2009 Ford Fusion SEL

By: Nathan D. Adlen

I’ve said it time and again, if you have a car that makes you happy, even a little bit, the personal benefits tend to outweigh the expense. So, what if you could get a car that was very affordable and still makes you happy?

A 2009 Ford Fusion might fit that bill.

Starting around $18,000 and peaking at about $30,000, the Ford Fusion packs in a lot of features for a reasonable amount of money. Even the base model has quite the standard equipment package. With up to $2,500 in incentives, moving up to a mid-level Ford Fusion can be reasonable (and downright rewarding if you pony up the extra dough to get the nifty SYNC system – which integrates your communications and entertainment systems into a user friendly, voice activated interface. It’s not available on all Ford Fusions.

With some of the incentives making a well optioned Ford Fusion as cheap as some economy cars (the market is primed for selling them); they represent an honest bargain for your dollar. Expect the Ford Fusion to be heavily revised within a year or so as the completely new Mazda 6 is about to debut (the made in Mexico Ford Fusion is based heavily on many of the same components of the outgoing Mazda 6). It will not be long before the next Ford Fusion gets the new Mazda 6’s goodies – which will bump up the price and mitigate your negotiating power. Dealers will be pushing to make a deal (to thin out the current inventory) and with the economy being what it is – you can push back and get some serious discounts and concessions.

Three things make the Ford Fusion a great package (in any trim): looks, handling and pricing. The 2009 Ford Fusion looks great, with a low, aggressive stance and well executed lines – the Ford Fusion has all of its lines moving in the right direction. The three bar grill and expressive, jewel-like headlights make the Ford Fusion look almost menacing – which is a good thing. If you go big with the 18 inch wheels (part of the $895.00 ‘Sports Package’), you will tap into one of the nicest looking Ford cars in their fleet next to the Mustang.

Some cars have a certain driving disposition that feeds into their personality. I think the Ford Fusion has a fairly pleasant demeanor the same way an old friend does. Someone you look forward to seeing who is reliable and makes you feel good. This is the same friend who makes the mundane fun and is someone who won’t embarrass you in front of your family. Still, there are those other friends who you do stupid things with that are a lot more exciting; the Ford Fusion is the sober buddy who bails you out later.

Not that there is anything wrong with the Ford Fusion; quite to the contrary, this is a very good handling sedan that is comfortable to drive – if a bit slow. Yup, the 2.3 liter, 160 horsepower, (156 lbs feet of torque) 4 and the 3.0 liter, 221 hp (with 205 lbs feet of torque) 6 cylinder motivators for the Ford Fusion are a bit inadequate.

The Ford Fusion moves along smartly when you pair the 2.3 liter engine with a 5 speed manual. Opt for the 3.0 V6 and you will get slightly faster take-offs and MPG if you opt to forgo the all-wheel-drive system (which is only available with the combo of the 3.0 liter V6 and the 6 speed automatic transmission). Keeping the Ford Fusion’s all-wheel-drive system is a smart idea if you expect to encounter wet or slick road conditions and it is a bargain compared to most of the other all-wheel-drive competitors.

Keeping with my theme of fairly affordable vehicles, I opted to evaluate only the Ford Fusions with the 2.3 liter, 4 cylinder with the 5 speed manual and 5 speed automatic (the 6 speed automatic is available only with the V6). Yes, I’ve driven a rental Ford Fusion with a V6 and it was a nice ride – but the 4 cylinder is cheaper, less thirsty and can be quite a bit of fun.

Remember how I mentioned that the Ford Fusion can make you happy? Yup, it has the makings of a fun car. Just remember to visit a few bends, corners and hairpin turns while keeping the engine on boil and - “blammo!”- you’re having fun! The chassis is extremely well balanced and steering is direct and easy to modulate. If you are hip to manual transmissions, the 5 speed working with the 4 cylinder is the way to go (and nearly $900 cheaper than the automatic). If you upgrade to the $895.00 “Sports Appearance Package” you will have a sportier suspension and much better wheels and tires – suddenly, this car becomes a lot of fun.

