Big time

Besides doing big business, the 2014 Nissan Sentra boasts size - both inside and out - at the top of its class.

Besides doing big business, the 2014 Nissan Sentra boasts size – both inside and out – at the top of its class.

If you’ve been seeing a lot more Nissan Sentra’s plying the roads lately, it isn’t your imagination.

Buyers have been snapping up the Sentra like canned goods before a Category 5 hurricane, giving the traditional compact car players a run for their money.

This is a big step back into the spotlight for a venerable model that had become almost invisible in Nissan’s lineup.

October sales in the U.S. show a staggering 56.3% increase over the same month last year, while year-to-date sales are up 44.7% over 2013. In Canada, Nissan moved a total of 1,372 Sentras off dealer lots in October, compared to 1,178 in Oct., 2013.

One thing I can’t help but notice when I see one is its size. You’d swear it was pushing into mid-size territory. If this were the 1990s, you couldn’t tell me the 2014 Sentra is smaller than a Chevy Corsica or Ford Contour.

(Ah, that long lost ‘lower midsize’ category. May it rest in peace.)

After seeing this sizeable compact eleventy billion times, I figured it was time to get down and dirty and compare measurements, just to see if my eyes were deceiving me.

Sentra sales are up 44.7% over last year. (Image: www.newcars.com)

Sentra sales are up 44.7% over last year. (Image: www.newcars.com)

Dimension-wise, I compared the Sentra to other popular vehicles in its class – the Toyota Corolla, Honda Civic, Mazda 3, Ford Focus and Chevy Cruze. Cargo volume was thrown in for good measure, because who doesn’t look a big trunk?

Going by factory spec, it turns out the Sentra is indeed on the large size, coming in at-or-near the top of its class in terms of length and wheelbase.

At 182.1 inches in length, only the Toyota Corolla bests it, and that’s only by five-tenths of an inch. This was somewhat surprising, as the Corolla  in my eyes – appears a little stubby.

The Sentra’s wheelbase, 106.3 inches, was matched by the Corolla and the Mazda 3.

Trunk space, at a generous 15.1 cubic feet, was at the top of the pack. The closest challenger was the Cruze at 15 cubic feet. The other four vehicles ranged from a measly 12.4 cubic feet in the Mazda 3 to 13.2 cubic feet in the Corolla and the Focus.

The Sentra makes no sporting claims in its advertising, preferring to sway car shoppers with value. Offering lots of space for the money is a time-honoured tactic that seems to work well, assuming that the product is at least of fair quality.

With the other brands in a sales tug-of-war fueled by claims of driving excitement (and a healthy dose of name-recognition), it seems the folks at Nissan made a conscious choice to go big, or go home.

 

Links:

http://www.goodcarbadcar.net/2011/01/nissan-sentra-sales-figures.html

SVX FYI

Subaru SVX (times two), spotted near Low, Quebec.

Subaru SVX (times two), spotted near Low, Quebec.

It’s like seeing two white rhinos in one place.

That place? Rural Quebec.

Once the pride of 1990s Japan, the Subaru SVX threw all the futuristic trappings it could find into the sporty luxury coupe, which was sold in limited numbers from mid-1991 to 1996.

The most tell-tale styling cue/gimmick on the SVX (sold as the hard-to-pronounce Alcyone overseas) was the window-in-a-window treatment, which made the car look like it had just driven out of a dystopian film set in the near future.

Under the hood of the SVX, you’d find pretty much everything except a turbo. Its twin-cam 3.3-litre flat-six used the fanciest multi-port fuel injection system available at the time, complemented by platinum spark plugs and a hefty computer nanny overseeing engine functions.

All this hardware brought the car up to 231 horsepower, which was delivered to all four wheels via the only available transmission – a four-speed automatic. No manual tranny meant that the car’s sporting credentials were not complete.

A little closer: Its tires may be flat, but that block heater cord is ready for action.

A little closer: Its tires may be flat, but that block heater cord is ready for action.

Technologically advanced, and reasonably fast, the flagship SVX was by far the most expensive product offered by Subaru at the time. Productions costs were high and buyers limited, leading to a situation where Subaru lost money on each SVX they sold.

Offering front-wheel drive base models at a reduced price didn’t reverse the tepid sales trend. Despite projecting (read: hoping) that annual sales would touch the five-figure mark, less than 25,000 were sold worldwide for the entire model run – a little more than half of that number reaching North American buyers.

Subaru’s supercar was an ambitious vehicle at the time, but multiple factors ensured that it never quite measured up to its name (Alcyone – the brightest star in the Pleiades star cluster, which forms Subaru’s corporate logo).

