2010 Ford F-150 SVT Raptor - First Drive Review

BY MIKE SUTTON

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•2010 Ford F-150 SVT Raptor - First Drive Review
•2010 Ford F-150 SVT Raptor - Auto Shows
With flamboyant, seven-foot-wide bodywork plastered with “digital mud,” an industry-first long-travel suspension, and a résumé that includes a third-in-class finish at the Baja 1000, Ford’s 2010 F-150 SVT Raptor is about as subtle as the feeling one gets sitting on a cactus. Naked. That a street-legal, 6000-pound pickup designed to traverse the open desert at 100 mph even made it past Dearborn’s Byzantine and conservative product-review board is a miracle in itself. But after a grueling and secretive development period—during which Ford’s marketing department was heard talking of driving the truck “right up Toyota’s ass”—it did. And we can confirm after some thrilling seat time near California’s Anza-Borrego Desert State Park that the Raptor is one of the most formidable off-road production vehicles ever built.

No Comparisons

Ever-greater performance vehicles come out all the time. And with each new iteration, we usually can sum up their placement on our automotive totem pole by referencing how much quicker they are than this, or how they grip the road better than that. But there are no formal benchmarks for the Raptor; this is way beyond Rovers, Hummers, and Unimogs.

A track widened seven inches over a normal F-150, with reinforced underpinnings suspended by unique front coil springs and rear leaf springs, are what give the Raptor its impressive front/rear suspension articulation of 11.2 and 12.1 inches, respectively. Cool details abound the chassis, too, particularly the “SVT” stampings on the aluminum control arms. But the magic lies in the massive, three-stage, internal-bypass shocks from Fox Racing. Commonly found in purpose-built racing trucks and pre-runners, these high-end units compress progressively, with a firm initial stage for good body control and softer second and third stages that allow maximum wheel travel at high speeds off road.

Specifications
VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 2+2-door truck

BASE PRICE: $38,995

ENGINE TYPE: SOHC 24-valve V-8, aluminum block and heads, port fuel injection

Displacement: 330 cu in, 5400cc
Power (SAE net): 310 bhp @ 5000 rpm
Torque (SAE net): 365 lb-ft @ 3500 rpm

TRANSMISSION: 6-speed automatic

DIMENSIONS:
Wheelbase: 133.0 in Length: 220.9 in Width: 86.3 in Height: 78.4 in
Curb weight (C/D est): 6000 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 8.3 sec
Standing ¼-mile: 17.8 sec
Top Speed (governor limited): 100 mph

FUEL ECONOMY:
EPA city/highway driving: 14/18 mpg

On the highway, the Raptor feels much like the softer-sprung, four-wheel-drive F-150 on which it’s based, with the shocks keeping the body from flopping about during transitions. Get the Raptor in its element, though, and it gobbles up rough terrain like a Ferrari tackling a chicane. Traversing a winding desert wash with large rocks, undulations, and two-foot-tall whoops, we frequently reached highway speeds with little drama. Ford’s more experienced pilots regularly hit the truck’s 100-mph speed governor over the same section. That the company’s own press photos show the truck launching all four wheels several feet in the air speak to what the Raptor was built for. We of course had to try, more than once, and almost succeeded—albeit by accident—in clearing a two-lane fire road at what felt like 50 mph. That landing was a little rough, but the truck rarely bottomed out during our drive and we never wished for a neck brace or kidney belt.

More Than Just Fancy Shocks

If the Raptor’s added width and trick dampers are its foundation, its myriad electronic and drivetrain upgrades make up the total package. At each corner are beefed-up disc brakes (13.8 inches in front, 13.7 in the rear) surrounded by 17-inch alloy wheels and SVT-specific, 35-inch BFGoodrich all-terrain tires. Differentials with 4.10:1 gears help turn the hefty rolling stock, and the rear axle sports an electronic locker that can spool both wheels together for maximum traction. Ford’s two-stage electronic-stability-control system also sports a special off-road mode that raises the threshold for yaw and anti-lock-brake intervention, sharpens throttle response, re-maps the six-speed automatic to hold gears longer, and allows the locking diff to stay activated up to the vehicle’s top speed. A new hill-descent-control system also is included and worked great to limit our speed while crawling down steep slopes lined with jagged rocks and deep holes.

