Oooooh…Ghost. All photos by Randy Stern

This may be the most predictable Five Favorites ever in the series.

It is because you already know which ones would appear on this one after reading the last two posts on this site. If I said “Midwest Automotive Media Association Spring Rally” one more time, it does not take a rocket scientist to figure out all Five Favorites from my time at Road America this past week. After all, this list includes the first ever vehicles driven of three brands – in my life.

Without further ado…

2013 BENTLEY CONTINENTAL GTC: I said it felt like “heaven.” It does. The GTC is a mature convertible that has all the power it needs, the moves it has to have and the poise of its class, heritage and position. Let me make one thing clear: Yes, it has the 567HP 6.0litre twin turbocharged W12 engine under the hood. And, no, it is not the Speed model. It does have a Mulliner Driving Specification, which makes things bespoke and grand – all for $255,400. The only thing missing in this experience was to lower the top. We could not – it was raining. That is where the all-wheel drive system came into play. To drive one is to indulge in something rarified in the automotive world – a convertible that is poised and excellently executed.

2013 JAGUAR XJ 3.0 AWD: I could hear Jeremy Clarkson braying in my head: “It’s a Jaaaaag.” Obviously, I had just a dollar bill in my wallet, so I could pull off the caddishness Jezza was talking about. Yet, the “Top Gear” host also lauded how great the current XJ was in another crazy stunt to go from sundown to sunset across England. I will state that it is one of the finest cars I have ever driven between $65,000-100,000 (it costs $88,825). The lightweight construction was right to drop the 340HP 3.0litre supercharged V6 under its hood. The result was a highly motivated machine with plenty of poise and moves to go along with the engine. The interior was fantastic, though I needed more leverage for my head at the sunroof. But, who cares? It is a Jaaaaag!

2013 ROLLS-ROYCE GHOST EXTENDED WHEELBASE: To drive one is to be driven. Of course, that would mean driving the Phantom or any Rolls prior to the introduction of the Ghost. The Ghost was designed for drivers, although the Extended Wheelbase version was meant as a sportier alternative to a chauffeur-driven Phantom. It does drive – and extremely well. You feel it move, but it does so effortlessly. If you do step on the throttle, you need to remind yourself it has a 563HP 6.6litre V12 under the hood, behind the Spirit of Ecstasy. At $356,290, this is the most expensive vehicle I have ever driven in my life.

2014 JEEP GRAND CHEROKEE SRT: First of all, the revised Grand is utterly fantastic. Chrysler nailed one of its most popular products in the lineup with improved interior quality, specification and overall engineering. The SRT takes the entire package another notch. All you need to do is hear the rumble of that 470HP 6.4litre V8. Not even the new 8-speed ZF automatic or its fuel-saving technology could tame this beast. The minute you open up the throttle, a wild animal is unleashed. But, no…it corners, tackles the track and the road and owns everything in its wake. Tame? Hardly, but when you drive the SRT Grand Cherokee, you do not expect to drive it “normally.” I would be remised if I did not say that it simply kicks ass.

2014 CHEVROLET SILVERADO: Stop looking at the outside for a moment! I already read and heard enough of how “GM did not go far” with this truck. The point of the new light duty pickup is to improve the way it drives and goes about it business. What you do not see is a transformation of the 1500-grade pickup with a better frame, better suspension set-up and improved engines. I was not a fan of the 5.3litre V8 in the prior iteration. GM went to work on its middle motor by raising the power to 355HP, increase torque beyond 380 pounds-feet, adding cylinder deactivation and other gizmos to make it more efficient than ever. The result is a better driving pickup – one with great ride and handling when unladen. Imagine if you are towing your boat or the snowmobiles to the lake and cabin. Imagine simply doing so in a comfortable, well done cabin. That is what the new Silverado is all about.

One for the Bucket List. All photos by Randy Stern

The track was just a recent memory.

Adrenaline is not my friend. It used to be, but it seemed to seep away when I got older. The ride alongs on Road America’s wet 14 corners awoke that kernel in my DNA during the first day of the 2013 Midwest Automotive Media Association Spring Rally. Sadly, the desire to actually do it went away as quickly as the adrenaline kernel popped up.

The weather was still wet. The rain subsided, but there was still enough tarmac that were challenged and exacerbated by untreated grease and oil on and off the track. Some decisions had to be made as to the approach to the second day of the Rally.