I am the resurrection

Will a $5 billion investment from Ford boost Lincoln's sagging fortunes? Time will tell.

Will a $5 billion investment from Ford boost Lincoln’s sagging fortunes? Time will tell.

There’s been no shortage of spilled ink when it comes to debating the (seemingly) age-old question, ‘What are we to do with Lincoln?’

The iconic 92-year-old brand, once the pinnacle of American luxury, has meandered along on a rudderless path for years, churning out forgettable vehicles while whispers of its impending demise grew ever louder.

Well, it seems that Ford is finally deciding to do something about the wayward marque. New CEO Mark Fields clearly believes in the ‘go big or go home’ mantra, and late last month announced plans to pump piles of money into the Lincoln Motor Company.

Like gasoline through the carb of a 460 V-8, this copious cash infusion is aimed at jump-starting the brand into renewed relevancy.

How much cash, exactly? At least $5 billion over the next five years, according to Reuters:

http://www.reuters.com/article/2014/10/24/us-fordmotor-lincoln-idUSKCN0ID2FU20141024

To compete, you need to offer a variety of things that people want, and do it as good or better than the other guys. Like any company with two brain cells to rub together, Lincoln knows this, and the 2014 MKC small crossover is a good example of a move in a more competitive direction.

But one new vehicle doesn’t save a company. The $5 billion will be allocated to freshening up the existing lineup while adding new goodies to the shelf.

The creation of a new, highly-configurable platform to underpin several new models is at the centre of the rebuilding plan. The platform will reportedly be able to accommodate drivetrains utilizing the front or rear wheels (or all of them).

Now that there’s fuel being added to the fire, it should be interesting to watch Lincoln attempt to rise from the ashes.

Lincoln Mk. III (1969-1971) spotted in Prince George, British Columbia.

Lincoln Mk. III (1969-1971) spotted in Prince George, British Columbia.

Whether it will attain past levels of glory remains to be seen, but I’ve got my fingers crossed – like always – for a new flagship Continental sedan, ideally with suicide doors.

I’m never backing down on that wish. And if that’s too much to ask, can we please get a personal luxury coupe?

My kingdom for a Ute

1978-79 Chevrolet El Camino, spotted in Hull, Quebec.

1978-79 Chevrolet El Camino, spotted in Hull, Quebec.

Of all the extinct American cars I’d like to see resurrected, the Chevrolet El Camino tops the list (the Lincoln Continental, ideally with suicide doors, is a close second).

It’s been 27 years since the last El Caminos rolled off U.S. assembly lines, bringing an end to the car-pickup era. Despite having been produced since 1959 (with a gap between ’60 and ’64), by the end of its life the midsize sedan-turned-pickup had gained a somewhat undeserved stigma as the ride du jour of hillbillies and moonshiners.

Designed to compete with the Ford Ranchero (introduced in 1957), the El Camino was initially based off the full-size Impala for ’59-60, before switching to the mid-size Chevelle platform from ’64 onwards. From 1978 to 1987, a slightly lengthened Malibu platform was put to work underpinning the fifth and last generation of El Camino. Despite being associated with the U.S. (especially the Southern U.S.), the car-pickup – aka the coupé utility, aka the ‘ute’ – was an invention and treasured automotive oddity of Her Majesty’s Commonwealth of Australia.

First marketed by Ford of Australia in 1934, the new body style was created in response to a 1932 letter from a lady who asked if they could build her a vehicle that could drive her to church on Sunday, while still being able to haul livestock on Monday.

2010-2011 Holden Ute. Since the mid-1930s, GM's Australian division has been cranking out Utes without stopping (image: OSX/Wikimedia Commons)

2010-2011 Holden Ute. Since the mid-1930s, GM’s Australian division has been cranking out Utes without stopping (image: OSX/Wikimedia Commons)

The need to compete with this strange new vehicle hybrid led General Motors subsidiary Holden to bring a ute to market the following year. The Holden Ute is still in existence, and speculation has been neverending about a Chevrolet-badged version coming to our shores.*

(* Note: while I love the idea of a returning El Camino – something that probably won’t happen for years, if ever – I despise the Holden Ute’s roofline. That pinched effect where the door frame and C-pillar meet turns me off. Having the door integrated into a solid sail panel, like on El Caminos of the 60s and 70s, would eliminate this effect, and I could go back to loving it completely.)

American or Australian, the intent of the ute was to offer buyers a comfortable, car-like ride with a side of utility, made affordable by using as many existing parts as possible. And that’s the way things stayed for the El Camino (and its twin, the GMC Sprint/Caballero), though the muscle car era saw the Chevelle-based El Camino adopt the same hot powerplants and paint as its stablemate.