All this hardware makes for very high handling limits off road, and we quickly learned that owners will need to build up the skill—and bravado—to make the most of it. Because of the inherent nature of the bypass shocks, the Raptor actually seemed to ride smoother the faster we hit obstacles; hold back or stab the brakes and the front end would compress violently over whoops. Even more exhilarating was the high-speed stability afforded by the wider track. With the off-road electronics, the wheels can be locked up initially for better braking on loose ground, while also permitting gratuitous, Scandinavian-flick rally turns at speeds that would send normal trucks into barrel rolls. A Land Rover-esque off-road-driving school might not be a bad idea here, Ford.

Still an F-150 Underneath

Yet, second only to its prowess off road, the Raptor’s most surprising attribute is that it performs much like a regular F-150 everywhere else. Sure, it’s a couple inches taller (which you notice behind the wheel) and nearly one foot wider (which you really don’t), but on the pavement it’s quiet, composed, and about as well behaved as one could expect from such a dirt-oriented setup. Braking performance felt respectable and the extra cushion in the suspension made for a compliant ride with less of the rear-axle hop common with unladen pickups. Road noise and tire roar also weren’t bad, owing mostly to the softer compound employed in the special BFG rubber.

Inside is a mostly standard F-150 cabin, which is a pretty pleasant place to start. Nicely bolstered sport seats kept us supported and comfortable, while the contoured steering wheel felt great when sending commands to the revised steering rack. Other touches include white-faced SVT gauges and new console-mounted controls for the off-road electronics and auxiliary power switches. Optional Molten Orange seat inserts and trim help brighten the mostly dark interior, but we could live without the center-console appliqué, which looks like a cheap sticker from the local auto parts store. Even without the huge F-O-R-D spelled out across the new grille, the Raptor is instantly recognizable as an F-150, albeit one with ultra-aggressive proportions and an imposing stance. And there are plenty of cool details here, too, including skid plates galore, functional heat extractors on the hood and fenders, beefy hydroformed bumpers, and LED marker lights in the grille and on the flared wheel arches. Available colors are limited to orange, black, blue, or white.

Specifications
VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 2+2-door truck


BASE PRICE: $38,995


ENGINE TYPE: SOHC 24-valve V-8, aluminum block and heads, port fuel injection


Displacement: 330 cu in, 5400cc
Power (SAE net): 310 bhp @ 5000 rpm
Torque (SAE net): 365 lb-ft @ 3500 rpm


TRANSMISSION: 6-speed automatic


DIMENSIONS:
Wheelbase: 133.0 in Length: 220.9 in Width: 86.3 in Height: 78.4 in
Curb weight (C/D est): 6000 lb


PERFORMANCE (C/D EST):
Zero to 60 mph: 8.3 sec
Standing ¼-mile: 17.8 sec
Top Speed (governor limited): 100 mph

FUEL ECONOMY:
EPA city/highway driving: 14/18 mpg

Wait for the Boss

Our only real complaint with the Raptor is the 310-hp, 5.4-liter V-8 that comes with the $38,995 base price. Feeling woefully over-taxed by the vehicle’s mass and large tires, it strains to move the truck up hills and out of corners with any verve. The six-speed automatic helps, and the issue isn’t as bad in the dirt, where the suspension allows you to build and keep momentum. But we frequently had the throttle mashed to the floor just to get moving at a normal pace. Fortunately, a new Boss 6.2-liter V-8 will be available early next year, packing around 400 hp and adding $3000 to the sticker. Other major options include a luxury package (power heated mirrors and front seats, dual-zone climate control, an upgraded stereo, and adjustable pedals), moonroof, navigation, and the aforementioned body graphics.

Although a fully loaded Raptor should top out near $50K, the package seems like a bargain, considering it is still drivable everyday, can tow 6000 pounds, and carries a factory warranty. And then there’s the off-road performance, which would require at least $20K in modifications on top of an F-150 FX4 ($36,065 base) to match. Ford says its Dearborn truck plant will be able to turn out up to 5000 or so Raptors annually and that there also will be plenty of performance accessories available in the near future. As it is, the Raptor is the most unique SVT-engineered vehicle next to the 550-hp Ford GT supercar, and that’s saying something. Maybe it’s time we define a new category of vehicle: the supertruck.