Sitting in a Ford Fusion is fairly pleasant and you are rewarded with a sharp looking interior, even on the base model. I am not much of a fan of the radio controls and dislike the Ford Fusion’s automatic transmission D and L only selection – old thinking to be sure. But, those are my only interior gripes as the rest of the Ford Fusion’s interior is attractive and well assembled.

My main gripes consist of the lack of power, medium fuel economy and the optional only stability control (which used to not even be offered). One more problem – the very well made 2009 Hyundai Sonata is its direct competition (the Chevy Malibu, Honda Accord, Toyota Camry, Nissan Altima, Volkswagen Passat and Subaru Legacy are on a slightly higher level on price and performance). The Ford Fusion vs. the Hyundai Sonata would be a bloody cage match – one that I fear the Ford Fusion would loose in the MPG, packaging and warranty department. The scrappy Ford Fusion still manages to fight toe to toe by using its better looks, cheaper out-the-door price and (generally) playful driving experience.

What I liked most was driving a simple highway route and venturing onto a few back roads. Pleasant riding commuter stealthy converts into a sporting sedan – nice. It got better when I tested out the rear seats and discovered that two real sized adults fit comfortably. Three are a squeeze, but mix up the passengers with a kid or two and you’re sitting fairly comfortably.

Trunk/boot size on the Ford Fusion is a very useful at 15.8 cubic feet. The square shape makes it more utilitarian than some of the competition whose trunks may be just as large – or larger, but mitigate their usefulness with a hard to accommodate shape. Add to this a 60/40 split folding rear seat, fold flat front seat (on the SE and up) and the Ford Fusion can hold an unexpectedly large amount of cargo.

My 2.3 liter Ford Fusion kept me entertained until I pulled up to the gas pump. Spirited driving (despite the economical combination of manual transmission and 4 cylinder engine) and highway cruising led to a mediocre 87 octane average of about 24 MPG. The Ford Fusion’s competition (Honda Accord, Nissan Altima, Hyundai Sonata, etc.) do much better. However, taken with the major discount for the final price, the Ford Fusion still bodes well for the pocket book.

Take my advice: if you’re in the market for a Ford Fusion, forgo the base S model and pony up a wee bit of extra green for the SE or even the SEL models. One of the coolest additions you can get (or add as an option) is the slick Microsoft’s SYNC system (which is either part of a Ford Fusion package or just about a $400 addition – on some models). Though I’ve only used it on a Ford Focus demo model (trust me, it’s the best feature on the Focus), the SYNC’s voice recognition and easy access to media made it a must have toy. I wish Microsoft would let you change the response voice from a generic woman to something you want – I would get Mr. T or Fran Drescher just to freak passengers out.

Could you imagine the response to your musical or hands free phone request? “I pity the fool who messes with my presets – succah!” Or (in a whiney accent from Queens, New York), “Oh no, don’t forget to call your MOTHER, waaaaa!” How cool would that be? Or, maybe I should lay off the heavy caffeine before writing.

Anyway, I find the 2009 Ford Fusion a charming little family car with just enough character to make it fun. If you get the Ford Fusion SE and add the $895 “Sports Appearance Package,” the $395 “SYNC” package and the $150 “Electrochromic Mirror with built in microphone,” then negotiate like crazy to drop the under $22,000 price - you will have a sweet ride that has just enough charm to make it fun.

And in the end – fun is something so many of us are missing. Good show Ford.

2008 Saturn Astra XR 4 Door

By: Nathan D. Adlen

If you are a Star Wars fan and remember when Luke yelled, “NO!” as Darth Vader hacked down Obi-Wan Kenobi – then you know the exact same, “NO!” I yelled when I test drove the 2003 Saturn Ion. The simple and playful S Series’ comparative good looks, ease of operation and basic instrumentation was replaced by the Ion’s – err… lack there of.

Imagine my surprise and delight when I saw the new Saturn Astra at the Los Angeles Auto Show a few years back. I knew from other publications that it was based on the European Opel Astra, built in Belgium and was well liked across the pond. It looks just like its European brethren and drives like an autobahn dream.