The El Camino Royal Knight. Just like a Trans Am. Only based on a Malibu. With a pickup bed.

The El Camino Royal Knight. Just like a Trans Am. Only based on a Malibu. With a pickup bed.

The fifth and final generation of El Camino saw the ute slimmed down (as was the style in the late ’70s), now based on the midsize Malibu platform. The wheelbase gained an inch over the Malibu, but otherwise, the tradition of make do with what you have carried on. The front end of the ’78-’87 El Camino was pure Malibu.

The long doors were borrowed from the Monte Carlo coupe, while the rear tailgate was sourced from the Malibu wagon. Under the hood, the El Camino reflected the lean times it found itself in. For ’78, the base engine was a 200-cubic-inch inline six making a paltry 95 horsepower. The upgrade was the respectable and long-lived 305 cid V-8, making 145 horsepower.

A ballsy 350 c.i.d. small-block V-8 topped the range, and was the engine of choice if you were the type who longed for an eagle painted on your hood.

Three and four-speed manual transmissions came standard in lower trim levels, though most buyers opted to let the ubiquitous 3-speed Turbo-Hydramatic do the shifting for them. In ’79, the El Camino saw the stopgap 267 c.i.d. V-8 join the engine lineup, while in 1980 the base engine was dropped in favour of a 229 c.i.d. V-6 making 115 horsepower. The 350 option was also dropped that year.

The 1981 model is my favourite from this generation, mainly because Chevy ditched the egg-crate grill and went with horizontal chrome bars. Desperate to please the EPA and meet their stringent emissions requirements, GM joined most other automakers that year in adding a lockup torque convertor to their 3-speed automatic in an effort to boost highway mileage.

The following year, 1982, saw the El Camino adopt the quad-headlights and blunt front end of the refreshed Malibu, a style it would carry to its demise. GM’s notorious 350 c.i.d. diesel  was offered from ’82-’84, while the 267 was dropped.

The ad says 'Chevy Trucks', but the El Camino was all car underneath.

The ad says ‘Chevy Trucks’, but the El Camino was all car underneath.

Despite strong initial sales of the fifth generation El Camino, buyers drifted away and the model withered on the GM vine through most of the 1980s.

As the top photo shows, this model of El Camino (especially the pre-1982s) had some style to work with, and made the best of a two-tone paint job. Despite the stigma that grew mostly after the car ceased production, a lower-end El Camino with a V-6 and three-person bench dished out a fair bit of practicality and would have been useful in a number of situations.

And wasn’t this the original intent of the body style all those years ago in Australia?

Whether or not the El Camino rises from the ashes in North America is a question for gamblers. I figure if there was real demand for the vehicle, it would have happened by now.

Maybe the body style is too polarizing for modern sensibilities (mention the El Camino at a party and you’ll quickly see it’s either ridiculed or revered), or, maybe there are just too many new vehicles today that already have room to haul our stuff.

I’d still like to see it come back one day. And not solely as a limited-edition performance car, either – that would be GM thumbing its nose at history and the intention of the model.

Motoring for the masses

A long-term look at Chevy’s global compact

 

Sadly, the Eco doesn't come with fog lights, unlike higher-end Cruze models.

Sadly, the Eco doesn’t come with fog lights, unlike higher-end Cruze models.

It’s been four years since Chevrolet began erasing the sins of the past with the help of its compact Cruze sedan.

In the fall of 2010, a freshly bailed out GM sprung a new model into the marketplace designed to compete, rather than just show up for participation marks. The Cruze rolled out with a splashy advertising campaign crafted by nervous executives and their secretly terrified underlings, designed to make people forget about the blandmobile that preceded it (and the one that came before that).

Offered strictly as a four-door sedan positioned on the large side of the compact spectrum, the Cruze was engineered to be everything the Cobalt and Cavalier weren’t. More rigidity, more spaciousness, more technology and more miles to the gallon was needed to wage war with the perennially popular Civic and Corolla, as well as lower volume offerings like the Focus, Sentra and Jetta.

Unlike the Chevy Cobalt and Pontiac G5 twins (as well as the Cavalier/Sunfire that came before them), the Cruze was truly a global car, manufactured in four continents and sold in five. Only in Australia was the Chevrolet nameplate shoved aside to make way for a regional GM division name – in this case, the Holden Cruze.