First off, the off-road experience was truncated to ensure safety and enjoyment for those who participated. I considered doing it, but I decided to skip it. Instead, I fulfilled another first to check off my bucket list. A breakfast conversation with the representative for Rolls-Royce yielded a morning drive in the Ghost Extended Wheelbase sedan.

The quick answer to the obvious question is “yes.” This car is simply without words to describe the experience, since all of the adjectives are already taken. You wonder if the Ghost was for real. The gentleman from Rolls-Royce said that it is simply “just a car.” Is it? I beg to differ. It is an experience in the far reaches of luxury only many of us can dream of participating in.

Since this event was all about “ticking the boxes” on my “bucket list,” the track experience was still a quandary for me. I was on the track, but not driving it. How do I redeem myself?

Eventually, a few drives of other vehicles convinced me to take a final stab at some motorsport activity. Along with the off-road course, MAMA members were able to participate in a very quick autocross course. I checked my “fear talk.” It never showed up. I figured “what the hell” and went for it.

Autocross is a combination of speed, agility, reflexes and vision. The cones are either your friend or your worst enemy. Without lines, you rely on the cones to guide you through in less than a minute of adrenaline. I felt ready and did not care if I took out a cone or two.

My first run was in a 2013 MINI Paceman Cooper S – the two-door version of the Countryman crossover with the turbocharged 1.6litre engine. It is taller than the Hardtop, so it may not hug the tarmac like one. It is still a MINI, however – I could do fine in this.

Forget what time I got on my first run in the Paceman, I loved it! I may have blown the slalom, but no cones were hurt in the process. Who cared if I did not – this was a good game! What was next?

The 2013 Fiat 500e was my answer for my final run at autocross. How could anyone autocross an electric car? Consider the 500 for the moment. If you drive anything from the Sport up through the Abarth, you know that the little Fiat can shake and bake like the rest of them. It has good grip, despite some complaints about its stance with its high body.

Keep in mind that an electric motor usually serves its torque immediately. It is all torque to begin with. Combining the 500 with an electric motor was designed to induce maximum fun. Why not autocross one?

The 500e was indeed fun through the course. However, the Fiat’s tires were screaming for mercy. They were not made for such activity, but for efficiency. It appeared someone went sideways and rode on the sidewall a bit on the 500e I drove. I know it was not me…

The autocross exercise absolutely redeemed my lack of track experience. The “fear talk” was gone. My confidence in my driving abilities had been enhanced by lessons from various people at the Spring Rally. I was certainly glad to be able to do something worth talking about amongst you all.

There is one bit of business to tend to before wrapping up my time at Road America and Elkhart Lake. I mentioned a few of the vehicles I got to drive at the Spring Rally. There were plenty of others that I took the wheel that should be mentioned here.

For starters, I revisited the Mitsubishi Outlander Sport – this time it is the 2013-1/2 Limited Edition. What this model does is to give us a preview of further improvements to the Normal, Illinois-built small crossover for the 2014 model year. They added balance shafts to its 2.0litre engine, which silenced and calmed down the engine quite a bit from the vehicle that was in for review.

The other occasion for the Outlander Sport Limited Edition was to celebrate Mitsubishi’s 30th anniversary selling cars in the USA.

The 2014 Subaru Forester 2.0XT yielded a surprise. The turbocharged boxer engine was a huge reason for the leap in competency and excellence for Subaru’s crossover. I now understood why the new Forester has been earning good feedback from pundits and consumers alike. I simply love how the Forester drives – a great balance of ride, comfort, handling and road management. The glass area alone is tremendous – great for optimal outward visibility.

It took a couple of years to get around to it, but I was able to drive the Buick Verano. Though I was skeptical as whether the Verano was the right move for the brand, adding the turbo certainly helped the small sedan. Buick did more than just drop a 250HP turbocharged engine under the Verano’s hood. They worked on the overall driving dynamics package ensuring that the Verano can run while being motivated by this engine. That certainly surprised me. Some interior shortcomings, however, will not spoil the rest of this fine car.

On the theme of surprises, one might wonder if putting a 340HP V6 in the latest Jaguar XJ would work? It did. When this current generation of Jaguars was introduced, they only offered variations of their 5.0litre V8. By returning the six to the XJ, it did so without taxing it. The XJ may seem big, but it is lightweight. You are not inclined to waft about in the corners, but rather run through them. The agility of the Jaguar is astounding. The V6 only served as a compliment to an amazing piece of British aluminum, hide and technology.

