A Factory of Happiness

By Jonathan Mellberg

My wife has always been a good gift giver. Her only problem is that she always feels guilty not buying me enough stuff, so she buys more stuff. Which really isn’t a problem; not for me at least.

Years ago while living with roommates (this is to illustrate that we had cable TV, which they paid for) I stumbled across a National Geographic program called “Ultimate Factories”. That episode’s selection of interest couldn’t have been more perfect; they were reporting on the Ferrari factory in Maranello, Italy. The Ferrari factory to me is what the Chocolate factory was to Charlie; you don’t really know what’s going on in there, but you know it’s beautiful, magical, and quite possibly the greatest thing you’ve ever known. Surely, you think I’m joking; I’m not. And watching the entire episode only further proved this. I learned that Ferrari has its own state-of-the-art wind tunnel on-site, as well as its own private race track (called the Fiorano) where each new Ferrari is driven on. Ferrari’s standards of excellence border on obsessive, some might even call them ludicrous. To me it only reinforced that old saying “you get what you pay for”, which must also be Ferrari’s unofficial motto.

It was probably a year or two after that before I tracked down the episode on Amazon.com and purchased the DVD. It was then I found the real treasure: the Ultimate Factories Car Collection, with over a dozen episodes peeking inside the factories that produce some of the coolest cars on the road: Porsche, BMW, Mercedes-Benz, Rolls Royce, Bentley, Lamborghini, and even Bugatti. If you’re at all curious as to what processes go into building the 911, Z4, Challenger, Phantom, or the Volt, this DVD set is a must have.

Admittedly, watching them all back to back gets a little repetitive, like déjà vu on repeat with detail variations. Whadaya gonna do; they’re factories, there’s going to be similarities (except of course the Bugatti Veyron, which is built unlike any car in the world). It’s the little differences between the factories that help break up the repetition. For instance, Ferrari uses robots (as most factories do) to paint is beauties, while rival Lamborghini ships its cars off-site (though still within Italy) so as to let artisans hand-paint each car. And while most major luxury brands use laser guides to map out hides of leather to slice through them, some factories use lasers to do the cutting while others use fine, high-pressure water pics (think if a laser pointer and a pressure washer had a baby) to snip through the hides. Some factories can wow you with their sheer ability to produce cars in mass volumes, while others brag about how many man hours it takes before their autos roll off the factory lines.

All in all this set should please any auto-aficionado who is at all interested in how today’s coolest transportation is constructed. And if you’re lucky you’ll have a partner who can’t help but buy you great gifts, just like my wife.

 

 

http://www.target.com/p/national-geographic-ultimate-factories-car-collection-5-discs-widescreen/-/A-13381471?ref=tgt_adv_XSG10001&AFID=google_pla_df&LNM=13381471&CPNG=Entertainment&kpid=13381471&LID=24pgs&ci_src=17588969&ci_sku=13381471&kpid=13381471&gclid=CjwKEAjw456hBRDQ4eqg8MzA2W0SJABI2gJ8o5U-HXSXa0T4xE8oxcE-_aSnNAuD-lxKB1IP0kBkmxoCKTnw_wcB

I drove a Ferrari!

by Jonathan Mellberg
photos by the author

It’s certainly not the most original line, nor the most interesting. If Michael Schumacher (famed Ferrari Formula 1 driver) read this he’d probably snort and mutter “hmf, so what? I’ve driven every Ferrari”. But we’re not talking about Schumacher. We’re talking about Mellberg. And, if one is to understand the importance of my opening statement, one must first understand the Mellberg.

It’s hard to trace the roots of my obsession with the auto, but surely it harks back to early childhood to the days of playing with Hot Wheels and “helping” my father work on cars. Years before my tenth birthday I remember him building a clock for me and my sister (as referenced in blog #1). He bought wooden, box-frame clocks and removed the stock images (roughly 8x10 inches) and replaced them with a more personal image for each of us. Don’t ask me what my sister got; I have no idea. As for me, my dad chose a Ferrari from what I’m sure was an old car calendar. That car happened to be a 1984 Ferrari 288 GTO. Of course, I didn’t know that at the time. I only knew it was a cool red car. And while I’m sure that my father had no idea this car would one day become my favorite Ferrari ever, we can all agree he knew enough to have chosen with good taste.

Fast forward into adulthood. A decade of reading MotorTrend, Road & Track, and Car & Driver (and most recently, Automobile) has helped fuel my fandom of all things automotive (yes, even hybrids, thanks to modern day supercar saviors such as the Porsche 918 and McLaren P1). Not much else has changed. I’m a couple feet taller. I traded BMX biking for my driver’s license and I’ve collected a few speeding tickets (if I were more nostalgic I’d simply call them souvenirs). I still have my Hot Wheels, but the 550 cars I have are all still in their plastic and stored 364 days out of the year. I got married, took out a mortgage, and helped further the name of Mellberg; my wife is pregnant with our first. Back to my obsession…

My recollection is a bit hazy regarding when my Ferrari fan boy status shifted into overdrive, but it was within the last five years. It probably happened when I realized I was old enough to rent cars from Enterprise rent-a-car. And if I could do that, it meant that with the right timing and sizable means, I could one day strap myself into the driver’s seat in one of Maranello’s finest thoroughbreds.