2010 Porsche 911 Turbo - Official Photos and Info

BY JENS MEINERS

More than one year after the regular Porsche 911 migrated to Phase II of the 997 architecture, the Turbo follows. The most important change: A new twin-turbocharged, direct-injection flat-six engine with higher compression (9.8:1, from 9.0:1), a displacement of 3.8 liters (up from 3.6) and 20 more horsepower—the new 911 Turbo makes 500 hp at 6000 rpm, versus the previous model's 480 hp. Maximum torque for the new car is 479 lb-ft at 1950 rpm (516 lb-ft at 2100 rpm with the optional Sport Chrono package), while its predecessor delivered 460 lb-ft (505 lb-ft with Sport Chrono).

Porsche says the revisions improve the Turbo's already stellar performance, with the company claiming the run to 60 mph now takes 3.2 seconds; a 0–60 sprint of 3.4 seconds is the best we’ve recorded for the previous model. Top speed rises 1 mph to an ungoverned 194. However, a more noticeable improvement is the Turbo's efficiency. Carbon-dioxide emissions are said to be 18 percent less than before, and while U.S. EPA ratings are not yet available, combined fuel economy in the European cycle has increased from the equivalent of 18 mpg to 20 mpg for 2010.

Part of the improved fuel economy is due to the optional ZF-supplied, seven-speed Porsche-Doppelkupplungsgetriebe (PDK) dual-clutch automated manual transmission. It replaces the former Aisin five-speed automatic, and its seventh gear is extremely tall for more-efficient cruising. As with non-turbo 911s, the gearbox also is configured to upshift more quickly when you push the "Sport" or "Sport Plus" button, which also are part of the Sport Chrono package. More important, though, is that the counterintuitive and awkwardly positioned steering-wheel buttons that operate the manual-shift function—they require you to push away to upshift and pull towards you to downshift, and are easy to hit accidentally—can now be replaced with proper, wheel-mounted paddle shifters; pull the left one to downshift, the right one to upshift. Bravo to Porsche for offering the option and we hope the new steering wheel becomes available across the company’s entire lineup.

Of course, you can also opt for the standard six-speed manual, which we’ve found in the previous model to be smooth, precise, and perfectly suited to the Turbo. All-wheel drive remains standard and a new, available torque-vectoring system is likely to push the Turbo's agility and handling limits to new heights. Also featured are the dynamic engine mounts introduced on the 2010 911 GT3, revised traction- and stability-control systems, optional carbon-ceramic brakes, and available multi-spoke, 19-inch RS Spyder wheels with center-locking hubs.

There are surprisingly few changes to the exterior. The front fascia is unchanged, except for slightly accentuated horizontal strips on the huge front air intakes. The xenon headlights are carried over from the regular 911. Most noticeable are the current 911's LED taillights. The rear bumper is slightly altered for bigger exhaust openings, but you really have to see the old and new car next to each other to tell the difference.

At $132,800 for the coupe and $143,800 for the cabriolet, the 2010 Turbo is priced about $2000 more than the 2009 model. And it's facing strong competition, namely from the Nissan GT-R, and the upcoming Mercedes-Benz SLS AMG and Audi R8 5.2 V-10. Only the rear-wheel-drive GT2 has yet to be fitted with the 997’s latest advancements. However, Porsche already is busily working on the next generation of the 911, internally called 991.

The new Turbo will officially debut in September at the Frankfurt auto show, with European sales starting November 21 and U.S. deliveries commencing in January 2010. We hope to drive the new car shortly after its unveiling, at which time we will of course bring you our initial thoughts of it on the road.

2010 Kia Forte Koup - First Drive Review

BY DAVE VANDERWERP
To separate itself from the pack—not to mention sister company Hyundai—Kia says it wants to become a design-led automaker.

Kia gave itself a good start by hiring an Audi designer. No, really, that’s exactly what it did in 2006 when it lured Peter Schreyer away from the German company. We think it’s working, too, as we’re now starting to see the effects.

First to catch our eye was the new, boxy Soul that has a distinct and compelling look that’s youthful without crossing the weirdness boundary, as do some of its competitors, such as the Nissan Cube. Now there’s the Forte, which looks handsome in sedan form but positively stylish as a two-door coupe. Sitting 0.4-inch closer to the ground with a 2.4-inch lower roofline that’s not unlike that of an Audi A5, the only piece of the sedan’s sheetmetal carried over to the Koup is the hood. We particularly appreciated its sleekness from behind, where the squashed rear taillights make it stand out from the sedan. A five-door hatchback model will join the Forte lineup in 2010.