There was quite the quandary when I drove two premium sedans back-to-back – the 2013 Toyota Avalon and the 2014 Chevrolet Impala. Some of us were evaluating vehicles for MAMA’s annual Family Vehicle of the Year award and the discussion stemmed from which of these full-sized entry-premium sedans was best. Some sided with the Avalon and its well-executed design, 3.5litre V6 power and Toyota quality. Others sided with the Impala and its advanced technology, notable design and 3.6litre V6 performance. This goes beyond having a coin flip amongst us, since we each had our arguments for either sedan.

The Avalon was good, though I hoped for more driving dynamics refinement. There was some noise from the road as it felt every gap in it. The dials and controls were a hodgepodge of good quality, Camry-familiar ones to some unnecessarily large ones for certain functions. The interior was nice with solid seating.

My edge went to the Impala simple because it did what I told it to do. It went through corners like no other big sedan in its class. The V6 power was fluid and the tech accessible. The seats got to me with its headrest jutting out at my neck. The Impala was not perfect by any means, but it is really very good indeed.

Continuing on the General Motors theme was a drive in the 2014 Chevrolet Silverado. A discussion with one of GM’s staffers revealed a drive unlike any pickup I have driven before. You can judge a book by its cover, but you need to get deep into to understand why it is good. The same was to be said of the new Silverado – it is best driving pickup in its class. Steering was quick and easy, while its frame yielded a suspension system that provided a smooth ride and very competent handling. I was very happy with how GM worked on the 5.3Litre EcoTec3 V8, pumping it to 355HP and over 380 pound-feet of torque. The interior is a serious improvement – a great workspace to drive in.

This is a good problem to have when thinking about the Silverado and the Ram 1500. I love Chrysler’s truck – a lot. However, I have to saddle the new Silverado (and the GMC Sierra) to the Ram and roll a few dice to see which one to take to Home Depot.

Laced throughout my time at Road America, I had the chance to be in some amazing vehicles – both as a driver and a passenger. Aside from the Bentley, the Rolls and the Jag, if there were one vehicle that stood out amongst those mere mortals costing under $75,000, it would be the 2014 Jeep Grand Cherokee SRT. After being driven in one on the track, I finally got the chance to take command of one outside the property. This was the only vehicle that induced real excitement on the road.

The simple roar of the 6.4litre V8 as it chucks through the curves. It is about absolute power – though the Bentley and Rolls had 12 cylinders of it at its disposal. There is nothing like stepping on the throttle and letting the SRT Jeep rip. Inside, it is an awesome place to sit and command everything in front it – that new interior is astounding.

What more can I say about the new Grand Cherokee SRT? It resides on a day-and-a-half pedestal of the best experiences at Road America along with the Bentley Continental GTC, the Rolls-Royce Ghost EWB and the Jaguar XJ. That is pretty cool company, if you ask me.

This whole experience is one for the books. It ticked a lot of my bucket list, while enhancing my membership and presence within the automotive media corps. The backdrop is not bad either. I agree that Road America is one of the best motorsport venues this country has to offer. The road course needs to be tackled – someday.

The town of Elkhart Lake is simply wonderful. It is a quaint small town that has a world-class motorsport venue in its backyard. We dine at some fine restaurants for the two dinners scheduled on this event. The hospitality by the locals was second to none. I suppose we automotive media corps members were seen as important folks to the people of Elkhart Lake to roll out the red carpet and treat us like visiting dignitaries.

I am forever grateful to the board of MAMA for inviting me to come to the Spring Rally. I am grateful for the support of my fellow members, the manufacturers on hand and the staffs at both Road America and the Osthoff Resort for making this experience an amazing one.

The Spring Rally is an event worth attending for the members of MAMA. Even if you have never been, understand one thing: Membership definitely has its privileges. This is one opportunity not to miss out on in your life.

Maybe it was all a dream after all…

DISCLAIMER: The vehicles featured as driven in the article were provided by Rolls-Royce Motor Cars, MINI Division of BMW of North America, LLC, Fiat, Mitsubishi Motors North America, Subaru or America, General Motors, Jaguar Land Rover North America, LLC, Toyota Motor Sales U.S.A., and Chrysler Group LLC.

*bleeeeeep* All photos by Randy Stern

How do I describe attending the largest of the annual events put on by the media association I belong to?

For the first timer, it is perceived to be part-theme park, part-convention and a lot of work mixed in. I just so happen to be that first-timer.