For those unfamiliar with the living legend of the Ferrari brand I give you these factoids: the cheapest new Ferrari one can buy is well north of $200K. The most expensive car ever sold (privately) was a Ferrari, and it fetched $52 million (the most expensive car ever publicly auctioned was also a Ferrari; it went for $38 million). Everything about Ferrari screams exclusivity, including it being one of the only major car brands to actually, purposefully limit production on its cars, not because there isn’t a market, but rather to increase value by exclusivity. And they are worth it. If you ever seen or heard a Ferrari, you’d know it. At the very least you’d know you’ve seen something special. The attention and detail given to each and every Ferrari is extremely impressive; it’s almost as impressive as a Ferrari’s performance, both on and off the track. Even the Ferrari factory is exclusive: one of the only factories in the world to feature glass roofing and trees within the factory walls to promote cleaner air and a more ideal work environment (and you can't even tour the facility unless you're an owner). Now let’s get back to my opener: I drove a Ferrari!

For my 30^th birthday, my wonderful wife Tate surprised me with the help of my mother-in-law Val by purchasing for me a special experience with the Ferrari F430. The F430 was Ferrari’s entry model car from 2004-2009 and stickered for $186K. It features a mid-engine RWD layout and is powered by a 4.3L V8 churning out 485 horsepower. By comparison, your brand new Honda Accord starts at $21K, features an inline 4 cylinder engine that makes less than 200 horsepower and takes twice as long to reach 60mph as the Ferrari does.

Our experience this summer took place in Rosemount, MN, at the Dakota County Technical School, which features a short, windy track/course that is assumedly used to teach future cops how to keep their tired old Ford Crown Vic cruises on all four wheels while chasing down perps. But not on July 4^th, 2014; for that day the course was reserved for gods alone. And I’m not talking about me. I'm talking about the cars.

Joining the two red Ferrari F430’s at our event were another pair of twins, two Lamborghini Gallardo coupes, one painted in graphite gray, the other bathed in pearl yellow. The Gallardo is not only one of the most mispronounced supercars in history, but most likely the first car you’d buy if you had the money for the Ferrari F430 but not the inclination. Compared to the F430, the Gallardo is more powerful, has two more cylinders, and sends all its might to all four corners with the help of all-wheel-drive. Different strokes for different folks.

Sure, I had a choice: Ferrari or Lamborghini. But for me there was no choice: Ferrari or bust. I’d been waiting my whole life to do this, and nothing could sway me from my date with the Rosso Corsa (red) beauty. So, after registering with MotorSport Lab (the company hosting the event), Tate and I and the other participants watched with glee as the pro instructors took turns doing hot laps in the F430 and the Gallardo in order to warm up the cars and prepare them for an entire day of abuse. As for me, I had only three laps to enjoy my ride, but you can bet your ass I’d make the most of those few laps.

And I did. I was lucky enough to be the first driver of the day. Clad in my red suede Puma shoes and my red Ferrari track jacket (don’t worry, I was wearing pants as well), I hopped into the passenger seat of the F430. The instructor who would be accompanying me and driving the first lap was named Kevin. He’d been doing this for 19 years. Rough life, driving Ferraris all day.

The course was set up as such: a short slalom starts the course, followed by a swooping right turn that leads uphill to a very sharp left turn. This left turn transitions to a big winding left-hand bank where you can really throttle through it before slamming on the brakes at the end to veer left and begin the slalom all over again. Kevin’s lap was, shall we say, enthusiastic. Honestly, I thought we were going to crash almost the entire time; he was that fast. It was glorious; I thought I was going to crap my pants. I could’ve ridden shotgun all day and never grown tired of the spine-tingling fear and excitement his driving generated.

But now it was my turn. My turn at speed. My turn at power. And please God, don’t let me crash it! I gently climbed into the driver’s seat while Kevin took his new place on the passenger side. The F430 idled with distinct burble, but there was a subliminal message being conveyed as well. “Dump the throttle!” whispered the Ferrari. But no, can’t do that; that no-no was made very clear by Kevin during our crash-course in supercar driving school. I took a deep breath, adjusted the seat, and curled my fingers around the leather-wrapped steering wheel, being sure not to touch the paddle shift levers (another no-no). Kevin tells me to ease into the throttle like one would while driving a manual. And then I felt it catch. “Go!” prodded Kevin. And go I do! I zipped through the slalom, slowly at first (trying to avoid the cones) and then gunned it, ramping up speed all too quickly as we bravely marched at Mach speeds toward the first sharp left turn. Time to dump the brakes. The F430 shed speed with no drama at all. I reset my bearings coming out of the left turn and jumped on the gas again as we flew back toward the crowd where my wife was recording the whole thing on her i-phone.

Lap one: done. We sat at the start of the course while Kevin gave me feedback. And by feedback I mean he’s telling me every little thing I can do to go faster and faster. What did I learn from my first lap? I could have gone much faster. Laps two and three made up for that. And at the end of the third lap I come to a chirping halt in from of the crowd. I let out a triumphant howl. The crowd cheered. No shit; they really did cheer.

As I exited the car I felt myself shaking a bit, like a washing machine slowing down after the spin cycle. And with the shakes, a big fat smile ruined what could have been a cool demeanor. Fun is what I was feeling. An over-abundance of fun. I shook Kevin’s hand and thanked him. Then I put my arm around Tate and we slowly strolled toward the parking lot. She was my crutch until I calmed down.

-Thanks for reading The Wheelspin Journal-    

photo by the author

I Used To Idolize The Bugatti Veyron

By Jonathan Mellberg

 

Really, I still do. Everything about the Bugatti oozes power. And not just power, but excessive, ridiculous power. It’s the kinda of car that non-enthusiasts simply shake their heads and say “Why?” To which I emphatically counter “Why not?!?!”