The Koup’s mechanicals, however, are nearly unchanged except that it drops the base LX trim, as well as the available EX fuel-economy model. EX Koups get a 156-hp, 2.0-liter four paired with either a four-speed automatic or a five-speed manual. We drove only SXs, which come with a 173-hp, 2.4-liter inline-four and a five-speed auto or six-speed manual, along with slightly larger front brakes, a stiffer suspension tune, 17-inch wheels, and a tilt-and-telescoping steering wheel. The SX also gets some interior upgrades, including a classy red halo that rings the speedo and the gimmicky red lights seen first on the Soul that can be set to flash to the beat of whatever’s playing on the stereo. Kia says it’s still mulling a higher-performance version. How about adapting the 210-hp, 2.0-liter turbo from the Hyundai Genesis Coupe to the front-drive Forte?

Specifications
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 2-door coupe
ESTIMATED BASE PRICE: EX, $16,500 / SX, $18,000
ENGINE TYPE: DOHC 16-valve inline-4, aluminum block and head, port fuel injection
Displacement: 122 cu in, 1998cc / 144 cu in, 2359cc
Power (SAE net): 156 bhp @ 6200 rpm / 173 bhp @ 6000 rpm
Torque (SAE net): 144 lb-ft @ 4300 rpm / 168 lb-ft @ 4000 rpm
TRANSMISSION: 4- or 5-speed automatic with manumatic shifting; 5- or 6-speed manual
DIMENSIONS:
Wheelbase: 104.3 in Length: 176.4 in Width: 69.5 in Height: 55.1 in
Curb weight (C/D est): 2750–2900 lb
PERFORMANCE (C/D EST):
Zero to 60 mph: 8.3–9.1 sec
Standing ¼-mile: 16.3–17.1 sec
Top speed (governor limited): 130 mph
FUEL ECONOMY:
EPA city/highway driving: 22–25/31–34 mpg
Attractive Cabin to Match the Stylish Exterior

The interior itself is well executed in hard plastics, which are par for this class, and the control layout and ergonomics are spot on. We have just one minor complaint: since the iPod connector is right below the HVAC controls in front of the shifter, there’s no place to stash an iPod out of sight when it’s connected. Plan on unplugging your device before parking to discourage thievery.

Kia is quick to brag about the Forte’s above-average horsepower in its class, but as we discovered in a recent test of a SX sedan, the Forte won’t be known as a sprinter. Expect 0-to-60-mph runs in the low eights for an SX manual; the same sprints may stretch into the nines with lesser-engine EXs. On the bright side, at least the Koup’s fuel-economy ratings are above average: EX models are rated at 25/34 mpg city/highway while SXs achieve 22/32 for the manual and 23/31 for the automatic.

It would be difficult to deliver a driving experience as impressive as the exterior styling, and the Koup struggles. We’d say it’s solidly average. Clutch take-up is smooth in the six-speed, but the shifter feels imprecise and has a fair amount of play in it. And someone needs to tell Kia that aggressive throttle tip-in does not make a car sporty. It only makes a driver annoyed at the difficulty in being smooth. Despite the jumpy throttle, however, the engine is somewhat sluggish to respond to a quick, downshift-enabling throttle blip. The automatic works well and will likely be the more popular choice.

Say “Bye-Bye” to Soft-Riding Kias

Gone are the days of roly-poly, softly sprung Kias. During our brief drive in South Korea, the Koup sometimes felt too stiff over the pothole-ridden roads surrounding Seoul. It occasionally felt a bit befuddled, too, reminding us of its twist-beam rear axle and not the more sophisticated independent suspension found on some of the competition, such as the Honda Civic and Scion tC. We’ll reserve final judgment on ride until we get one back at headquarters for more extended evaluation. The steering feels slightly artificial, like perhaps a bit too much feedback has been filtered out, but it has a nice on-center heft and responds predictably and linearly.

Buyers may want to consider skipping the leather option and sticking with the grippy and comfortable cloth seats, as the Forte’s skidpad and braking numbers should be among the tops in the category. (The SX sedan we recently tested pulled a lofty 0.85 g on the skidpad and stopped from 70 mph in 173 feet). Anyone much over six-feet tall will also want to pass on the sunroof in the name of headroom, which has decreased by 1.3 inches compared to the sedan. In back, a significant 2.5 inches of headroom has been extracted from a space that would otherwise be reasonably roomy.