The event in question is the Midwest Automotive Media Association’s Spring Rally. Every May, MAMA’s largest journalist event is held at one of this country’s premier motorsports venue – Road America in Elkhart Lake, Wisconsin. The track alone presents a very daunting challenge in itself.

Having never driven on any track, Road America might not be the right venue for a rank novice. I am certain there were plenty of newbies who used this hallowed ground as their breaking training into motorsport. I was not sure if I would be able to do a lap on it. A part of me believed that by getting in some track time, I would be considered a more competent automotive writer by you.

Then, there was a part of me who was scared to death. I look back at my history to see where this fear came from. I have never learned to swim because I feared the deep end. I never drove a motorcycle in fear of blowing the clutch and losing balance at high velocity. I am not a fan of horror films or anything related to them.

But, I drive for this art, this work. The ultimate driving venue is a race track. Banked ovals look scary compared to road courses, right? One look at the Corkscrew at Laguna Seca would strike fear into the meek – a piece of tarmac that laughs at the laws of physics.

What would be the worst that could happen? An accident, but I rather take care of the vehicles I work with than be careless in one. Vomiting, but they should actually impose the same rule for anyone taking the track as they do to swimming pool use – get on the track an hour or more after you eat.

My fear talk was on mute through my drive from my Day Job into Wisconsin. Yet, it was hard to not think about it. Perhaps it was the stress of getting out of the Twin Cities, crossing the St. Croix River and enduring miles of complete boredom along Interstate 94 heading east to my first overnight stop in Madison.

I mentioned before how my time in Madison a decade ago formed the genesis of this work. Again, Wisconsin’s state capital became the staging area for another story, as I conducted an interview remotely for another piece I am working on. Despite my not being at my usual desk in Minneapolis, I am ever grateful to work this more rewarding occupation wherever I can get a wireless connection and mobile signal. The warm air was welcoming after a grueling drive on Interstate 94 the night before. All I had ahead of me is another two hours on US-151 and the state highway leading out of Fond du Lac towards Road America.

Upon arrival, I was greeted by perhaps the most luxurious location I ever laid my heat at. The Osthoff Resort is the place to go if you have an appointment at Road America. Three buildings look out on Elkhart Lake with a pond in its huge courtyard. The resort is self-contained, but listing all of the amenities would take up precious bandwidth here.

I arrived into the largest room I ever was put for at least a night. It was more than just a two-bedroom suite. Each suite has its own bathroom, while the shared living space would equal a typical apartment somewhere in the suburbs. I felt I had won the lottery somewhere in East Central Wisconsin.

There was a catch, however. Because these suites cost a pretty penny, you get to have a roommate. If you do not choose one, one is chosen for you. In my case, he was fellow member of MAMA from the Twin Cities – a newbie to the group from Car Soup. It was cool to have a local cohort to share space with through this experience, but I was not prepared for it.

Then again, the Spring Rally experience was full of surprises – at least, to me. I always consider that it is my first one and that everything is relatively new in my world. One clue was given that the Wednesday dinner was to have a higher dress code than the other events. Someone forgot his sports coat to go with his best jeans and button-down shirt. This is what I get for not asking questions in advance.

Then again, I do consider myself a rank outsider to this group. Consider the following: I write for Lavender and a so-called blog. One foot is in traditional “lifestyle” media while the other is a small-time automotive site lead by some middle-aged, “Bear-identified” gay man. This was one of my thoughts through a traditional Wisconsin fish fry near the Osthoff.

Then, there was the track. My psyche went from scared to nervous. Talking to my colleagues helped – they give me some advice as to who to seek out to help ease this fear and get over the nervousness as I approach my first track experience.

To deal with the nervousness, fear and surprise, I turn to humor. Sometimes, it works…sometimes not. For example, when finding that the roommate showed up, I tweeted: “Oh, I better shut down the location-based dating apps…” Sure, Scruff and Growlr would do me any good out in Elkhart Lake. So much for my futile attempt to laugh the awkwardness away…

The shock of the new from Tuesday turned into Wednesday morning. The clouds were on high with a chance of rain to spoil the party. The roommate and I went to the track early. The retinas began popping by the sheer aura of the track and what would be waiting for us sometime after breakfast and all of the pre-track business. The first thing that struck our sight was an immaculate white Rolls-Royce Ghost. I thought it was just there for show. No. You could actually drive that, along with a couple of Aston Martins, a couple of Bentleys and some other choice manufacturers.

However, the “fear talk” began during the track familiarity course. The lessons on course rumble strips and hitting apexes may seem just fine, but the fears continued to germinate in my psyche. My closest colleagues were supportive, however. The best they could encourage me to do is to ride along with someone.