Bugatti Veyron (Super Sport)

http://commons.wikimedia.org/wiki/File:Bugatti_MG_3955.JPG

Reading stats on the Veyron is one of my favorite things to do. Aside from the contradiction that Bugatti is an Italian marque, engineered and built by Germans in France, the Veyron produces 1001 horsepower, has a top speed of 253mph (in base model trim), uses ten radiators, and has a special key just for top-speed runs. The Veyron’s 16 cylinders and four turbo's gulp more air in one minute than a human does in four days. Yup. The Veyron also drinks fuel eight times faster than a normal car and at full throttle achieves an environmentally destructive 3 miles per gallon. Need a new set of tires for your Veyron? That’ll be $17K, please.  And by the way, those will only last you 6,000 miles. But my favorite stat has always been: 0-60 in 2.7 seconds. Correction, it used to be my favorite stat. Until a hybrid came along and ruined everything.

 

In a bold declaration I’ll freely admit I care very little for the modern gasoline/electric hybrids, most frequently represented by their unofficial mascot, the Toyota Prius. I’m just not a fan. I don’t like hybrids (Toyota Prius), full electrics (any Tesla, Nissan Leaf), plug-in hybrids (Chevy Volt, Ford Fusion), or even hydrogen fuel cell cars. Correction, I don’t like what they represent, which is of course, the end of spirited driving, the beginning of a more fully realized global efficiency (so they hope), and in a not too distant future, autonomy. Essentially, they are a threat to the modern car guy's way of life: big power, big speed, big smog. That being said, the Prius has sold over 6 million examples; you gotta respect that, or conversely, concede that 6 million people have made the mistake of buying it. But of course the latter isn’t true. On the fully electric side, the Tesla model S is admittedly very impressive, from its laptop-sized infotainment screen (17 inches!), to its door handles that automatically project outward, to its instantaneous torque (thank you electric motors) that propels the porker from 0-60 faster than many sports cars on the road. And the Tesla isn’t even a sports car. I’ll even admit that the Volt is brilliant, though I don't fully understand it yet (stay tuned, dear readers). But I’m not here to talk about these cars, though in some ironic way I’m sure I owe them a debt of gratitude (lookin' at you, Prius), because the same reason that I mourn the death of the Veyron’s King-of-the-Hill status is the same reason I should praise the birth and subsequent success of the Prius: the McLaren P1, the Ferrari LaFerrari, and the Porsche 918. Unrelated, you say? Not so fast…

Toyota Prius

http://commons.wikimedia.org/wiki/File:2012_Toyota_Prius_(ZVW30R_MY12)_i-Tech_liftback_(2012-10-26)_01.jpg

True, a comparison between the Toyota Prius ($24K) and the Porsche 918 ($850K) is like comparing an apple to an apple pie. A delicious, caramel apple pie with lattice crust that’s been freshly baked. Yeah, that’s more accurate. But where would this glorious Porsche 918 be without the groundwork laid by the incredibly pedestrian, oft ridiculed Toyota Prius? It’s hard to say. Maybe we owe it all to CAFE (Corporate Average Fuel Economy), government regulations that (since 1975) have pushed and shoved every auto manufacturer into producing cleaner, fuel-sipping cars and trucks. I think it’s a bit of each. Are these reasons evil? As much as I want to believe it, no, they’re not. Don’t think so? Well, then I hope we can agree that at the very least it’s made auto engineers exponentially more creative, which brings us back to the Porsche 918.

 

Porsche 918

http://commons.wikimedia.org/wiki/File:Porsche_918_Spyder_(8750220488).jpg

I’ve been hearing about the Porsche 918 for some time, but never gave it much thought.  The 918 went from a concept, to a design, to a fully realized car, and, somewhere along the way it managed to evolve into one of the most relevant Porsches ever, not to mention one of its fastest. Again, it’s a hybrid. What the hell?! I figured it was just a publicity stunt, or a way to cater to Richey Rich eco-nauts who wanted the satisfaction of owning a Porsche without the guilt. But the 918 goes way beyond my limited suppositions. The 918 is race ready; it’s a fully capable track machine with not only 608 gasoline-derived horsepower but another 285 battery-sourced ponies. The two power plants work in concert, fully maximizing any and all ways of making the car as fast as possible. And fast it is. My god is it fast. Try 0-60mph in 2.4 seconds and a quarter mile at 10.0 seconds flat; I call that crazy. And, at the end of the day, if one is so inclined (and provided the batteries are charged) a 918 owner can cruise home in full electric mode, for up to 22 miles or so. Now that is insane!

Not bad at all, considering the 918 dethroned the mighty Veyron with one fell swoop, and it did it with the word “e-hybrid” scripted on its body. What does this mean? It means that not only is the big, bad Bugatti Veyron is no longer the answer to ultimate power, but more importantly, the answer itself is nothing like the Veyron. It’s a smarter car, with less power, more electronics, utilizing complex partnerships between polar-opposite power sources to achieve what some, maybe most (me!) would’ve thought impossible.  

So maybe the world is coming to an end. Or maybe it’s only the present that’s ending; because the future is here, and it’s called the Porsche 918. And if said future is the justification of the Toyota Prius’ existence, then consider justice served.

-Thank you for reading The Wheelspin Journal-

photo by the author

 

Test Drive: Nissan Leaf

By Jonathan Mellberg
photos by the author

It started with a Tesla Model S, which is still is one of the most amazing vehicles I’ve ever driven. It continued with the spunky, funky little BMW i3; whose personality practically redefines the meaning of unique. And now the next logical step to cracking the electric code is to drive perhaps the most common and attainable e-vehicle yet, the Nissan Leaf.