Aesthetically (I’m a sucker for a good looking car), the Saturn Astra is WAY better then the Ion. In fact, let’s forget the Ion altogether, it was like a bad sequel that was made up for (add your Star Wars comment here_______). Large, curved headlights that contain binocular-like beam projectors, give a sophisticated air without being pretentious. The grill is similar to the VW Rabbit’s (as are many features – that’s a good thing), and all of the sharp lines pinch off in the rear of the car where the taillights compliment the headlights beautifully. Thin pillars and high shoulders mirror much more expensive German cars and give the Saturn Astra a solid, no-gimmicks image; yet, still make it unique, especially in the United States.

Once again, the Saturn Astra pays homage to the Volkswagen Rabbit. This is noticed when sitting in the well bolstered front seats. Fairly elegant, soft materials and well placed instrumentation could easily be compared with the German benchmark’s setup. The only exception is the setup of the switches and buttons. It takes some time to realign your thinking and get used to symbols and icons that are not common on other cars sold in the states. Still, once you get past a few minor changes, the Saturn Astra is a very nice place to sit, nicer than any other American brand’s interior in its class.

The back seats are comfortable and provide a very useful perch for children and very little ones in cars seats. It’s very easy to reach over and assist from the front seats. The 60/40 split folding rear seat is a breeze to work and once down, the cargo floor is fairly flat and has space that is competitive with the Mazda 3, Volkswagen Rabbit and Dodge Caliber’s. Adults will find the rear comfortable for two and a squeeze for three. Tall people may struggle a tad to shove their feet under the front seats and squeeze their knees together, but that is only if the people in front are equally tall.

If you are tall, do not forget to use the height adjusting ratchet BEFORE you sit down! After smacking the side of my head so hard that my right eye welded shut and teared for five minutes, I realized the previous driver was tiny. After a few moments of indignation and pain, I found a rather comfortable position and scampered off. As the throbbing subsided, I realized that the former driver (who must have been less than 5 feet tall) found the Saturn Astra as user friendly as I did.

More good news: Saturn Astras come with a host of new safety features, along with several standards (such as 6 airbags and anti-lock disks). An active head restraint moves the headrests forward in the event you are rear ended. This minimizes the chances for serious neck injuries. Also, to help prevent lower leg injuries; the pedals are made to pop off in the event of a serious impact. Don’t worry, they wont pop off under normal driving conditions – I pounded my size 13 boots mercilessly all over the gas, break and clutch pedals during hard cornering and they stayed right where they supposed to be.

Cornering is what the Saturn Astra is all about. With a very solid chassis and no rattles, I threw the front drive hatchback into a series of bends that greatly upset my last testers. The Saturn Astra merely dipped slightly forward, made a mellow skidding noise, rolled just a tad and yanked itself through the hard transition like a champ. I got the impression that this was what the Saturn Astra did best – and I was right. Few front drive cars can handle real hard cornering. This is what is so rewarding about the Saturn Astra. I was even doing it with lower road grip, all season tires.

Having suspension geometry similar to the last VW Jetta (with a rear torsion bar setup, independent front) was a wise decision on GM’s behalf. The long wheelbase and wide stance give the Saturn Astra a sure footed feeling. The electrically assisted steering needs to add a bit more road feel, but it’s fairly precise in operation.

It was at that moment of fun that I realized the Saturn Astra’s greatest flaw – 138 horsepower (and 125 lbs feet of torque) were merely adequate. It is a mystery to me why GM opted to keep the power so modest when they have other Ecotec engines that have a lot more grunt and manage decent mileage numbers. With the Saturn Astra’s 24 mpg city and 32 mpg highway with the 5 speed manual (24 city and 30 highway with the automatic) economy is about mid-pack compared to the competition. Still, this chassis could handle so much more and deliver much more excitement.