Before I took my first ride along, I had some business to tend to. A former Volkswagen communications person just moved over to do the same for Bentley in the Americas. I mentioned that I have never driven a Bentley before – let alone anything above the sticker price of a BMW 740iL. The discussion from the night before turned into a wonderful drive in the 2013 Bentley Continental GTC – replete with all-wheel drive and the W12 engine. If there were a word to describe the experience – it would be “heaven.”

Up until that morning, I have never driven a car with a mass of power such as Bentley’s W12 engine. It went about its business looking for tarmac to bite every mile. The brakes needed warming up. When they did, they made sure that the mass of power was completely under control.

Driving that Bentley was one of those experiences that I could take to my grave.

In the same theme, I was handed off to a Bentley team works drover for my first lap on a track. I did not make any requests or explain anything except for my virginal status on a racecourse. What transpired in a wild green colored Bentley Continental GT V8 was another experience unlike any. The rain began to come down as the driver simply attacked the course. We drifted into every corner of the track. The “fear talk” began to calm down, but not with an adjustment as to what was exactly happening on Road America’s challenging set of 14 turns.

It took some time to recover from that first ride along the track. I went back to driving some vehicles and talking to others about social media strategies and story pitches. A discussion led to another track ride along. This time, the driver was a very well known name in motorsport – Tommy Kendall. He was giving rides in a 2014 Jeep Grand Cherokee SRT on the track, but provided something extra to the novices amongst us – a proper education.

Kendall and I talked about my first track experience. He assured me that he would be a bit gentle, but wanted to explain to me how to manage driving on a track at speed in a rainstorm. He demonstrated what would go wrong if the usual line through the apex was achieved. The result was a loss of steering control in the Grand Cherokee SRT. Kendall showed the “rain line,” a way to go through the curves slowly and through the less greasy part away from the apex. There, the high performance SUV maintained stability and control down the center of the turn.

Ever so grateful to get that ride from Kendall, he is a very personable gentleman who cares about the sport and the vehicles he drives. SRT has a great asset in this motorsport veteran and American racing icon. More so, he quelled my “fear talk” for the time being.

The rain became a bit unbearable. I blame myself for being unprepared for the weather when I left the hotel that morning. I was in need of a change of clothes and to retrieve my jacket. A brief trip to my room yielded the wardrobe change, along with some necessary work involving both outlets.

Let me just say that these laps around Road America were simply enough. I experienced a couple of perspective from professional drivers who understood the risks of doing something that is considered dangerous in risky situations. Frankly, I am happy to say that I could write about it. I am still alive, breathing – and, satisfied.

But, wait, there is more to this story…

DISCLAIMER: The vehicle featured as driven in the article was provided by Bentley Motors Limited

2013 Toyota Corolla S. All photos by Randy Stern

Maybe I was a little harsh.

In February of 2011, I rented a Toyota Corolla LE for the purpose of driving around for errands. Being it was after my return to the Chicago Auto Show’s Media Days, I felt obligated to do a review on it.

Before I was offered the chance to drive vehicles for the basis of evaluation, I had to rent cars to offset my transportation needs. With almost every rental car, I decided to take a stab at automotive reviewing. Apparently, I was able to parlay this into what you see on this site and on some other publication in the Twin Cities. The work has not been so bad…

When I reviewed the Corolla, I was already on its task. I was practically unhappy with it. Some might excuse it because it was a rental. Others, by the basis of my write-up, would think that I missed the first front wheel drive generation of the Corolla a little too much to consider how much better the E140 just happened to be.

Even when I was informed that I was getting another Corolla this time as a review vehicle, I began to dread its arrival. In the back of my mind, this is perhaps the automotive equivalent of the “booby prize.”

To prepare myself for the Corolla, I began to do some research on it. I usually research each vehicle to make sure my facts are correct before releasing the write-up into the wind. To my surprise, the Corolla has been given some nice upgrades to stay competitive. There were also some new Special Edition models to commemorate the final run of the E140 generation. Perhaps it might be the S model – with bolstered seats, flat bottom steering wheel and a few more upgrades over the more popular LE model.

My answer came on Wednesday. A few phone calls and e-mails revealed a gray S sedan. It had bolstered seats, Entune, satellite navigation, SiriusXM, Bluetooth connectivity and more radio presets to think it is a Lexus. Yet, it had the requisite 1.8litre engine that has been around almost forever. It was connected to a four-speed automatic transmission – something that is considered Jurassic amongst enthusiasts and fellow colleagues.