With a ho-hum yet competitive 1.8-litre four-banger serving as a base North American engine, the Cruze raised eyebrows by offering only 6-speed transmissions (both manual and automatic) – a game-changer for the compact field. GM took a risk by offering, as an uplevel powerplant, an engine smaller than that of its base model – a 1.4-litre turbo making the same horsepower (138), but with more torque (148 ft-lbs versus 125).

Lightweight 17-inch alloy wheels set the Eco apart from lesser (and greater) trim levels.

Lightweight 17-inch alloy wheels set the Eco apart from lesser (and greater) trim levels.

The cheap gas of the 1990s and 2000’s was by then no more, thanks to the oil spike of mid-2010, but memories of the big engine displacements it fostered were still fresh. A volume engine in a roughly 3,100-pound car that displaced less that a litre-and-a-half was a foreign concept for GM, and America as a whole.

The public would no doubt question it. Would it pull its own weight? Would a driver used to brawny V-6’s be able to tolerate this motorcycle-worthy 1,364cc mill? Was the car as a whole a flimsy piece of junk?

The passage of time told the story. The Cruze sold well as gas prices remained elevated for years amid a struggling economy, while the automotive industry quickly moved in the direction of smaller displacement turbos and transmissions with economy gearing aimed at wringing more MPG’s out of their lineup.

Horsepower sells, but so does gas mileage when money’s in short supply.

First contact

In November of 2011, a younger (but no more idealistic) version of myself wanted to drive one of those new sedans. Not surprisingly, I ended up with a volume LT model as a tester, equipped with the 1.4-litre turbo and automatic.

My review was published in a now-defunct chain of Ottawa-area weekly newspapers.

Going into the Cruze, I recalled driving a base Chevy Cobalt rental in the Rocky Mountains the year before. While the 2.2-litre engine made decent power, its antiquated 4-speed automatic put the ‘S’ in slushbox and made mountainous driving an irritating chore.

The 6-speed in the Cruze didn’t need the accelerator to be floored in order to necessitate a downshift, and the tiny engine pulled with surprising ease. As well, the interior of the Cruze put the never-ending soft-touch plastic of the Cobalt to shame, thanks to its two-tone fabric inserts in the doors and dash.

Red fabric inserts in the dash and doors contrasts nicely with the black interior.

Red fabric inserts in the dash and doors contrasts nicely with the black interior.

A tilt/telescopic steering wheel and a 6-way driver’s seat (that travels an incredibly long way rearward) made it easy to get comfortable behind the wheel, even with my 6’4″ frame.

The driving dynamics of the Cruze, from steering to braking and cornering, were substantially improved over the Cobalt. While I didn’t mention it at the time, the design of the Cruze, though cautious, was reasonably attractive and promised a long shelf life.

With the Cruze only just out of the gate at the time, and with GM compacts steeped in negative stigma, I pretty much declared the new model a winner in terms of value and content.

As it turns out, a lot of people chose to hand their money to GM in return for a Cruze. The 3 millionth Cruze rolled off assembly lines in Ohio in August of 2014.

Of those sedans that rolled out of Lordstown over the past four years, one was mine.

2011 Chevy Cruze Eco

The Cruze Eco was Chevy’s ‘Wow – look at those numbers!’ model.

With a triple overdrive 6-speed manual mated to the 1.4-litre engine, in addition to significant weight savings, aerodynamic improvements (including grille shutters that close above 20 km/h), and low rolling resistance tires, the Eco was designed to deliver head-turning mileage numbers.

The high-mileage model was a phenomenon that soon became common place for domestic auto manufacturers. Ford and Dodge soon had theirs in the form of the Fiesta SFE and Dart Aero, respectively.

Don't think for a second that dropping a gear is going to make something happen...

Don’t think for a second that dropping a gear is going to make something happen…

The highway mileage figure for these cars is great for use in advertisements – you’ll see them preceded by the words ‘up to’.

The Cruze Eco, which seemed to only be sold in the colour red, subtly improved on the appearance of the base LS and volume LT models with chrome-plated 17-inch alloy wheels and a low-profile rear lip spoiler.

Inside, the two-tone upholstery (black and red seems popular!) is complemented by a similar motif on the doors and dashboard. There, the somewhat cheap-looking black plastic is broken up by fabric mesh inserts that are pleasing to the eye and seem durable enough.

The centre stack and console is trimmed in bright silver plastic that won’t fool anyone into thinking it’s aluminum, but makes for a brighter, more engaging interior nonetheless.

With the Cruze now an established presence, deals can easily be found on used and off-lease models. The Eco no longer carries a price premium after three years (it seems), making it a good deal for mileage-conscious shoppers.

Hence why I got into one.