Pricing for the Koup will likely be very similar to that of the sedan when it arrives in late August. Figure $16,500 for an EX and about $18,000 for an SX. All models get a hefty load of standard equipment including six airbags, stability control, a surprisingly potent six-speaker stereo with USB and auxiliary inputs and an iPod connector, Bluetooth connectivity, power windows and locks, and air conditioning. We’re not sure Kia needs the cutesy Koup misspelling to attract attention. In this inexpensive segment, the high level of style delivered by the company’s first-ever coupe is all it needs to stand out.

2010 Mercedes-Benz E63 AMG - First Drive Review

BY MIKE AUSTIN

It’s a shame that infomercial pitchman Billy Mays passed away just as Mercedes-Benz is launching the performance version of the 2010 E-class, because he would have done an excellent job of touting the many uses for the new and improved 2010 E63 AMG. “The 518-hp V-8,” Mays would say in his booming voice, “rockets you from 0 to 60 mph in 4.4 seconds, making quick work of sports cars with less than half the seating. And you can still use it every day to pick Junior up from school and drop Grandma off at the library.” Not that the E63 is the sort of car that would be hawked via cable-TV ads, but it does promise a “You won’t believe your eyes!” combination of performance and usability. There are no easy payments, however, despite the fact that when the E63 goes on sale in October, pricing should fall below that of its predecessor. Expect to pay just under $88,000 to start.

Highly Evolved from the Standard E-class

Specifications
VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door sedan

ESTIMATED BASE PRICE: $88,000

ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, port fuel injection

Displacement: 379 cu in, 6208
Power (SAE net): 518 bhp @ 6800 rpm
Torque (SAE net): 465 lb-ft @ 5200 rpm

TRANSMISSION: 7-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 113.2 in Length: 192.6 in Width: 75.9 in Height: 56.8 in
Curb weight (C/D est): 4300 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 4.0 sec
Standing ¼-mile: 12.5 sec
Top speed/with Performance package (governor limited): 155/186 mph

FUEL ECONOMY (MFR’S EST):
EPA city/highway driving: 13/20 mpg

Previous E-class AMGs merely had stiffened versions of the standard suspension, but like its little brother, the C63 AMG, the new E63 gets a seriously reworked suspension compared with that of the standard car on which it’s based. The 2010 version gets an entirely new front axle with a 2.2-inch-wider track. Spring rates are twice as stiff as the regular car's, necessitating a change from air springs to conventional coils. Load-leveling air springs remain at the rear. In addition, the anti-roll bars and the subframe bushings have been beefed up. And if the standard E63 is too soft for you, a Performance package stiffens up the front anti-roll bar and the tuning on the standard adaptive dampers, adds lightweight 19-inch forged alloy wheels, and raises the electronically governed top speed from 155 mph to 186. With both the 18- and 19-inch wheels, the tire width is 255 in front and 285 in the rear. The steering ratio, at 14.0:1, is 22 percent quicker than in the regular E-class and uses a direct, rather than variable, rack.

Under the hood is the venerable 32-valve 6.2-liter V-8 (the 63 in the car’s name and the 6.3 badges on its front fenders pay homage to an older engine with a true 6.3-liter displacement). Here it makes 518 hp, an increase of 11 over the old E63, mostly due to a freer-flowing exhaust. Torque remains the same at 465 lb-ft. New to this car is a clutch-activated (no, there’s no clutch pedal, but we’ll get to that part in a sec) alternator, which allows the engine to charge the electrical system only during coasting to save on fuel. Overall, the E63 is 12 percent more efficient in the European combined fuel-economy cycle.

The engine is paired to a seven-speed automatic, but it’s coupled to the engine via a wet-plate clutch instead of a traditional torque converter. First seen on the SL63 AMG, this arrangement allows for a more direct connection between the engine and gears and results in quicker shift response. As in the SL63, there are multiple settings: C (for “controlled efficiency”), sport, sport plus, manual, and race mode launch control.

Controlled efficiency mode (can’t we just call it comfort?) starts from a stop in second gear and acts much like a regular automatic, choosing the highest ratio whenever possible. Sport mode is slightly more aggressive and shifts with a little more force. We like sport plus most of all, however, since it holds gears and enacts rev-matching downshifts. Enabling sport plus or manual makes for the quickest shifts, which add a delightful crackle to the exhaust note. New to the E63 is a simplified shift lever with three positions: reverse, neutral, and drive. Park is activated by pressing a button, and manual shifts are actuated via the steering-wheel-mounted paddles.