There is another problem - price. Though a fully loaded price just under $23,000 for the 4 door, automatic Saturn Astra XR is fairly reasonable, it is not the bargain it should be. That price is dangerously close to Mazda Speed 3 territory and surpasses the Volkswagen Rabbit 4 door’s fairly well optioned price. The Saturn Astra can not come close to the Mazda’s performance capabilities and the VW’s refinement / pedigree are a few steps beyond the Saturn Astra’s. A few thousand dollars less would make the Saturn Astra a much more compelling package (even with the mid $15,000 base price for the stripped version – an additional $2,000 or so is needed to get air conditioning and an automatic transmission).

Keep in mind that the Saturn Astra’s time may have finally come. After a fairly slow first year, gas prices and the economy in general have many folks considering new ways to get around. Dealerships are boning up for larger discounts and former SUV owners are looking for a thrifty ride that can still hold lots of cargo and provide a nice perch to dive from. Indeed, the Saturn Astra may be a well timed addition to General Motor’s fleet.

As I stated earlier, the Saturn Astra compares favorably to the Volkswagen Rabbit. The level of electronic sophistication and interior build materials are nearly equal. After driving both back to back, I would say that the Saturn Astra wins the bang-for-your-buck category and is slightly more satisfying to drive. Though, the Rabbit has an option for an MP3 jack and the Saturn Astra does not even have an option for one. I find the rear hatch and ingress/egress easier in the Rabbit – by just a bit.

The best way I can compare the Saturn Astra to any rival is to simply say it is Saturn’s (ala General Motors) interpretation of a Rabbit. GM has a better warranty and better prices than its German rival. Hopefully, they will see fit to add a “Red Line” beefed up Saturn Astra as they have in Europe. Or, simply squeeze the red-hot 2.0 liter, turbocharged, 260 horsepower (better than a Ferrari 308 GTB!) Ecotec into the Saturn Astra, add a few performance modifications and turn it loose.

Given the quality and European pedigree you get with the standard Saturn Astra, you are bound to enjoy the ride. I recommend the extra cash (a hefty $1,200) and get the big dual panel sunroof and stick to the higher end XR model as the XE forgoes air conditioning and has wimpy, steel wheels with hubcaps. The Saturn Astra’s 4 speed automatic transmission is a good match for the 1.8 liter engine and still proves economical; however, it is a $1,325 addition – which is a bit steep for auto-boxes in this class. There is an option for Stabili-Trak Stability Control which is an option just shy of $500.00 and gives you an extra measure of control. If you live in cold/wet climates, this would be an ideal add-on.

There is one more thing to consider about the Saturn Astra – it comes in a nifty 3 door. The overall performance of the Saturn Astra XR 3 door (it only comes as the higher end XR) is a wee bit more athletic than the 5 door, with a better turning radius and rate. Back seat comfort is good for a coupe and it can still swallow a decent amount of cargo. If you don’t mind loosing the utility of the two rear doors, you can be rewarded with optional, sweet looking 18 inch wheels that truly compliment the looks of the Saturn Astra 3 door… curious that they are not even options on the 5 door.

When I finish evaluating a new car, one of the final questions I ask myself is whether or not I would buy the aforementioned for myself or recommend it to a friend. Saturn’s Astra is a sophisticated small car that treats its driver to a comfy, upscale interior and driving dynamics that compete with any car in its class, with the exception of overall horsepower (138 is okay – 238 would be better).

Any friend of mine who wanted something new, good looking, rewarding to drive and well put-together in this bracket… yes, this is a great choice. My choice for the price would be something so fast that it is bound to get me in trouble (like the Mazda Speed 3 or Chevy HHR SS). But, if I had more sense and needed a nice commuter that had utility, nice seats and an air of sophistication – and if my wife had anything to say about it, then yes… the Saturn Astra would be a hell of a good choice.

So, am I over my horrified reaction to the debut of the (un-missed, un-loved and un-wanted) Saturn Ion? Yup, thanks to the new batch of vehicles Saturn is offering, I feel much better. You will too after a test drive – just don’t forget to bargain hard – even if they say they don’t negotiate. Just yell, “NO!” and run out for a few minutes. By the time you return, they may be willing to make a deal.