The Drive

I’ve mentioned the comfortable driving position and handling characteristics of the Cruze already (Hey, how ’bout that turning radius?!), so we don’t need to venture into that. For a compact car, backseat space is acceptable, and a 15 cubic foot trunk puts it near the top of its class in terms of cargo volume.

As a past owner of several GM sedans, going back to the early ’90s, I was happy to see that the horrific 1st generation anti-lock braking system had been tossed on the trash heap of history. A ’93 Chevy Corsica and 2003 Pontiac Grand Am came equipped with them, and I loathed every second I spent trying to come to a full and complete stop.

On a 163 km journey from Killaloe, ON to downtown Ottawa, the Cruze Eco managed an average of 66.5 mpg (Imp.), or 4.2 L/100km.

On a 163 km journey from Killaloe, ON to downtown Ottawa, the Cruze Eco managed an average of 66.5 mpg (Imp.), or 4.2 L/100km.

The anti-lock system on the Cruze, which featured rear drums for weight savings, stops far faster and with far less pedal pulsation that the older GMs. On ice and snow the difference is even more noticeable – slick conditions confused those earlier brakes, and both cars had a tendency to give up on slowing down if the surface was slick, even with the brake pedal to the floor).

Traction control keeps the Cruze planted while cornering (at reasonable speeds) on snow and gravel, and can be shut off in order to slog through the deeper drifts.

At low to moderate speeds, the Cruze’s steering is just what you want it to be. Precise and power assisted at low speeds, the steering firms up nicely as speed rises.

On the highway, travelling on straight stretches, I take issue with the need to perform minor, ongoing steering corrections, due to an otherwise firm wheel that offers a little bit of play – play that translates into unwelcome trajectory changes. With your hands off the wheel, the car doesn’t wander, but with a two-hand grip, you’ll find yourself constantly making subtle corrections.

Most of the time these actions are subconscious, but it’s still an issue that should be addressed in the second-generation Cruze.

The Cruze's design fared well, but will be updated significantly for the 2016 model year.

The Cruze’s design fared well, but will be updated significantly for the 2016 model year.

The triple overdrive gear set on the Eco’s 6-speed manual can take most of the credit for the model’s great highway fuel economy, but it does make around-town driving a little tricky. Don’t think that dropping a gear in any situation (even on the highway) is going to make an appreciable difference in acceleration.

Given the loftiness of those top three gears, dropping two ratios is almost always required to perform your average ‘manoeuvre’. The mileage that comes from that gearbox and all the other fuel-saving gizmos is appreciated, though, especially when you see the price at the pumps.

GM lists the Cruze Eco’s highway fuel economy at 4.6 L/100km, or 61 MPG (Imp.), which is 11 MPG more than the least efficient Cruze model.

On a 163-kilometre drive from the rural Valley town of Killaloe to my driveway in downtown Ottawa, the Cruze Eco managed to average 66.5 MPG, or 4.25 L/100km. The trip was made on secondary highways and a four-lane highway, and I kept to the speed limit (but didn’t drop below).

Driving normally, highway jaunts usually return mileage in the 57-58 MPG range.

The Cruze was a big step up in late 2010 and it’s still a capable, competitive vehicle. I’ll be interested to see the specs on the second generation model, which comes out next year as a 1016 model.

Big and topless

1968 Dodge Monaco 500 convertible, spotted in Ottawa, Ontario.

1968 Dodge Monaco 500 convertible, spotted in Ottawa, Ontario.

I’ve said it for years – there’s something about Chrysler products from the late ’60s/early ’70s that make them seen invincible.

It just feels that regardless of what damage they could sustain – even a frame bent 90 degrees – the menacing Chrysler/Plymouth/Dodges would just get mad… and then get even.

Too many car chase movies in my youth, I guess.

The example of Mopar muscle seen here – a slightly battered 1968 Dodge Monaco 500 droptop – was once the pinnacle of luxury motoring for the Dodge division. Not just any Monaco, the massive, top-level 500 was two tonnes of compliant driving enjoyment.

Luxury conveniences were plentiful, while the power any driver of a menacing Hippie-era Dodge needed was instantly on tap. A 383-cubic inch V-8 making 330 horsepower was mated to a bulletproof 3-speed Torqueflight automatic with console shifter.

The Monaco and Monaco 500 coupes, sedans and convertibles were all based on the forgettable Dodge Custom 880 (the division’s hastily-prepared full-size offering), which ran from 1962 to 1965. The Monaco replaced the 880 in the U.S. market in 1966, and in Canada in 1967.

While the American Monaco had a 383 as the standard engine, the thrifty Canadian marketplace demanded that it also come with the 318, as well as the 225 Slant-6.

