Girl on Cars

Mini Cooper S Clubman

(Credit: Mini USA)

After months of making the rounds at every conceivable auto show, the 2008 Mini Cooper Clubman is finally on sale in the U.S.

The wagon-style Clubman is billed as a roomier car that still maintains the personality of the original Mini. To some, it seems like a perfect combination of form and function. But for me, the idea of a big Mini just seems ... well ... against what makes a Mini a Mini. One thing's for sure: the Clubman just seems to be one of those cars that people either love or hate.

Part of the point of making the bigger car is, obviously, to accommodate more stuff. The third door, which opens up suicide-style on the passenger's side, makes it easy for back seat passengers to get in and out -- but it does look a tad strange. And the double doors in back make way for a fair amount of cargo space.

The problem is, when we drove the 1.6-liter, 118-horsepower Clubman, we found it struggling to give us the power we needed. And that was with two adults and no cargo. I couldn't imagine trying to get that thing through the hills of San Francisco with a full trunk. While the handling, which Mini describes as "go-kart" style, was pretty quick and responsive, the car just couldn't keep up with our demands. Of course, one major benefit of the smaller engine is fuel economy - an estimated 37 miles per gallon on the highway and 28 miles per gallon in the city with the manual transmission (34/26 automatic) -- as long as you drive it alone and empty on relatively flat roads.

The Clubman S, however, was a different story. The car had plenty of pep, and while we didn't take it up any steep hills, it was able to reach highway speed and pass other cars with relative ease. But the extra performance drops the gas mileage down to 34 miles per gallon on the highway and 26 miles per gallon in the city with the manual gearbox (32/23 for the automatic).

There's no doubt that the Mini Cooper Clubman will have its loyal followers. Its signature Mini styling cues, along with some model-specific features, definitely attract attention. But unless you're willing to spring for the more powerful engine, be prepared to curse those steep city streets. And for $25k, there are plenty of other cars that could make it up the hill. Although the alternatives might not look as hip.

(Credit: Warner Brothers)

Ladies and gentlemen, start your salivating. Those of us silly enough to go to Detroit in the middle of January to look at cars will be able to gawk at the super-cool Mach 5 from the Wachowski brothers' remake of the classic 1960's 'toon. The car is slated to be on display at Cobo Hall in Detroit during the 2008 North American Auto Show, beginning Jan. 13 for press and Jan. 19 for the public.

Although, like most Hollywood prop cars (and more than a few Hollywood people), it will probably be just an empty shell.

The real-life version of the Mach 5 was first revealed back in June, around the time production plans for the movie were announced. Sadly, previous reports say the driving scenes were filmed with the Mach 5 on a crane, and most of the effects were computer-generated. Still, it's fun to imagine tearing down the road in that sweet little road rocket. If I were Trixie, I'd insist on driving.

Consumers won't pay more for cars that would meet new, stricter emissions standards.

That was the message sent last week by Susan Docherty, Western Region general manager of General Motors, as a handful of automotive journalists (including yours truly) sat scattered at a very large table in a private room in the back of one of Santa Monica's poshest hotel restaurants during a GM-sponsored holiday dinner.

The proclamation erupted out of a somewhat heated debate with one of the print journalists at the table, sparked in part by news that a U.S. District Judge had dismissed a lawsuit filed by automakers over a California law that would require car manufacturers to reduce new car emissions over the next several years.

The statement was especially curious coming from someone who had worked for one of the most expensive automotive brands in the U.S. Prior to her previous position, Docherty worked as head of marketing and sales for Hummer. According to her biography, her launch of the H3 increased Hummer's sales by more than 70 percent. If there are obviously plenty of people who will pay more than $30,000 for SUVs that get 13 miles per gallon in the city, why wouldn't there be a market for a $30,000 midsize car that gets 40 miles per gallon (or better)?

Some of us aren't so quick to underestimate the increasing savvy of the American consumer. While there are still people who will buy the biggest vehicles they can afford without regard to long-term consequences, the average car buyer is getting smarter. Even putting questions of social responsibility aside, basic economics tell us that the financial implication of buying a car goes far beyond the sticker price; it's about the overall cost of ownership. And we think you get that.

What do you think?

Robosaurus crushes a car.

(Credit: Universal Studios)

The annual Barrett-Jackson auction in Scottsdale, Ariz., is usually a place where car collectors and enthusiasts gather to admire scores of vintage Jaguars, Mercedes, Cadillacs and other fine specimens of automobiles made in years past.

Those types of cars will still be there when the event rolls around again in January, but there will be one rather disturbing lot that's bound to steal the show: a 40-foot-high, 31-ton mechanical dinosaur that throws 20-foot flames from its nostrils.

The Robosaurus, created 17 years ago by Monster Robots in Southern California, will be sold with no minimum price during the auction, which takes place January 12 to 20. The machine, which is controlled by a pilot who sits in a cockpit inside the dinosaur's head, comes complete with stainless steel teeth that can rip into and twist metal with 20,000 pounds of crushing force.

Not to be a party pooper, but does the idea of auctioning this thing off to the public trouble anyone? Little old ladies are getting their value-size bottles of perfume confiscated at the airport, while any schmuck with a bunch of money can buy a deadly machine that could take out an entire city block. How does that make sense?