2008 Nissan Rogue

By: Nathan D. Adlen

Before I test a vehicle, I peruse the specifications sheet. I look for positive points - ah-la turbo, supercharger, ram air, 6 speed manual, etc. Also, possible negative points like low power, heavy weight, optional traction control and, especially a CVT (continually variable transmission). Think of a CVT as a stretching rubber band that alters its tension between the running gear and engine for optimum power delivery and efficiency without the need for shifting.

The Nissan Rogue’s only transmission choice is the CVT and I was ready to condemn it right away. Funny thing, it was not as bad as I was expecting it to be. Up until now, the only CVT I remotely tolerated was on the Mitsubishi Lancer which was designed to simulate gears. Fake, but fun, I guess. You can get a similar set on the Nissan Rogue. The Nissan Rogue’s CVT still had a few issues (such as noise), but it did return outstanding mileage and decent power delivery.

Oh man… I’m about to say it – the Nissan Rogue’s CVT isn’t that bad…

As for the rest of the Nissan Rogue – think of it as a mini, cheaper Nissan Murano and you get the gist of what the designers at Nissan were aiming at. A 170-hp 2.5-liter 4 cylinder engine is the only motivation available for the Nissan Rogue; it is a nice little engine. Peppy and eager, it launches for a stoplight are quicker than many would expect, even with the optional “Intuitive” all-wheel-drive. The engine sounds fairly athletic, but the tunes sour a tad with the racket the CVT makes. It’s not too bad and the 175 pound feet of torque pulls you ahead with aplomb.

Nissan designers used the Nissan Sentra’s chassis and several components to incorporate into the Nissan Rogue. I feel the design language and execution of the Nissan Rogue is better than the Sentra and the CVT transmission is better suited for the Nissan Rogue. Regardless, I wish they had a manual option for driving enthusiasts. This could convert the Nissan Rogue into a more performance orientated vehicle.

I’m not that excited about the design of the Nissan Murano, but the Nissan Rogue seems to be less eccentric. It is a question of taste. I like the conservative, yet playful design language of the Nissan Rogue’s lines. It doesn’t say, “Look! I’m square and tall; I MUST be made for off-road,” like many SUVs. I think its French accent surfaces (Nissan is aligned with Renault) and it says, “Look at my très magnifique simplicity, I am designed for zee’ street and am proud of it!” It is stylish, and with the exception of the front grill, tightly packed. The grill is cheese-grater like and kind of reminds me of a cartoon animal’s face.

There is a feeling of feminine esthetic that surrounds the Nissan Rogue for me. I’m not saying that the Nissan Rogue was deliberately made or marketed for women, but it reveals a quality that imparts something less wana-be manly than the competition. Even the interior says something more than “utilitarian” as there is no cheap attempt at any chunky knobs, fake screw heads, or faux steel and overdone gauges. It is a simple yet attractive place to be. I think if you compare the Nissan Rogue to other cute/smart cars and you’re on the right track.

Speaking of track, that’s where the Nissan Rogue shines. I love the way it handles and how light it feels on its toes. Good steering communication (the electronic power steering keeps the Nissan Rogue from steering great) and just enough grip make driving the Nissan Rogue rather entertaining. Compared to most of its competition (the Jeep Compass, Honda CRV, Toyota RAV4, Mitsubishi Outlander, Saturn Vue, Subaru Forester, Hyundai Tucson, etc.) the only small crossover that imparts more pleasure cornering would be the new Mazda CX-7, with the Subaru Forester at a close second.

Where the Nissan Rogue potentially shines is in the bang-for-the-buck category. I say “potentially” because many of the option packages Nissan provides are way too expensive (e.g. the leather package on the SL, with all of the bells and whistles you need to get it is a ridicule’ $5,200!) mon dieu! I highly recommend you avoid the option packages as many require other packages before you can actually add them.

Starting at $19,430 for the Nissan Rogue S base model front-wheel-drive and peaking at just a hair under $30,000 for the fully loaded all-wheel-drive Nissan Rogue SL, you do have quite an arc when it comes to what you need verses what you want in this vehicle. Once you begin to outfit a Nissan Rogue SL, you are in the same dollars and cents category as the Nissan Murano which is a far more substantial machine.