2011 Audi R8 Spyder 5.2 V10 - Spied

BY JENS MEINERS, PHOTOGRAPHY BY CARPIX AND THE MANUFACTURER, ILLUSTRATION BY YOSHI G.

Audi is getting ready to launch the R8 Spyder at the Frankfurt auto show this September. But the company told us that no teaser shots will be provided in advance, so these spy shots likely are the closest we’ll get to the real thing before then.

Like its cousin, the Lamborghini Gallardo Spyder, the Audi R8 Spyder will have a fabric top. Audi executives like to point out that every one of the company’s convertibles has a cloth roof rather than a folding metal one, unlike some BMW and Mercedes offerings. Today's state-of-the-art fabric tops are so well-isolated that they have virtually no disadvantages in the areas of noise, interior comfort and temperature, or high-speed driving.

Folding hardtops, on the other hand, can add weight and complexity, and they often call for ungainly changes to a vehicle’s shape to accommodate stowing the hardtop panels—witness the Ferrari California’s ungainly butt. Looking at the California, we don't want to start imagining what a folding-hardtop R8 would look like.

When the R8 was conceived, engineers were content with just having a coupe version, and a Spyder wasn’t under serious consideration. This changed after the initial success of the nameplate, and Audi came up with a conversion that looks organic and altogether convincing. We even think the loss of the coupe’s distinctive sideblade adds a touch of elegance.

The R8 Spyder will be launched with the magnificent 5.2-liter V-10 engine that makes 525 hp and is a close relative to the Lamborghini Gallardo LP560-4's 560-hp engine. It provides 391 lb-ft of torque; 0–60 should take four seconds or less, and top speed will be in the neighborhood of 195 mph. A slick-shifting six-speed manual box will be standard, but most customers will opt for the R tronic six-speed automated manual, which blips the throttle at virtually every downshift. In our opinion, though, even that bit of tech can't make up for losing the beautiful gated shifter of the standard transmission. The 420-hp V-8 might be added later, but it’s looking more likely that the V-10 will remain the only engine until the R8 is replaced by a successor a few years down the road.

1961 Ferrari 250 GT Pinin Farina Coupe

I don’t recall any stories of Porfirio Rubirosa romancing the lady of the week in his PF coupe, and there is little competition history
by John Apen

When the 250 GT Europa was launched at the 1954 Paris Salon, it was described as the first series production car for Ferrari. The 3-liter cars were in production for 10 years. The 250 series encompassed a whole range of models catering to everyone from wealthy gentlemen to ambitious racing drivers. The 250 Pinin Farina Coupe introduced at the 1958 Paris show replaced the 250 Europa, also a Pinin Farina design.

The coupe was a milestone for Ferrari. Using proven 250 GT components, all 353 Coupes were bodied by Pinin Farina at its new Turin manufacturing facility. The combination of competition-derived engines and chassis with quality bodies made the coupe Ferrari’s best seller by 1959.

This car, #1617, was delivered in September 1961 as the 241st built.

It has had four owners, and in 2004, the car competed in the Liege-Rome Rally. It currently shows 44,000 miles, and when inspected by a Christie’s specialist, the bodywork was straight with good panel fit, though a few minor imperfections were evident. The car started “on the button” and performed faultlessly.

Although not a concours example, it presents very well, and all mechanical components are reported to be in good working order. The heads were rebuilt around 2004 and the car was serviced 1,600 miles ago. With the majority of components similar to or shared with some of the most valuable and desirable Ferraris, this 250 GT provides comfortable, competitive touring and is ideal for a host of European events. The estimate is $120,000–$190,000.

The SCM Analysis Details
Years Produced 1958–60
Number Produced 353
Original List Price $12,600
SCM Valuation $125,000–$175,000
Tune-up Cost $2,000
Distributor Caps $400 each
Chassis # Location Front frame tube
Engine # Location Right rear engine mount
Club Info Ferrari Club of America, Box 720597 Atlanta, GA 30358
Alternatives 1955–58 Mercedes 300Sc coupe, 1962–65 Porsche 356 Carrera 2 GS coupe, 1961–62 Aston Martin DB4 Series V coupe,
Investment Grade C
This “notch back” coupe sold for $152,400 at Christie’s February 2007 auction at Rétromobile in Paris.