Let’s start with what we know. My research began on NissanUSA.com, with Nissan’s semi-interactive (though lack-luster) web page for the Leaf. All the facts and figures are there: things like hands-free Bluetooth phoning, heated seats (front and rear), regenerative braking, Nissan Intelligent Key and push button start are all standard. What’s obnoxiously absent is the Leaf’s advertised distance range. Unlike Tesla’s website, which proudly displays the Model S’s distance metrics in numerous areas, Nissan is shyer about revealing just how far their little electric car will get you. Advertised mileage is 126 miles per gallon for highway driving and 101 miles for city driving; what gallons?! The Leaf is fully electric, so what’s the deal? Nissan lists its battery size/type and its mpg estimates but won’t release real-life estimated range? What’s your excuse, Nissan?! We’ll get back to that…

Nissan Leaf (zero emission car)

The Leaf, like most Nissans, has three trim levels and three base prices to go with each: S ($21,510), SV (24,600), and SL (27,620). The aforementioned standard goodies all come with the $21,510 price tag.  Upgrading to SV trim will get you things like navigation and 17” alloy wheels, and the top-level SL trim affords the car leather, HomeLink, and auto on/off low-beam headlights. You’ve got your home charging station like other electric vehicles, optional Bose audio, an around-view monitor (providing a bird’s eye view of the car and its closest surroundings), and the Carwings smartphone app. I’ll admit that the automatic-switching LED headlights is a neat trick but not without confessing that I despise any car that believes it knows better than I what to do and when to do it.

Nissan Leaf's "gas" cap (for charging the car)

Assuming Wikipedia is accurate, the Leaf’s claimed range is 75 miles and a combined mpg-equivalency of 115 miles per gallon. OK, now we’re getting somewhere. And if I were Goldilocks and the three bears were the Tesla Model S, BMW i3, and the Nissan Leaf, then the Leaf would invariably be the littlest bear. It makes sense; The Leaf’s 24kWh lithium-ion battery pack is about one third the size of the Tesla’s base battery size of 60kWh (Tesla also offers an 85kWh option good for a 300-mile range).

Morrie's Nissan (Brooklyn Park, MN)

And so, I found myself at the local Nissan dealer in Brooklyn Park, MN, on a Friday afternoon, hunting for a Leaf to drive. A quick drive through the lot proved claustrophobic; I decided to park the car and go inside (I’ll let a salesman find the car for me). I lucked out; only one Leaf available for test-driving. Its color was Blue Ocean (someone must’ve already trademarked the much more sensible arrangement Ocean Blue). The car was on the cheaper side, with cloth seats instead of leather, and manual seats adjustments.

The exterior design is inescapably frumpy and odd. While not hideous in its own right, parked next to the god-like Nissan GT-R it’s just plain unattractive. The rear vertical taillights are kind of cool, as are the blue-tinted Nissan badges, fore and aft. The “gas” cap, i.e. where you’ll find the charging port, is centrally located just above the front bumper. The Leaf sports “zero emission” badges on three out of four major body panels. Fine, you’re special; at least I thought you were…

Godzilla (known to commoners as the Nissan GT-R)

I was not a fan of this car. Lest you think me a pitchfork-wielding relic from the 20^th century who doesn’t or can’t appreciate the electric car and the melting icecaps that forced its creation, I’ll have you know I’ve driven both the Tesla Model S and the BMW i3. Both were amazing, and both made me a believer. But with the Leaf, my faith took a tumble.

The biggest disappointment was the interior. Yes, it’s a small car, but Nissan has always found a way to make little cars feel big inside. Not so with the Leaf; legroom up front was tight (granted, I’m two inches over six feet tall). With my seat all the way down and back, my right knee was smashed up against the center of the dash which held the radio and HVAC controls. My left knee was likewise pressed up against the left door. No way could I comfortably drive this for hours on end. The digital dash screen in front of you is not unlike (in essence) that found in the BMW i3 or Tesla Model S; it conveys current charge levels and speed and other little info do-dads. But unlike its fancier stalemates, the Leaf’s display feels incredibly cheap, not to mention old. You’re reminded of this when focusing on the radio, which uses a color screen about the size of your smartphone (that’s small, for a passenger car. It’s important to note this was not a navigation-equipped model). This same tiny screen doubles as a back-up camera when the car is in reverse. You really have to squint to see it clearly and you’d be better off just turning your head around like your parents still do.

Equally disappointing was the Leaf’s power, or lack thereof. Yes, take off from a standstill feels fast, and probably is; but on-ramp acceleration and freeway passing is almost alarmingly underpowered. Power levels plateau early on, and once that happens you can bury the gas pedal all you want, the car won’t push any harder. Ride and handling are fine, and the car feels solid. But if I’m sacrificing gas-engine range (normal passenger cars get 300-450 miles per tank), I’m going to want some sort of trade-off. If I were a city-only driver with a twenty-mile round trip each day, I might (just might) consider a Leaf as my primary transportation. But with any open-road commuting (or that which requires judicious throttle application when necessary) the Leaf quickly falls off the list of worthy entries. 

cool-to-the-touch electric motor (on the top, at least)

Basically, the Nissan Leaf is a victim of its price point and manufacturer. Surely it didn’t help that I began my electric pilgrimage by driving a $79,000 Tesla Model S first, followed by a $45,000 BMW i3. Nissan’s $21K entry price is attractive, but that saddles you with sub-par design quality for a car of the future, precious little room inside, a battery that won’t/can’t get you past 75 miles without a re-charge, and power that poops out when it’s really needed. As a Nissan fan and a current Altima owner, I expected much more out of Nissan. I’m a fan of over half their lineup, but I can’t count the Leaf among those I adore.  What can Nissan do to change this? Firstly, offer two or three different battery sizes. This may be a bit cost restrictive but it will ease potential buyer’s minds knowing they can get more than a measly 75 miles out of one charge. Secondly, if there is ever a second-generation Leaf to be built, make sure it’s a little bigger, or at least less ergonomically-challenged. Nissan needs to look no further than its own current compact cars to make this happen. Thirdly, more power is needed. I mean come on, even a Toyota Prius feels peppier on the freeway. And just so we are clear, that was an insult.

