Car Reviws |
| 2011 Fisker Karma, an AW Flash Drive: Posted: 22 Feb 2011 09:07 AM PST  Fisker says the Karma will run from 0 to 60 mph in 5.9 seconds when the powertrain is in sport mode.
What is it? The Karma is Fisker's long-awaited, much-ballyhooed extended-range luxury four-door electric vehicle. As a true series hybrid, the Karma has two electric motors hooked longitudinally to its rear axle (one ahead of the differential, one behind it), and together they produce a claimed 403 hp. A 180-kilowatt lithium-ion battery pack from A123 Systems is housed in the spine of the chassis, and its case is said to add structural rigidity to the car. All the major drivetrain components are slung low in the chassis, producing a low center of gravity, according to Fisker. Combined with a long wheelbase (124.4 inches) and a wide track (67 inches at the rear), the Karma's all-around wishbone suspension promises excellent dynamics. Up front is a 260-hp, 2.0-liter turbocharged and direct-injection General Motors Ecotec four-cylinder engine spinning a 175-kilowatt generator. The all-aluminum bodywork is a swoopy four-door design that shows hints of Fisker's previous involvement at Aston Martin and BMW, although nothing blatant enough to obscure some original aspects. Fisker's extensive experience in the industry allowed him to cherry-pick a handy crew of engineers to develop the necessary body structure, suspension, interior design, telematics and drivetrain disciplines at a competitive level, and some of the solutions are comparable to the best carmakers on the planet. In keeping with the eco-conscious aspects of EV operation, Fisker chooses to use glass particles instead of metal flake in the paint, and the small strip of wood trim on the dashboard is sourced from timber recovered from the Great Lakes or from forest fires or tree falls. Never from live growth. Other materials are from recycled sources, too. What is it like to drive? Select "stealth" mode at the left-hand steering-wheel paddle, and the car moves off under battery power alone. It's quiet, so Fisker has added an electronic tone that sounds like a distant formation of radial-engined aircraft, projected from small, low-power speakers front and back. Fisker says the Karma will go up to 50 miles on battery power alone. Acceleration to 60 mph on electric power is said to be a 7.9-second trip, whereas in sport mode (when the gasoline engine joins in to supply current) the time drops to a claimed 5.9 seconds. It's hard to say whether that's likely, since Fisker's men admitted after I asked them about the quoted 403 hp that our test mule was only producing about 320 hp. It's a matter of further development, they said. But the car works fine, accelerating at a respectable clip and negotiating the infield at Fontana's Auto Club Raceway with surprising agility. The ride is supple and quiet and the structure seems solid (given a few squeaks and creaks from the interior panels that are dismissed as prototype problems). It does not feel particularly heavy, and we can probably thank the all-aluminum construction for that, but Fisker's staff would not offer a weight estimate, so we'll have to wait for an exact figure. Fisker's guys have opted for an electrohydraulic steering assist which we applaud for its feel and feedback. It teams with good ride-motion control to allow aggressive racetrack driving with commendable stability. The four-door format provides modest rear-seat space, about what you might expect from a Porsche Panamera, and most likely better than that of an Aston Martin Rapide. Do I want it? Although we'll concede that revolutionary new technology usually tends to happen at the high end of the market (hybrids being something of an anomaly), the Karma's $95,000 price tag puts it into the league of high rollers who are (or want to be seen as) ecologically responsible. Nothing wrong with that, and the Karma certainly has enough presence to play in that realm. The interior, too, is convincingly upscale. The materials and design do not fall short of luxury-car expectations, and the large touch screen, in particular, has functionality and esthetic appeal in equal measure. The real question is whether anyone needs a large, luxury four-door EV. However it turns out, Fisker is a brave venture in a decidedly risky business. 2011 Fisker Karma Price: $95,000 Available: October Layout: Four-passenger, rear-wheel-drive sedan Drivetrain: Two 101.5-hp electric traction motors, li-ion battery pack charged by 2.0-liter, direct-injection, turbocharged inline-four driving one 175-kW generator Weight: N/A Performance: 0-60 mph, 5.9 sec in sport setting; 125-mph top speed; 100 MPG-e |
| The 2011 Nissan Murano CrossCabriolet, an AW Flash Drive: Posted: 22 Feb 2011 07:46 AM PST  The Nissan Murano CrossCabriolet has a base price of $47,200.
What is it? That is a good question. An even better question might be, why is it? "Typically, a vehicle like this would never have made it past the first planning meeting," admitted one of the Nissan execs who commented. So what's the difference here? "Mr. Ghosn liked it." That would be Carlos Ghosn, leader and savior of Nissan and Renault and one of the few car execs in the world who can green-light a project with a wave of his executive backhand. And so it was, the same guy who gave us the 370Z and the GT-R gives us this. We must take the good with the bathwater. The CrossCabriolet is a Murano with a retractable soft top, a Murano convertible as most people will call it. Specifically, it's a Murano LE AWD with everything new from the A-pillars back. Structural reinforcements added to make it a convertible without having to incorporate a basket-handle targa bar add 400 pounds. To compensate, output is up by 5 hp to 265 hp and torque also rises, by 8 lb-ft to 248 lb-ft. The transmission is a CVT, and from there, torque goes to all four wheels--electronic monitors see to it that it goes to the wheels getting the most grip. What is it like to drive? It drives just fine. We took it for a short spin around Santa Monica on a perfectly sunny winter day with sunlight sparkling off the blue Pacific Ocean and we could almost, sort of, see the point of it all. There is definitely room aplenty in the cabin, both in front and in back. We had another guy drive for a while and we sat in back like a parade grand marshal, waving at passersby. The windshield is raked back a bit more than the Murano wagon to channel airflow over the cockpit better, and even from the back seat, the blast wasn't bad at all, though we didn't go on a freeway or anything. The power output is up to the task of moving the CrossCabriolet around, and we didn't even notice the CVT. Flooring the throttle returned adequate thrust and, though we didn't measure acceleration, you won't feel held back by the extra 400 pounds. Do I want it? If you own a rental-car concession in South Beach, San Diego or Cabo San Lucas, order a couple hundred of these right now. Or maybe order them in a few months when the massive rebates kick in. Starting price for the one model available is $47,200, or about $5,000 more than a comparable Murano. Nissan says the buyers for this are "aging baby boomers and empty nesters," the catch-all group carmakers refer to when they mean, "We have no clue who's going to buy this thing." The idea of a big, comfortable convertible something or other is not necessarily a bad idea, though who knew you would need AWD to go with a convertible? Maybe for sand dunes? It's just that the thing is so, well, usually we say things like, "The design is controversial," or "Its appeal is to those in this narrow sliver of the market," or some such gobbledygook. For this we'll say it's "visually challenging." Nissan, you guys do a great job with all the other stuff. Keep that up. 2011 Nissan Murano CrossCabriolet On Sale: Spring Base Price: $47,200 Drivetrain: 265-hp, 248-lb-ft 3.5-liter V6; AWD, CVT Curb Weight: 4,438 lb Fuel Economy: 17 city/22 highway mpg (mfr est) |
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