation as the lowly Honda Civic. The premium package’s 17” alloy wheels fill out the wheel wells nicely and the overall stance of the car is surprisingly aggressive.

The interior is nicely appointed with nice quality leather and soft touch plastics in all the right places. The center stack is actually fairly clean and organized compared to some of Acura’s previous offerings. The iMID display is nice and useful, but still feels about one-generation behind the competition in both size and function.

The Bad
Unfortunately, for $29,000, the ILX comes up a bit short on value. Since the Premium package is the only package available for the 2.4 liter model, you will never be able to get the high-end, ELS sound system or the hard drive-based navigation system. Also, if you have no clue how to drive a manual transmission (you should probably learn!), you're out of luck as the larger 2.4L motor, as mentioned earlier, only comes as with the excellent manual transmission. Can't drive a stick? Then you are stuck with the incredibly anemic 2.0L, or the wheezy 1.5L hybrid. Acura promised that once the Earth Dreams series engines were ready, they would go straight into the ILX, and frankly, they cannot get here soon enough.

The interior is typical Acura and feels right for the class

Handling, while decent, is nothing special. For the trim that is being marketed as the “performance” version of the ILX, one would expect it to demonstrate handling characteristics that at least better the base model and hybrid siblings. Sadly, that is not the case as the ILX has the same suspension tuning all around, regardless of trim or engine size. This is not to say the car handles poorly, but an opportunity to provide a truly engaging driving experience was squandered here.

Summary
To be completely honest, the ILX is a car we want to like. We really wanted to like it enough to take it home to complement an S2000 as a daily driver. In the end, there are just too many small shortcomings to the ILX, many the result of Honda's marketing decisions about this car. When test driving the car, we could not help but wonder, “what would convince someone to spend an extra $5000 over a fully loaded Civic Si to get the ILX?” The Acura badge alone does not carry the brand cachet to drive those extra sales. By the end of our test drive, we still could not answer that question. The ILX 2.4, for all intents and purposes, is a dolled up Civic Si, but without the optional navigation system and limited slip differential. Hopefully, once Acura starts including the different variations of the K24W Earth Dreams engine from the 2013 Honda Accord, the ILX will be a more compelling vehicle. And if we hear another Acura salesman tell us that the ILX is better than the Civic Si “because it's an Acura,”we might just punch that salesman in the face.

View from the East
As I currently own the TSX, it was natural for me to make the comparison between the ILX and my daily driver. I found the steering shockingly light, comparatively, but there are genuinely a lot of things to like about the ILX and I think there is a market out there for this car. If they can fix a few things, especially as a true sport model, they would be able to rekindle some of the lost magic from the days of the Integra. Right now, the ILX feels just a tad flabby in certain places and is, in my opinion, not nearly as good a driver's car as the TSX. Acura, please do something to make this car better; make it the awesome entry-level sport sedan that it has the potential to be and would make it a serious contender in the marketplace.

View from the West

To be completely honest, the ILX is a car I want to like. I really wanted to like it and take it home to supplement my S2000 as a daily driver. It is hard not to compare this car to the new Civic Si, which with the recent redesign, is a much more attractive option than in prior years. I just am not seeing what the extra $5,000 you spend on the ILX buys in terms of standard equipment, technology, or even driving enjoyment. Acura seems to have realized that the 2.0L version of this car is downright anemic and should be adding the new Earth Dreams engines to the line-up soon and will likely be making the automatic transmission available with the 2.4L as well. Perhaps that will be enough for the average driver, but for me, it just is not enough.

News Discussion: British Journalist Mark Hales Ordered to Pay $174,000 After Engine of Porsche 917 Race Car Blows Up

I spotted this article earlier today and thought it would be something interesting to share and discuss.

The story goes like this: British automotive journalist Mark Hales was given the opportunity to drive a replica of a rare, Porsche 917 race car on a British circuit back in April of 2009 for a piece comparing a classic Ferrari or the same era. The owner of the Porsche, retired race car driver and collector David Piper, agreed to lend the car to Mark Hales to drive and do a photo shoot. Hales, who apparently is not a racing amateur, took the car out, only to have the engine blow up on him during the track session when the he attempted to shift the gar from second to third gear. Rather than ensuring Hales that everything would be taken care of and that "shit happens," Piper chose to sue Hales in the amount of £111,000 ($174,000), £48,000 ($74,000) of which is for the damage to car, and the other £63,000 ($100,000) for legal fees.

Both parties agree that the engine failure was caused by over revving the engine, but Hales argued that the engine over revved because the car had popped out of gear. Hales points out to the British High Court that he had been having problems with the 917 all day. When he attempted to shift from second to third gear, the transmission popped out of place, causing the engine to over rev. Prior to the track session, Hales said he had a conversation with Piper, agreeing that he would be responsible if he crashed the car, but that Piper would be responsible for any mechanical damage. "It was a gentleman's agreement and I didn't write it down," claims Hales.

Piper, on the other hand, argues that he had instructed Hales to keep the car under 7,000 rpm, and that he had no conversation with Hales regarding his responsibility for mechanical damages prior to the track session. In the end, the court sided with Piper, claiming that it was Hales' driving, not the car, that caused the engine failure.

Unfortunately for Mark Hales, the cost of legal fees has forced him to sell his possessions in order to pay his lawyers. Hales also mentions that if the court upholds its ruling, he will have to file for bankruptcy. Luckily for Hales though, kind hearted British auto enthusiasts have set up a fund to help Hales pay off the £111,000.

So my question, dear readers, is this: do you think the court's ruling is just? Was Mark Hales' driving at fault for causing the engine failure, or was the age of the car the problem?

Link to original article:
http://swns.com/news/motoring-journalist-forced-pay-110k-porsche-owner-test-drive-blew-engine-30381/

Test Drive: 2013 Honda Accord Sedan Sport 6MT

Update: See how the Honda Accord did in our 2013 Mid-Size Family Sedan Comparison.

The 2013 Honda Accord marks the beginning of a perennial 10-Best winner’s ninth generation. Anytime an entirely redesigned Accord hits the market, it begs the question, “Is it as good as the previous generation; or better even better?” To find out, we looked at the Accord Sedan in Sport trim with the 6-speed manual transmission. This is an entirely new trim added to the Accord line up and slots in between the LX and EX models, adding a few items and tweaks to the LX, heavily focused around injecting a dose of sport to what would otherwise be just another mid-size family sedan.