-Thanks for reading The Wheelspin Journal-

photo by the author

Why I Love A Good Concept Car (And Why I Hate It)

By Jonathan Mellberg

I still remember the January 1998 cover of Motor Trend magazine which featured the very impressive, very loud (looking), and aptly named Pontiac Rageous concept car. No, I’m not Rain man; my memory isn’t that good. I remember the magazine cover, but Google helped me with the month and year; I still have the issue, buried somewhere in my basement, with scores of old car magazines. I remember this car, not only because of its out-Rageous styling (get it?), but because of its unique ensemble of worthwhile attributes. The Rageous was a four-door wagon with a hatchback and a tailgate. It sported a radical design with the muscle to match, in the form of a 315hp V8, paired with a 6 speed manual transmission. It had a Corvette rear suspension, suicide doors, four bucket seats, and a fully folding rear row; you know, it case you wanna drag-race a BMW M5 on the way home from Home Depot with your trunk literally stacked with sheetrock. The car was never made it past the concept stage (other than in Hot Wheels form, of which I own an example). It was never meant to. I love this car because they dreamt it; I hate it because they never built it.

1997 Pontiac Rageous Concept

http://farm5.staticflickr.com/4127/5095257599_260f9ba8f0_z.jpg

Why was the Pontiac Rageous so cool? To me, it was the blend of functionality, power, and style. Sure, there were plenty of Trans Am Firebirds out there; and yes, technically they had a back seat. But the Rageous was every bit as cool as the Firebird, surely just as fast, clearly more radical, wholly more functional, and dare I speculate, family friendly? To me (at age 14), it was obvious. They should have built that bitchin’ car.

1998 Pontiac Firebird Trans Am

http://commons.wikimedia.org/wiki/File:%2798-%2702_Pontiac_Firebird_Coupe.JPG

The Rageous was not alone. So many great concepts have marched their way straight from the auto show floors to the abyss of the forgotten. As a younger person, this frequently frustrated me. "Why aren’t they building this?!” I’d ask myself. I didn’t realize (and sometimes I still don’t) that rarely is a concept car really made for production. Most of the time, these unique autos are crafted to test the waters, to see how the people will take to a new design influence. If a concept is successful and the feedback positive, design cues often trickle down into future cars; cars that typically are nowhere near as visionary as the original. That’s the trick; you wow them with high art in the concept, and the end result (the production model) is usually around 60% as special, if you’re lucky. That’s how it goes.

(from my Hot Wheels collection)

Until recently I hadn’t given much thought to the ol’ Rageous. That is, until I saw another super-cool, super-sexy, better-than-the-coupe-on-which-it's-based supercar in concept guise: the Infiniti Q50 Eau Rouge concept. While I detest any name I can’t easily pronounce, the rest of the beastly Eau Rouge gets two enthusiastic thumbs up. And what’s not to love? The Eau Rouge packs the unstoppable might of the Nissan GT-R’s twin-turbo V6 (now making 560hp in the Eau Rouge) and is paired with an Infiniti 7 speed automated gearbox and all-wheel drive. That means the Eau Rouge can stomp around town flexing all that muscle and thoroughly whip 95% of all other autos on the road (including many sports cars and probably a few supercars, too) without breaking a sweat. The Eau Rouge has a mean looking snout, features hood scoops not unlike the GT-R, displays full carbon fiber aero treatments ‘round the whole bottom of the car (plus a carbon fiber roof panel), and even sports a F1-style third brake light.

2014 Infiniti Q50 Eau Rouge Concept

http://commons.wikimedia.org/wiki/File:ITU_Symposium_on_The_Future_Networked_Car_-_12928521273.jpg

But the best part about the Infiniti Q50 Eau Rouge is that, unlike the Rageous, Infiniti brass is actually considering this concept for production. The concept itself is fully functional, and a few prototypes are actually roaming the streets today. If built, word is that Infiniti will charge around $100K for each, and production will be limited to increase exclusivity. The truth? As amazing as the car is, it would never take a big enough bite out of BMW M cars or Mercedes AMG cars that would make the Eau Rouge viable enough for a non-limited production. But so what? Build it! Build 1000 examples, build 300; build 10 for all I care. If at least one Q50 Eau Rouge would be produced, that means there’s a chance (a sliver of a chance) I’d get to see it one day. Which is more than I could ever say of the Pontiac Rageous.

2014 Nissan GT-R

http://commons.wikimedia.org/wiki/File:Nissan_GT-R_02.JPG

-Thank you for reading The Wheelspin Journal-

 

photo by the author

Test Drive: BMW i3

By Jonathan Mellberg
Photos by the author*

Per BMW’s website, “i is for Innovation”…gag me. It’s not that I don’t like electric cars (actually, my attitude concerning them has recently done a 180-degree turn). It’s that the marketing for these automobiles is so damn holier-than-thou. And while I don’t deny there are loads of “innovation” packed into the new BMW i3, their seemingly self-righteous go-green-or-go-home stance seems slightly hypocritical. After all, we’re talking about the same company that simultaneously builds eight M vehicles (BMW’s in-house performance division who seems less than concerned with its carbon footprint), the least powerful of which makes 425 horsepower from a twin-turbocharged inline-six cylinder engine.