Doing what a '74 Monaco always seemed to do best (image: www.imcdb.org)

Doing what a ’74 Monaco always seemed to do best… (image: www.imcdb.org)

Looking at the bruised-but-still-kicking convertible pictured above, some of the menace fades from its visage when you imagine a Valiant-worthy Slant 6 under its hood.

While the Monaco soldiered on well into the Malaise Era (earning it lasting fame as The Blues Brothers’ car), the 500 option was scrapped after 1971. After splitting the nameplate into ‘Monaco’ (formerly, the Coronet) and full-size ‘Royal Monaco’ in 1977, a bankruptcy-bound Chrysler Corporation was forced to kill off both the following year.

Serving as the ubiquitous cop car in countless 1970s films and TV shows, the stodgy-but-tough Monaco saw its media presence last well into the ’80s, thanks to its durability and cheap resale value. Look to any episode of The Dukes of Hazzard for proof of this.

 

Links:

http://www.allpar.com/mopar/383.html

Breeze life away

1963 Mercury Monterey 'Breezeway' sedan, spotted in Meadow Lake, Saskatchewan.

1963 Mercury Monterey ‘Breezeway’ sedan, spotted in Meadow Lake, Saskatchewan.

There was so much happening in the early 1960s, one can be forgiven for not noticing the roofline on a mid-range Ford Motor Company product.

The Bay of Pigs invasion, the Cuban Missile Crisis, the Space Race and the JFK assassination all competed for national attention in that era. But behind all the drama (not to mention the drinking and smoking), there was a movement afoot to set the often wayward middle child of the Ford family (Mercury… we’re talking Mercury) on a new and distinctive path.

While the Fords of the late 1950s were understated and didn’t go in for the styling excesses of the higher end GM and Chrysler models of the time, Mercury and Lincoln embraced them.

Fast-forward to the early 60s. Fords remained relatively conservative in appearance (read: safe) thanks to lessons learned from their short-lived 1960 styling experiment, while Lincoln had scrapped its former gargantuan and gaudy 1958-1960 body to create a timeless classic – the 1961 Continental.

The Mercury division was left somewhere in the middle, unsure of whether to appear as an uplevel Ford or a stripped Lincoln. In preparing for the 1963model year, Mercury seized on a styling cue originally marketed in their ’57 Turnpike Cruiser as a way of setting themselves apart from the other divisions.

It was impossible not to smoke ALL THE TIME in the Mad Men era, and this 1963 ad showed how the Breezeway could change your life.

It was impossible not to smoke ALL THE TIME in the Mad Men era, and this 1963 ad showed how the Breezeway could change your life.

The reverse-slanted, retractable rear window was just one neat-o, futuristic gimmick on a car now semi-infamous for being full of them. The Turnpike Cruiser was the ultimate Space Age dream car, but that era has now passed.

The rear window idea, however, had legs. Not only was there comfort and convenience attributes in having a back window that could open up, out of the rain, but it would make for a noticeably different roofline – something that would help set Mercury apart from both Ford and Lincoln.

For 1963, the ‘Breezeway’ roof (as it was marketed) became available on the Monterey. In addition to the distinctive roof, the ’63 Merc set itself apart from its other stablemates by way of a strong beltline and slightly concave side panels, as well as a set of triple taillights. A big 390-cubic inch V-8 came standard and provided plenty of muscle to move the large sedan around. A 427-cubic inch V-8 was optional.

Advertising at the time called attention to the new roof, depicting pleasant scenes brought about by that overhanging roofline and retractable window. One ad showed a bird taking shelter from a rainstorm under the rear lip, while others showed happy people venting their cigarette smoke out the back of the passenger cabin.

The Breezeway roof treatment set Mercury vehicles apart from their Ford siblings from 1963 to 1968.

The Breezeway roof treatment set Mercury vehicles apart from their Ford siblings from 1963 to 1968.

For 1964, Mercury resurrected the higher-end Montclair and Park Lane nameplates and applied the Breezeway roof treatment to them. In ’65, designers tried to bring the model line even more upscale by giving the Mercs a Lincoln-like front end, while reducing the number of models with Breezeway roofs.

Buyers liked the Lincoln front end (offered at a much lower price than the actual luxury division) but preferred a formal roofline for sedans. This trend carried over into the similar-styled ’66 models.

For the last two years the Breezeway roof was offered (1967 and ’68), the design changed completely in order for the car to adopt the sloping beltline with ‘shoulder’ over the rear fenders that was so popular at the time. The Breezeway roof now sloped  towards the front of the car like a conventional roof, except with a slight overhang that allowed the rear window to be rolled down a couple of inches.