The was a higher price than any achieved at recent auctions, and for an average condition PF coupe without major restoration bills or vetting at an important judged event. Two years ago this price would have bought a very nice PF Cabriolet.

Donald Osborne, Sports Car Market’s man on the scene, observed: “Good paint, shows some sinkage and some orange peel. Variable panel fit, both doors slightly out at rear edge. Good chrome, which has light scratches and pitting on bumpers. Very good seats, slightly soiled, carpets stained in places. Red is not the best color in my opinion, but this car seemed clean and honest, and it presented better than the description above might indicate. These are much better drivers than conventional wisdom states, and values have jumped in the past few years.”

Donald’s judgment about color corresponds with the factory’s perceptions, since 169 cars were painted gray, silver, or white. Only two of the 353 were painted Rosso Corsa (racing red), and one had a silver roof—one of 32 that received two-tone paint. These subdued colors were consistent with the nature of the car.


Not meant to be a sporty Ferrari

It was never meant to be a low-cut sporty Ferrari, but rather an elegant, conservative GT. Enzo Ferrari reportedly wanted to stabilize his company’s finances and asked Pinin Farina to design a practical coupe with proper heating and ventilation that could be built in series. Introduced at a Milan press conference in 1958, Pinin Farina’s staid design eschewed fender vents for clean lines and adopted a notchback three-window greenhouse with a panoramic rear window. The oval grille was gone, replaced by a long narrow grille flanked by protruding headlights.

Because of its conservative styling, the PF coupe has never been popular with Ferrari collectors and has often been one of the most affordable Ferraris. This meant that by the early ’70s, most were in deplorable, neglected condition, and many were parted out to support more desirable 250s or to become the basis for replicas. It is estimated that fewer than half of the original 353 survive. All cars in the series had the classic 3-liter Colombo single overhead cam V12 engines, detuned from the competition version. All had the same LWB 102.4-inch tubular steel chassis, almost identical to the chassis used on the competition 250 Ferraris. By 1959, as the coupe continued to sell, some important updates were implemented. Around s/n 1499, after about 200 had been produced, Dunlop disc brakes replaced the traditional drums. A little later, the much improved outside spark plug engine, Tipo 128F, was fitted to s/n 1527 and the cars that followed. The 4-speed transmission was dropped in favor of a 4-speed with electric overdrive. These changes made the later cars much better drivers and stoppers.

Using the Thorson collectibility scale, (February,“Race Profile,” p. 65), where does this Ferrari fit?

First, was it special when new? Well, it was expensive, at $12,600; it cost as much as a very delectable selection of other Ferraris. It was the same price as an alloy-bodied Tour de France, and more expensive than an LWB California. Even a Testa Rossa was comparably priced and available, if you had the right racing license and a good team. Sort of reminds me of the lucky-unlucky guy who inherited his dad’s 365 GTC/4 bought new 35 years before. The father chose it because, while it was more expensive than a Daytona Spyder or even a leftover NART Spyder, it was more civilized.

Second, was the PF coupe ever associated with special events or people? I may have missed them, but I don’t recall any stories about Rubirosa romancing his lady of the week in his PF coupe, and of course there is little competition history, let alone any victories. So on the second scale, the PF coupe is pretty low in the Ferrari hierarchy.


Vast numbers sacrificed for parts

Third, rarity. It outsold all other models available in the late ’50s and all models preceding it. When the first prototype, s/n 0843, was finished, Ferrari had produced fewer than 800 cars since its founding ten years earlier, so the sale of 353 cars in a little over two years was very significant to Ferrari’s cash flow. Because of the vast numbers sacrificed for parts, they are now somewhat rare.

Finally, what’s its fun quotient? Well, parts and service are readily available, if not cheap. It would probably be admitted to most of the international driving events, maybe after languishing on the waitlist. It will probably not be Pebble Beach material anytime soon, but most other events would welcome it. And it is a V12, makes all the right sounds, and should impress almost everybody at the local cruise night. So maybe it’s a 50–60 percentile car.

Is it worth $153,000? The Ferrari Market Letter shows this model to have the highest increase in its Asking Price Index of any Ferrari over the last two years, close to 100%. Are we seeing a “bubble” in prices of second-tier Ferraris, similar to the 1986–90 period? Or is this vindication for the bottom-fishing theory of investing, that buying the cheapest house on a great block is the best way to go? Only time will tell, but meanwhile, it will be a great tour car, and as the prices of all old V12s continues to climb, this may be the new price of entry to the club.