BMW i3

Of course, BMW is entitled to steer its company any direction it wants. And while its bread and butter will always be neat and tidy, leather-clad driver’s cars with good power, it’s only smart of BMW to shift a percentage of its focus to alternative means of transportation. Which brings us to the BMW i3, a full electric; BMW’s first. You may have heard of the i3’s sexier big brother, the i8. Unlike the stubby little singularly-purposed i3, the i8 is a supercar in its own right, with a base price of around $135K. But it’s only a half-blood electric, as it features both an electric motor and a gasoline engine to produce its method of propulsion. Back to the i3...

BMW i8

The i3 hasn’t been around that long. I haven’t even seen one on the roads yet (which makes sense as they’ve only been in dealerships a few weeks now). Sandwiched somewhere between the pedestrian Nissan Leaf and the pompous Tesla Model S (both full electric vehicles), the i3 prices start at $41,350. For this you get the following: aluminum chassis, full LED headlights and taillights, and a full carbon fiber reinforced plastic (CFRP) shell called a LifeDrive module (gimme a break) which is fancy talk for the vehicle’s frame. Power is a healthy but not astounding 170hp and 184lb-ft of torque. As with every electric car, torque delivery is immediate, no build-up required.

BMW i3

BMW’s powertrain aside, there’s nothing too earth-shattering about its features. HD radio is standard (satellite radio optional), there’s four seats, and keyless entry. You can opt for BMW apps that work with your android or i-phone to monitor both the car and your driving style (you can also program the i3 via your phone to turn on while charged and adjust its climate control at any time…say, on a hot summer day ten minutes before you leave the office). Also optional is a 12-speaker, 360watt Harmon Kardon speaker system ($800), 20” sporty alloy wheels ($1300), and parking assist ($1000), which helps you steer clear of objects but will not park the car for you. Other than being a gas-free vehicle (sans the range-extender), the only feature I found mildly impressive was the i3’s electronic climate control, which lets you vary the vertical temperatures throughout the car (for instance, your can keep your head cool while keeping your feet warm). And then I found out that all BMWs feature this. The i3 can also communicate directly with BMW concerning any issues with the vehicle. This can be configured as an automated feature or a driver-controlled function. But then again, the Tesla can and does do that as well.

LED lights and cool-blue grill accents!

But I suppose there’re only two things you really want to know. How far can it go, and how much does it cost? The aforementioned base price of $41,350 does not include the optional range extender (nearly $4000 more), which, depending on conditions, driving style, etc., can extend the i3’s range by 12-24% above standard range of 70-110 miles by utilizing a small engine (which runs on gasoline) that recharges the battery for you while driving. The i3 isn’t a pig; it can dart from 0-60mph in seven seconds but may defeat the purpose of squeezing the most life from the lithium-ion batteries. And when depleted, the i3 can be fully re-charged in 3.5 hour by BMW’s at-home charger (provided it’s hooked up to a 240-volt, 30-amp outlet). And don’t forget about your $7500 tax incentive for buying an electric vehicle!

BMW i3 wall charger

But how does it drive???

To answer that, I set an appointment with my local BMW dealer: BMW of Minnetonka (Minnesota). A fresh, new building, BMW of Minnetonka is quite intimidating; it looks more like an upscale office park than a car dealership. The show floor spans multiple levels, as does the indoor parking ramp. The facility, which opened in 2010, is four times larger its former home. It’s posh; I mean, how often do you seen an escalator at a dealership? For me, it was a first.

BMW of Minnetonka (MN)

My contact for my test drive was sales associate Andre Prasad. We started by taking the tour of the i3 on the show floor. He showed me the cool-looking fast charger (wall-mounted) as well as a nifty trick about the charger gun. Once plugged into the i3, if the vehicle is locked, it locks the electro-gas pump as well, meaning no one can come by and unplug (or steal) your charger. Cool!

I won’t deny the styling is….unique. If pressed, I’d say I like it very much for a cool, little eco-car. It’s definitely unlike any BMW I’ve seen (aforementioned BMW i8 aside). BMW’s classic dual kidney grills are spiced up with cool-blue accents, as is the sunken BMW logo on the hood. Multi-color body panels really set apart the i3 from not only any other electric vehicle but every other car, period. The i3 is compact, but not small. Yes, cargo volume is limited, but seating four adults is problem-free; my 6’2” frame easily slipped into the rear seats, thanks in part to the i3’s suicide doors. I could totally see this vehicle driven by patrolling storm troopers in the next Star Wars movie.

BMW i3 drive selector (i.e. the shifter)

The interior is as much a tribute to the future as it is to eco-sensitive tree-huggers (I’m being as nice as I can possibly be). Materials used are 100% recycled; from the upholstery to the plastics, it’s as guilt-free a car as it could be. Also of note is the German factory where the i3 is built, which is powered entirely by four wind turbines. This is important to know because the interior, which is nicely put together and pleasing to the eye, would appear cut-rate if you weren’t learned in the origination of its materials. It’s not a turn-off, certainly not to those who take their carbon footprint seriously. Fit and finish is on par with the rest of the brand, and cool do-dads include two tablet-looking screens that account for all dashboard info, from speedometer and electric reserves (fuel) to radio, HVAC, and other miscellaneous notifications and monitoring data. The seats are sportingly comfy, and adjust via manual controls only. Power seat controls add weight, and are appropriately absent in the i3. Opening the doors will reveal part of that impressive LifeDrive module made of carbon fiber visible in the door jambs. Are you rolling your eyes? Well, don’t; aside from significant weight savings (the i3 weighs just over 3000 pounds), BMW has invested $10 billion (that’s billion with a “B”) in the technology of fabricating and applying this light-weight and extremely strong material for future applications outside of electric cars.