While the ventilation effect could still be achieved, air conditioning was now becoming commonplace, and features like the Breezeway were no longer needed, or marketable.

Though it disappeared after just six model years, the Breezeway represented an interesting and successful attempt to get noticed in a turbulent and confusing time for the auto industry. Still distinctive after all these years, well-preserved models like the mint example I found in rural Saskatchewan really stand out.

It’s easy to see the appeal in a Breezeway.

Class(ic) act

The 2015 Volkswagen Classic offers retro styling cues and more standard equipment at a price that undercuts a stock Beetle (photo: Volkswagen of America)

The 2015 Volkswagen Classic offers retro styling cues and more standard equipment at a price that undercuts a stock Beetle (photo: Volkswagen of America)

If you’ve been waiting since 1997 to get your hands on a special kind of Volkswagen (New) Beetle, your long wait is over.

For 2015, buyers can sign on the dotted line for a VW Beetle Classic – a value-oriented model that offers upgraded standard equipment and retro styling cues at a price that undercuts that of the base model.

Volkswagen of America announced on Sept. 23 the immediate release of these limited-edition models, which they say come in at $1,500 lower than a base Beetle with automatic.

Powered by a 1.8-litre turbo four (the same as the base model), the Beetle Classic’s most noticeable styling departure is its attractive retro wheels, which feature a chrome centre cap, blacked-out spokes and a chrome outer ring. It’s a style I’ve always liked, but I’d never imagined what they’d do for the looks of a Beetle until now.

Besides the new rims (and a decklid spoiler that I find totally out of place on a ‘Classic’ model), the car comes equipped with classy leather-wrapped handbrake lever and shift knob, as well as two-tone leatherette upholstery. A Sirius XM satellite radio and navigation system are also standard, as is a 6-speed automatic transmission.

For a vehicle whose name and historical lineage predates World War Two, it’s weird that an automatic transmission would come standard on this model. However, if you can’t drive a stick but just LOVE Beetles, this is your chance to get what you want while saving money at the same time.

The Classic still has a lower starting price than a base Beetle equipped with a manual transmission.

Volkswagen Beetle sales are not a huge part of the company’s revenue stream, but they do seem to stay consistent over time. The Classic is clearly a way for VW to craft some renewed attention for the model and possibly achieve a sales bump as well.

Being a limited-edition model, buyers can choose from three basic paint colours – black, silver and white – when they slap down their $20,195 (U.S.) for their new retro ride.

Too bad about the spoiler and tranny, though.

 

Links: http://media.vw.com/release/843/

http://www.goodcarbadcar.net/2011/01/volkswagen-beetle-sales-figures.html

 

Shakedown Cruze

The next-generation Cruze will aim for significantly improved fuel economy.

The next-generation Cruze will aim for significantly improved fuel economy.

Chevy Cruze buyers can expect more choice starting with the second-generation 2016 model.

The GM Authority blog dished out almost all that can be said of the future Cruze last week, revealing that the new car will come with new Ecotec engines (note: pural), less weight, and an optional 7-speed dual-clutch transmission that could be standard on high end models.

A partnership between GM and a Chinese company is behind the creation of this new transmission. The 6-speed automatic and manual will continue to be offered in the Cruze line.

All of these changes to the popular Chevy compact are designed to make the vehicle more competitive, as well as more fuel efficient. Sources are saying mileage gains will be 14 – 21% higher than the first generation Cruze.

That kind of a bump is considerable, given that the original model wasn’t exactly known as a gas guzzler.

Chevy marked a milestone in August, as the 3 millionth Cruze rolled off the GM assembly line in Lordstown, Ohio. When it was introduced in late 2010 as a 2011 model, the Cruze was a significant departure from the bland-as-dry-toast Cobalt that preceded it (not to mention the Cavalier…). Rather than being an also-ran whose only appeal lay in a low starting price, the Cruze offered competitive equipment and technology.

At the time, having a diminutive turbo engine of less than a litre-and-a-half displacement as the volume powerplant seemed daring, but the industry has clearly moved in that direction since then. It helped that summer, 2010 marked a spike in gas prices that continues to this day.

The 2016 Cruze will launch sometime in late 2015.

Links:

http://gmauthority.com/blog/2014/09/2016-chevy-cruze-to-offer-all-new-7-speed-dual-clutch-transmission/

Big in Japan

2014 Toyota Avalon: more style, less dust.

2014 Toyota Avalon: more style, less dust.

This won’t come as a shock to anyone who read my earlier post about being a land yacht-ophile, but I have always respected the Toyota Avalon.