2010 Acura TSX V6 - First Drive Review

BY STEVE SILER, PHOTOGRAPHY BY MORGAN SEGAL AND THE MANUFACTURER

Around here, we are all big fans of the Acura TSX—the lean, frisky, three-time-10Best-winning, first-generation version, anyway. With respect to the larger, more substantial second-gen 2009 TSX introduced just last year, our camp is split. Some of us believe that even despite the car’s newer and larger (but just 130-pound-heavier) body, the high-revving 201-hp, 2.4-liter four-cylinder carried over is still a great match, offering an excellent blend of power and prudence, especially with the available six-speed manual. The rest believe that along with the newfound size and substance, Acura should have added a heap of horsepower—and rear- or all-wheel drive.

In regards to the former group, nothing has changed on the four-cylinder TSX for 2010: it’s still the happy, front-drive, near-luxe sedan it’s always been. For the power-hungry bunch, the 2010 TSX V-6 will alleviate the horsepower deficit when it goes on sale in July. By slipping in the same, 3.5-liter V-6 from the base TL—tuned in the TSX to 280 hp and 254 lb-ft of torque—Acura turns its smallest four-door into a very quick sports sedan, even if it comes only with a paddle-shifted, five-speed automatic transmission.

Specifications
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

BASE PRICE: $35,660

ENGINE TYPE: SOHC 24-valve V-6, aluminum block and heads, port fuel injection

Displacement: 212 cu in, 3471cc
Power (SAE net): 280 bhp @ 6200 rpm
Torque (SAE net): 254 lb-ft @ 5000 rpm


TRANSMISSION: 5-speed automatic with manumatic shifting


DIMENSIONS:
Wheelbase: 106.4 in Length: 185.6 in Width: 72.4 in Height: 56.7 in Curb weight (C/D est): 3650 lb


PERFORMANCE (C/D EST):
Zero to 60 mph: 6.0 sec
Standing ¼-mile: 14.6 sec


FUEL ECONOMY:
EPA city/highway driving: 18/27 mpg

How quick is it? Well, we’ll have to wait until we track test it to say for certain. Acura says it is capable of hitting 60 mph in seven seconds. But considering we hit 60 in 6.7 seconds with the last manual-equipped four-cylinder TSX we tested, we’re sure Acura is waaaaaay off with that silly estimate. Stay tuned.

Keep Your Hands on the Wheel

But alas, as the saying goes, with power comes responsibility. And in this case, the driver must be responsible for managing the V-6 model’s extra thrust—and 200-plus pounds of additional beef, most of which takes up residence over the front wheels. With its 62/38-percent front-to-rear weight distribution, this is a recipe for eminent understeer. And sure enough, our preview drive on some of the most challenging mountain roads through Malibu, California—with almost no runoff room and very few guardrails—provided us with more than a few intestine-twisting moments. We came to realize that the V-6 model truly isn’t as tossable as the four-cylinder, despite Acura’s fitment of flared-spoke 18-inch wheels (one inch larger than those on the four-banger) and firmer front shocks. Torque steer, however, is very well managed considering how much power is being dumped upon the front axle. After all, the front tires have to steer, too.

The brakes were also worked up a bit, with a new master cylinder, brake booster, and uprated rear brake pads. The pedal, however, still exhibited some slop in the first inch or so of travel, and that only got worse during our admittedly harsh flogging. We also saw considerable fade. In every other respect, however, the TSX is unchanged. The only exterior alterations involve the aforementioned wheels, a slightly revised front fascia and the V-6 badge on the trunk. Inside, other than a new active noise-cancellation system, there is no difference whatsoever. And that’s just fine with us: the comfortable, spacious and exceedingly well equipped interior is one of the TSX’s strongest suits, especially dressed in a dark color and equipped with the Tech package and its solar-sensing climate-control system, 10-speaker ELS surround-sound stereo, and navigation with real-time traffic reporting.

Steep Price for Power

Well, there is one more difference: price. At $35,660, the TSX V-6 will cost a monstrous $5,540 more than the $30,120 2010 TSX four-cylinder that’s available now. That’s right, two extra cylinders will run a guy nearly $2,800 each. That’s especially notable given that the TSX has proven that it can do its job just fine with the four it was born with, to say nothing of that engine’s clear fuel economy advantage (21 city/30 highway mpg versus 18/27).