Carbon Fiber LifeDrive frame is clearly visible in the door jambs

Driving impressions are not unlike the Tesla Model S I drove (but that’s another story). Of course, there is no noise. One simply goes. Using the steering column stalk, you select “D” for drive and take off. The i3 uses aggressive regenerative braking when throttle is absent. How does this affect the driving experience? The moment you lift off the gas, the i3 virtually begins to brake on its own. Think of it like coasting with a 30-foot boat hitched to your bumper. This coasting will bring the car to a halt pretty quickly. If I were an i3 owner I could easily see myself adopting a driving habit in which I barely ever use the brake pedal. Acceleration is brisk. I easily overtook another motorist three car-lengths ahead of me by darting over into the carpool lane with Andre and zipping onto the freeway. Don’t let the electric-powered, mini-BMW profile fool you; you won’t be left wanting more zoom-zoom for a car this size. Noise is isolated but not eradicated. Since there’s no engine note your ears will focus more on the sounds of the road you’re on. There’s one other noise to note, but it’s a fun one. While coasting, the sound of the regenerative braking makes a wooo-wooo-wooo-wooo sound, as if a UFO were hovering over you. It’s not loud, but it’s there. The ride is otherwise compliant and comfortable. There’s plenty room in the cabin and of course the modern convenience of cruise control and navigation are ready at the helm.

BMW i3's suicide doors offer easy ingress/egress for rear passengers

But would I buy one? I asked myself the same question after taking the Tesla Model S for a spin. No, I don’t think so. When your all-time favorite car is a smog-blasting Ferrari 288 GTO with 400 angry Italian horses under the hood, the i3 can’t help but represent the last thing on earth you’d own. But my predilections aren’t that black and white. For one, I find the BMW i3 surprisingly affordable. Or maybe I mean that I expected it to be a lot more expensive than it is. For $41K, it’s nearly $30k cheaper than an entry level Tesla Model S. No, the two are not really comparable, other than both being full electric cars. I like the i3’s optional range extender, which means you don’t really need to stick too close to home, though you will need a gas station every 100 miles. The i3 isn’t beautiful, but neither can you ignore it (the cross-shopped Nissan Leaf electric car is hopelessly unattractive). What you also can’t ignore is the fact that current electricity rates (nation-wide average) equate to costing $.01 per mile in an electric car vs. $.14 per mile in a gas-engine car. Whether you charge at home, at the office, or anywhere else (many places for free, currently), re-charging instead of fueling will save you big bucks. And no, I’m not going to get into the argument of government subsidies and true-cost analysis and the like.

For me, the (current) bottom line is that for all their technology and pollution-free attributes, electric cars are simply not as versatile as their gasoline counterparts in terms of freedom. The day I drove the BMW i3 I ended up driving my Nissan Altima over 100 miles. The i3 would’ve needed a re-charge by then (sans a range-extender). The Nissan still had 2/3 of a tank left. That doesn’t mean I think the i3 is a bad idea. It represents an amazing ideal that’s been amazingly executed; it’s just not my ideal. But it could be yours; and if it were, I’d probably be a little jealous.

PS: A word of thanks

I want to thank my sales associate, Andre Prasad of BMW Minnetonka. I’ve literally driven thousands of cars, and worked at four different dealerships in my day, so I know a good sales associate when I see one. Andre was very professional, friendly, courteous and knowledgeable; a consummate assembly of traits that makes a salesperson pleasant to work with. While I don’t see myself with the necessary means of ever owning a BMW, should that status ever change, I’ll be going back to BMW of Minnetonka to visit my friend, Andre. Thank you for taking the time to show me what the future of the automobile is!

sales associate Andre Prasad of BMW of Minnetonka

http://www.bmwofminnetonka.com/staff.aspx

*all photos by the author except:

---BMW i8

---Andre Prasad

-Thanks for reading The Wheelspin Journal-

 

 

 

                           

 

 

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In Dreams

By Jonathan Mellberg

I’m not a gambling man. It was years after my eighteenth birthday before I finally slipped a single dollar into a slot machine. And it’s not because I’m frugal; I’m not. I spend my money on plenty of stupid things. But those stupid things are mine to keep. They’re tangible; even if only briefly (as in a Five Guys Cheeseburger). But with gambling, you never know. That $20 you spend could win you $50, or $1000. But more often than not it wins you zilch; at least, for me.

This doesn’t mean I don’t dream of winning the lottery, because I do. It’s a futile self-indulgent activity, especially because I play the lottery even less than I play craps. And while my life doesn’t revolve around money (wait, does living paycheck to paycheck count?), I find it very euphoric when pondering how I’d piss away a new-found fortune.

The annoying part of my brain, the left side, first focuses on the logical choices of where and how to spend my millions: a new house for Tate and I (what the hell, new houses for everyone!), forcing my parents into early retirement, college tuition for the kids. OK, enough of the boring stuff, let's switch to the right side of the brain!

Ah, the right side; emotion, creativity, color, music! Yep, this is where my fanta$y should dwell. And dwell it does. The first scene in the “Jon’s Millions” fantasy is where I take off from work for the day (make that for life) and scoot on over to the local Porsche dealer, which is literally about a mile from work. I know, this doesn’t sound like the real Jon Mellberg… shouldn’t I be marching toward a Ferrari dealer instead? Well, stupid left-side of the brain has influence enough to remind my right side that the nearest Ferrari dealer is just outside Chicago, 400 miles away. It would be easier to buy a brand new Porsche 911 Turbo S and just drive there; oh yes, easier indeed. I suppose while I’m at it I’ll pick out something for the wife. How about a new Porsche Macan SUV? Sure, why not. And Tate will need something for taking a nice summer drive, so we’ll add a Porsche Boxter S as well. And me? Well, I guess I won’t be able to drive that 911 Turbo S all the time, so I suppose I’ll need a naturally aspirated Porsche Panamera GTS as well (because two Porsche turbo models is just silly). 