Breaking up is hard to do. Especially when it costs some $34 billion. The German-based parent company of Mercedes-Benz has cut its losses and is moving on with a new name: Daimler AG.

The new nomenclature isn't at all that surprising. It follows suit with its German competitors, BMW AG and Audi AG. Daimler's car division, previously the Mercedes Car Group, will be renamed Mercedes-Benz Cars. It will include the Mercedes, Maybach, and Smart brands.

The origins of the German car company date back to 1885, when Carl Friedrich Benz received a patent for his car, the Benz Patent Motorwagen. Five years later, Gottlieb Daimler and Wilhelm Maybach founded Daimler Motoren Gesellschaft. In 1926, that company merged with rival Benz & Cie, forming Daimler-Benz AG. Fast-forward to 1998, when Daimler bought Chrysler Corp. for approximately $40 billion, and later sold 80.1 percent of the failing division off to a private equity firm, Cerberus Capital Management, for a mere $6 billion.

Critics of the new name say, given all that history, "Benz" should be included in the name of the parent company. According to a Reuters report, descendants of Benz lobbied at a meeting of more than 6,000 shareholders to keep the founder's name alive. The Benz name in the car division was included, in part, to appease outspoken shareholders and family members.

Bob Lutz

(Credit: Ray Wert)

Love him or hate him, Bob Lutz is somewhat of a celebrity in the automotive world. From GM to BMW to Ford and back again, Lutz has seen firsthand the growth, as well as the trials and tribulations, of the automotive industry over a span of more than four decades. Oh, and in his early days, he flew fighter planes in the Marine Corps.

When I told some of my colleagues I was invited along with a small group of bloggers to have dinner with "Maximum" Bob, some beamed in envy, others snarled in skepticism. After all, GM has had its share of bad publicity over the years. But Bob and company claim those days are over. General Motors is hoping to please the entire customer spectrum, from eco-minded conservationists to speed-loving gearheads.

On the "green" side of the scale, GM seems to realize what alternative-fuel experts have been saying for a long time: No single fuel can fully replace our dependency on petroleum-based oil. Fuel diversification--using different ways to power the various cars on the road--eases both ecological and economic strain on our resources. During the first half of our meeting, GM carted us over to Universal Studios and outlined some of the technologies they're either testing or currently employing:

Hybrid systems. GM is introducing two types of hybrid powertrains: a two-mode hybrid system that will soon be available on the Chevy Tahoe and GMC Yukon (as discussed in a previous post) and a "mild" hybrid system that will be incorporated into smaller cars like the Chevy Malibu. And yes, it looks like that two-mode hybrid Escalade will make its way onto the market in the next year or so.

Flex fuel. Several vehicles, including trucks and SUVs, have been modified to run on up to 85 percent ethanol (E85). Although not yet widely available to the public, GM uses lots of these cars internally; they're often transport vehicles during promotions and press events. Of course, vehicle availability is only part of the equation, as E85 fueling stations are hard to come by in many areas. California, for example, only has four E85 pump locations in the entire state.

Hydrogen fuel cells. Real-world testing will soon begin on fuel cell-powered Chevrolet Equinoxes in Los Angeles and New York. It will be the largest market test ever of electric vehicles powered by hydrogen. Cars will be driven by consumers, although no specific details are available yet.

Electric cars. The all-electric Chevy Volt concept was unveiled at the Detroit auto show in January of this year. The Volt uses lithium-ion batteries, which are less toxic than nickel-metal hydride. GM folks say they're getting closer to a production car, but, they say, the battery technology still needs to get better before these cars hit dealerships.

On the other end of the spectrum, Lutz admits there's a horsepower race going on between car manufacturers. He says, for example, that a new version of the Corvette will most likely be faster and more powerful than the C6 and Z06 models on the market today. And although such muscle cars might seem the antithesis to gas-saving Saturns, Bob said not to rule out the possibility of any fuel-saving technologies on those vehicles in the future, either, should regulations so require. Electric-powered 500 hp sports car, anyone?

A small group of automotive journalists gathered recently in Southern California to watch an unusual sight: A fully functional Volkswagen Touareg that could be controlled without anyone in the driver's seat.

The custom-made SUV was part of a special showcase hosted by Volkswagen, where a select few got a glimpse at some of the stunt driving skills used in the making of The Bourne Ultimatum, the third and newest installment of the Bourne films. The movie's stunt team developed a special cockpit attached to the top of the Touareg, complete with a seat, steering wheel, and pedals that allowed the driver to control the car from the roof. With the stunt driver "hidden" on top, camera crews had the freedom to shoot the actor in the driver's seat from any angle without obstruction.

Each of us got a chance to ride along on a choreographed chase in the driver's seat of the custom-made Touareg, dubbed a Remote Driven Vehicle (RDV) by its creators. The car had to be put in gear from the inside, but once the RDV was in drive, we passengers were completely at the mercy of the madman--er--professional up above. It was exciting (and a little disconcerting) to watch the driver's steering wheel turn by itself as we chased a nimble GTI though a series of narrow, makeshift alleyways of cardboard boxes.

After the RDV demonstration, we got personalized instruction from the professional drivers on how to do a variety of car-control moves, including J-turns, reverse 180s, and power sliding into a parallel parking spot. Needless to say, a lot of cones were killed in the process.

Watch official video of the RDV and other behind-the-scenes action from The Bourne Ultimatum here.

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