I do recommend the extra $1,200 for the all-wheel-drive option as it works seamlessly with the Nissan Rogue’s CVT and traction control system. Yes, many don’t need all-wheel-drive and buy SUVs for their other attributes (such as ride height, load capacity and go-anywhere looks), but much of what makes a crossover SUV compelling can be substituted with the logic of a car. In fact, I would recommend moving to the well optioned Nissan Versa if you only wanted front-wheel-drive as this is a more economical, nearly as roomy and frugal choice.

There are a few noticeable flaws in the Nissan Rogue that are not as apparent as the looks or driving dynamics. Load capacity is a major issue for me. Look, I’m a big boy (250 lbs worth) and I have some husky friends. So, let’s say I wanted to go fishing with a couple of my meaty friends, who are a tad larger than me – and opted to bring my mouse-like sister for a giggle… We would easily surpass the maximum load capacity of 900 lbs. Many mini SUVs and crossovers have the same weight flaw as the Nissan Rogue and you need to look into it before you buy.

Another issue with the Nissan Rogue (other than its rather silly name – come on, Rogue? It’s not that much of an anarchist I’m afraid) is the rear seats. Nearly every competitor’s back seats recline or slide forward and aft – or both. The Nissan Rogue’s back seats do neither and don’t even have a folding center armrest. Luckily, there is competitive rear leg and head room. The Nissan Rogue does have a trick little storage system that pops up from the rear loading area which allows you to separately store items (like groceries) in three, large trays separated by a mesh net.

There are a few neat touches to the Nissan Rogue’s interior that are rather thoughtful. I liked the big glove box that had several spots to store things like ipods, cell-phones, CDs and other odd sized items. The center armrest is a handy size without being too large and the door pockets are well shaped for maps and bottles. It all works well and I find the lighter color interior choices to be more attractive.

Front seat comfort is very good. However, I had a hard time finding that “just right” seating position and my right knee kept grazing an outcropping directly above the climate control dials (sometimes it sucks being a “big boy”). My friends were comfortable sampling the front and my Smurf-like sister would have no problem in the driver’s seat. I think the Nissan Rogue would make an excellent choice for short people given its easy to reach controls, easy to access ride height and fairly low (for an SUV) step-in height. Also, keep in mind that although front and side sightlines are quite good, the side/rear ones are compromised by the shape of the rear quarter flanks.

This is one of the smaller SUVs in its class and you might notice some lack of cargo capacity, especially compared to a SUV like the Honda Element (which, strangely enough has a terribly low load weight capacity too) given its boxy dimensions. If loading more than two children and some groceries is on the agenda, look for larger SUVs (I still highly recommend the Mitsubishi Outlander). The Nissan Rogue is not a load king compared to most of its competition.

Despite having P215/70R16 all-season tires, the Nissan Rogue imparted excellent grip and great stopping power with its 4 wheel disk brakes. I keep coming back to its performance and economy (did I mention the all-wheel-drive Nissan Rogue’s 24 MPG combined?) because it allows me to forgive most of its shortcomings.

This is a fun little machine to drive and blaring tunes through its excellent Digital Bose® audio system with AM/FM/in-dash 6-CD changer sound system while mashing the big pedal is a sure-fire cure for the blues. Thank you Nissan Rogue for having a MP3 jack on the stereo – there is no excuse not to have this key item anymore.

If you enjoy driving and like a small car that looks like crossover SUV, has an artistic French thing going on with its design, then the Nissan Rogue might be le voiture merveilleux for you.

Crashing on the Lamborghini Reventon launch...

By Greg Fountain

Fate has never had a clumsier moment than when it decided that I should be the first journalist in the world to drive the €1m Lamborghini Reventon. At the time it was the only finished example in existence and it had already been sold. So no pressure.

Scary enough for a skilled supercar pilot such as our own Chris Chilton, but there’s never a Chris Chilton around when you need one. In fact, there was only me. We didn’t have the heart to tell Lamborghini that we were sending someone to drive its priceless piece of sculpture who is less well equipped than a polar explorer wearing short trousers.