2014 Porsche 911 Turbo (for me)

http://commons.wikimedia.org/wiki/File:Yellow_Porsche_911_Turbo_S_(991)_rl_London2014.jpg

2014 Porsche Macan (for Tate)

http://commons.wikimedia.org/wiki/File:Festival_automobile_international_2014_-_Porsche_Macan_-_003.jpg

Ok, now we’re off to Chicago. I could make (insanely) great time by sling-shot'ing the 911 Turbo S across Wisconsin’s highways at breakneck speeds, but then who’s gonna drive it back? Tate? Sorry hun, I love you but that 911 is too much car for you. So, we’ll take the Panamera GTS. I mean, it’s got 4 seats, a big ol’ trunk (for a Porsche), and space for the new baby. By now I’ve already hired a man to track down and find my favorite Ferrari ever: the 1984 Ferrari 288 GTO. But in the interim, and also for the majority of my prancing-pony driving, I’ll need a more modern Ferrari in which to sow my automotive oats. The answer? Oh geez, that’s a tough one. Ferrari California? Nope, too girly. Ferrari F12? Too scary (remember, this is for daily driving). Ferrari F458 Italia? Eh, too common (though I’d probably end up buying the F458 Speciale anyway). Then it’s settled; gimme the Ferrari FF, snarl-ready with a 650hp V12, all-wheel drive, and a $300K price tag. Needless to say, Tate will be driving the Panamera home today. The FF is all mine.

Ferrari FF (for me)

http://commons.wikimedia.org/wiki/File:Ferrari_FF_Newport_Beach_(8387695594).jpg

Days later, after I’ve purchased a 50’x100’ maximum security pull barn, I take stock of my current collection: four Porches and one Ferrari (I’m still negotiating with a private seller regarding my 288 GTO). The barn looks surprisingly sparse, even with $750K in autos already; time to beef up my fledgling collection.

We pick out a white Nissan GT-R from the local Nissan dealer, please and thank you. That’ll probably be my daily driver. Or maybe it’ll be the new M3 four-door with its carbon fiber roof. We’ll get the M3 in that cool blue color. And then we’re off to Mercedes, to pick up the sexiest grocery getter ever: the Mercedes-Benz E63 wagon. Don’t laugh; this car has all-wheel drive, 577 horsepower, and will reach 60mph in less than three and a half seconds. Yeah, it’s bitchin’.

2014 BMW M3 (for me)

http://commons.wikimedia.org/wiki/File:Blue_BMW_F30_M3_at_the_2014_Toronto_Auto_Show.jpg

2014 M-B E63 Wagon (for me)

 

http://commons.wikimedia.org/wiki/File:2014_Mercedes-Benz_E63_AMG_S-Model_T,_rear_right.jpg

Gosh, we’re getting pretty stocked with sparkling new sports cars and super cars. I guess I can spend a few days focusing on others. For my buddy Brandon (as per our agreement if either of us ever won the lottery) I’ll pick him up a new Nissan 370Z for his daily driver. For the weekends I’ll get him a pre-owned Lamborghini Murcielago. You’re welcome. My dad will receive a brand new C7 Corvette and a Harley of his choice. For Mom and Brian? Tough call; let’s start with a brand new Nissan Altima for him, and a new Nissan Rouge for her. For their Sunday drives I’ll have to find an old ’65 Mustang convertible with a 289 cubic-inch V8. For the in-laws? To match the Saturn Vue my mother-in-law already owns I’ll find a nice little Saturn Sky convertible; we’ll make it red, with black leather, a manual transmission, in Redline (turbocharged) trim. And for my father-in-law Doug… another tough choice. He’s already owned some very cool classics, and he currently has a pair of beautiful ’49 Chevy pickup trucks. I guess I’ll have to get him a new Chevy Silverado LTZ with the towing package so he can pull his new pontoon boat.

Lamborghini Murcielago (for Brandon)

 

http://commons.wikimedia.org/wiki/File:Lamborghini_Murcielago_back_left.jpg

2014 Chevy Corvette (for Dad) photo by the author

With the family taken care of, I sit on the hood of my new Nissan GT-R (for whatever reason it’s the car I feel the least guilty sitting on) and take stock of all the four-wheeled titans in my pull barn. And as I glance around I begin to notice that all the paint jobs are pretty new, and all the tires are fully tread. “I need some classics, now” I say to myself. Within a month I find a ’92 GMC Syclone, a ’68 Dodge Charger R/T, a ’60 Cadillac Coupe de Ville, a ’96 Corvette Gran Sport, and probably a Dodge Coronet of some sort (surely one very similar to the Coronet from “Tommy Boy”).

1992 GMC Syclone (for me)

http://commons.wikimedia.org/wiki/File:GMC_Syclone_(4821286342).jpg

1968 Dodge Charger (for me)

http://commons.wikimedia.org/wiki/File:1968_Dodge_Charger_R-T_-_Flickr_-_Highway_Patrol_Images.jpg

I’m exhausted. All this car shopping has drained my will to drive… Not! As the months roll on while Tate and I watch our dream house being built, we take a drive each day to run errands, grab a bite to eat, and go to the movies. And each time we take a different car. And sometimes, if Tate is lucky, I let her drive.

-Thank you for reading The Wheelspin Journal-

photo by the author