It’s okay to be big, and yes, it’s okay to appeal to an older demographic that just wants a large, reliable car. A conservatively styled one, at that. One that  would prefer to pamper an owner, rather than get their blood pumping.

That was not an old person joke.

Since its debut in 1995, the Avalon has always seemed like something of an anomaly. Why does Toyota, a brand known for economic, compact cars, insist on fielding a large car offering? One would think the ubiquitous (and large-ish) Camry and the offerings of luxury division Lexus would cover the lion’s share of customer’s wants and desires.

First generation (1995-1999) Toyota Avalon, featuring the absence of straight lines that characterized the decade in automotive styling (photo: TTTNIS/Wikimedia)

First generation (1995-1999) Toyota Avalon, featuring the near absence of straight lines that characterized the decade in automotive styling (photo: TTTNIS/Wikimedia)

Yet here we are, having now passed the 20th anniversary of the Avalon (first produced Feb. 21, 1994), now in its fourth generation. Clearly, the model has legs, and a purpose in the lineup. Hell, Toyota sells around 5,500 of them a month in the U.S., and sales numbers are higher now than they were two, three, four years ago.

What’s going on, and how did we get here?

As the flagship of a make, but not a company, the Avalon always made do with a single engine/transmission choice – just like its razor-sharp predecessor, the Cressida, and like other contemporary flagships. After all, who needs choice when you’ve already got it all?

For the first decade of its existence, through an extremely safe restyling job and evolutionary equipment improvements, the Avalon kept its 3.0-litre V-6 and 4-speed automatic. Let’s be clear – this isn’t exciting stuff.

Though it was always based on a stretched Camry platform, Toyota saw fit to make the body larger starting in 1999, possibly to set it apart from other Japanese sedans and position it to better rival traditional American comfort cruisers.

The Avalon quickly gained the nickname ‘Japanese Buick’, for reasons obvious to everyone.

Second generation (2000-2004) Avalon. Someone had to battle the all-new Impala. (image: IFCAR/Wikimedia)

Second generation (2000-2004) Avalon. Someone had to battle the all-new Impala. (image: IFCAR/Wikimedia)

In 2005, the Avalon grew again – both in body size as well as engine displacement. At 3.5-litres, the sole engine choice made a very respectable 280hp, while the transmission gained a cog and, for whatever reason, ‘manumatic’ shifting capability. Find me one retiree who rowed the gears on his Avalon…

Sadly, the third-generation Avalon did away with the 3-person front bench seat, a move that further set it apart from traditional American cars (which were, by then, endangered).  As far as I know, this was this the last time a Japanese car offered a front bench.

Against a backdrop of financial upheaval in world markets and the near collapse of the American auto industry, the Avalon plodded a safe course through the late 2000’s. The model remained in the Toyota stable, but some would argue it played things a little too safe.

Third generation (2005-2012) was the chrome-iest and most American of the 'Japanese Buicks'. (image: IFCAR/Wikimedia)

Third generation (2005-2012) was the chrome-iest and most American of the ‘Japanese Buicks’ (Image: IFCAR/Wikimedia)

During the seven years the third-generation model was produced, buyers could be forgiven for thinking it had gone out of production, such was its invisibility.

A 6-speed transmission was added to keep things mechanically up to date, while the body underwent subtle styling changes. The 2011-2012 models liberally slapped on the front-end chrome, making it the most American looking of all of the Japanese Buicks.

Then, things changed. Possibly to give it a new lease on life, for 2013 the Avalon dared to break out of its safe room, confronting potential (and return) buyers with… a full-body design change. Its super-wide lower grille opening, flowing roofline and pleasingly creased sheetmetal might have turned off some buyers, but could easily have brought more on board.

Baby got bustle...

Baby got bustle…

No longer invisible, the Avalon began offering a secondary drivetrain option for the first time in its two decade existence. In this case, a gas-electric hybrid drivetrain (utilizing the Camry’s 2.5-litre four-cylinder), a needed addition to reach those ever-higher EPA-mandated mileage numbers.

The 6-speed automatic carries over as the sole transmission.

Clearly, the significant restyle had an impact on the buying public, as Avalon sales shot up starting in December, 2012 – the first month the fourth-generation model went on sale. See the link below for those numbers.

Time will tell whether the Avalon remains in Toyota’s lineup for the foreseeable future, but given the ride it’s been on over the past 20 years (and the current sales volumes), I doubt we’ll see it disappear anytime soon.

Links:

http://www.goodcarbadcar.net/2011/01/toyota-avalon-sales-figures.html