Still at least it was dry when I woke up on the appointed day in Bologna. At least I wouldn’t have the absurd task of placing 641bhp through the wheels onto a greasy track. I managed a croissant.

At the secret test track a ten-strong team of Lambo engineers wearing black uniforms unloaded the shimmering beast and began polishing it earnestly ready for its first-ever drive by a mortal. They did a fairly decent job of not looking worried when the mortal arrived, looking more like an American tourist than someone a bit handy.

'Are you familiar with ze track?' I was asked. I confirmed that I was not. 'Ok. We show you, yes?' Yes.

An Italian called Carlo, weighing approximately three times less than me then hopped into the driving seat of a handy Nissan 350Z and, with me holding the shotgun, executed three dreamily perfect laps, complete with commentary. I tried to concentrate. Then we swapped seats, while the black-swarm of Lambo blokes eased the Reventon across the apron to the start straight. My first lap in the Nissan was a bit scruffy and rather slow, but by the second I had plucked up enough courage to enter turn three stupidly fast, giving me the opportunity to demonstrate oversteer and understeer in a blurred succession before fishtailing onto the grass and setting off on a massive excursion which ended in a sickening crunch against a grass bank. It took me and Carlo almost five minutes to walk back to the edge of the track (we could have done with a car really) where the Reventon crew were standing in awed silence. In the rain.

'Right,' I said. 'Think I’m ready now.'

The Reventon takes 3.4 seconds to hit 62mph but it didn’t do so that day. It can manage 210mph, but not on my watch. With Carlo’s boss sitting beside me I completed four laps so rubbish that even Force India won’t want to know about it. And all in agonising silence, heavily laced with the sound of Carlo’s boss wincing, shadow braking and endlessly re-gripping the handle of the scissor door.

The 48 valves in the V12 engine still sounded life-changingly glorious though. And the extraordinary liquid crystal instruments made the experience fighter-pilot sexy. Crap though I was, I knew I would never forget the elation or the sense of sheer privilege.

I remembered to thank Carlo’s boss when I got out, as my mother taught me. His mother, to judge by his silence, didn’t teach the same stuff.

More than 100 stolen luxury cars intercepted at Algeciras Port

The number is since the start of the 'Operaction Returno' on June 15.
101 top of the range luxury cars have been intercepted by the authorities in Algeciras since the start of the ‘Operación Returno’ on June 15 as thousands of Africans make their way home for the summer break.

The cars impounded have an estimated value of four million €, and a total of 86 people have been arrested on charges of alleged illegal trade in vehicles.

A statement from the National Police says the port has been used in an attempt to send stolen luxury vehicles to Morocco. Among them are two Ferrari, a Porsche, and as many as 20 Volkswagen Golf.

Should Paris create a system to share cars?

Posted by James Kanter
Following the success of a system called Velib’ for sharing bikes, the city of Paris may introduce a system of car-sharing. The system, dubbed Autolib’, is in early stages of planning but already is raising thorny questions about how to promote low-carbon urbanism.

Mayor Bertrand Delanoë said in June that from the end of next year, 4,000 electric cars would be placed around Paris and its outskirts for drivers in the program to help themselves for short journeys, according to an article in the The Guardian.

The mayor has said the system could help young families that cannot afford a car gain access to road transport when they need it. The city would set up several hundred Autolib’ pick-up points, some underground to save space.

But some Green Party politicians in Paris have warned that any new system should actually reduce overall car use, according to a report by The Associated Press. These politicians want to require users to return shared cars to the lots from which they were rented – to ensure they are only used in exceptional circumstances.

Without such rules, the environmentalists say, the move could be a step backward because it would produce more traffic and dependence on cars in an already congested city. The city also might have to use hybrid cars if it cannot obtain a sufficient number of electric cars, the AP said.

Do you think making it as easy to rent a car as to rent a bike would be an enticement to driving? Or would such a system encourage fewer people to buy cars and lead to a reduction of overall emissions?