Further examination revealed a hot set of wheels that were listed on the sticker. Normally, the S model comes with either a 16- or 17-inch aluminum wheel. On this gray example, a set of 18-inch Toyota Racing Development (TRD) wheels were slapped on with some Toyo Proxes 4 rubber meeting the tarmac. On Twitter, someone wondered if it was a simple matter of putting “lipstick on a pig.”

Maybe. Then again, the wheels did offer a different kind of look for the Corolla. It is an unexpected look that may look mad, but within purpose. To be honest, the TRD wheel combination made me wonder if this Corolla was meant for high school graduates heading to college – preferably one that lacks on-campus crime. A $2,000 set of wheels and tires are indeed magnets for thieves.

The wheels could have been the story for this Corolla. I was looking for redemption from the original 2011 write-up. In some circles the Corolla had been bashed for being outdated, outmoded and outclassed in the marketplace. Based on that last drive, it was my conclusion as well. Still, I had to be cognizant of the fact that between 15,000 and 30,000 Corollas are sold on a monthly basis in the USA alone. No matter what shiny new compact is introduced at some auto show somewhere across the globe, people are still going to buy Corollas.

It is a phenomenon in itself. Do American consumers simply fall for what is reliable, competent and works every day of its life? Smart consumers do. It also explains why the E140 Corolla sells well outside of this market. If you are in Manila, Beijing, Bangkok, Ho Chi Minh City, Jakarta, Kolkata, Islamabad, Kabul, Nairobi, Lagos, Auckland, Santiago de Chile, or Vancouver – what do you see the most of? Not every Corolla will look like this S model with the TRD rims and flat bottom steering wheel, but you can see the familiar lines and logo front and back a half-mile away.

In all, well over 30 million Corollas have sold worldwide since its inception in the late 1960s. That alone should tell you why this Toyota is worth talking about. I could restate the reasons for its success worldwide. But why? All I want to know is how Toyota will address the Corolla in the face of an evolving segment in North America and elsewhere?

It brings up the topic of the next Corolla. Soon, the E140 will go away. Talk of the new model began when the Furia concept debuted at the North American International Auto Show in Detroit this past January. It looked like a Corolla, but with design elements that actually looked cool on one.

If the overall design of the Furia is any indication of the next Corolla’s direction, one would hope for a freer-revving engine under the hood, a choice of six-speed gearboxes – manual and automatic – better suspension tuning and an interior worth living in for miles on end. Yet, the rumor mill seemed to indicate more of the same. For example, the driveline would be carried over to save costs and maintain simplicity. Plus, there is also talk of bringing the Camry’s design elements down to the Corolla to maintain continuity across the brand.

If Toyota wants to maintain its leadership, it has to take risks on the Corolla line. It did that a long time ago – the mid-1980s, to be exact. At that time, Toyota offered a front-drive sedan and hatchback, while maintaining the rear drive coupe with the same badge. Decades later, that risk paid off many times over. I am referring to the legend of the AE86 coupe. If you ask me, that was the best lineup of Corollas ever – the astounding performance of the AE86 coupes, the amazing FX16 hatchback and the optimal space utilization of the first front-wheel drive sedans and hatches in Corolla history. The E80 generation was the last Corolla I truly enjoyed.

Yet, this 2013 E140 S put on the most mileage I had in one. It transported me from the Twin Cities to the Midwest Automotive Media Association Spring Rally in Elkhart Lake, Wisconsin – a total journey of 329 miles. How did the Corolla S fare? Should I start by bitching at the Wisconsin Department of Transportation, first?

Actually, I reserved the traditional review write-up for Lavender Magazine (you know, the LGBT publication for the Twin Cities I write automotive content for). You could read it when it is all said and done. In short, it is competent, well screwed together, rather simple device – and it got me to the track without fail. On the other hand, the wheel/tire combination was a bit daft and hated indifferent tarmac. I feared those 40-aspect ratio Toyos would fall victim to the Twin Cities’ network of unfilled potholes.

There was a goal in mind when I got the Corolla the week prior to it’s landing in Elkhart Lake. It was to simply get it there in one piece. It certainly fit the “living with it” criteria, having been trotted about to a wedding reception in Anoka County, the start of the Minnesota AIDS Walk, and a graduation party in Minneapolis all in one weekend. It was part-camera car, part-transport for one of the mothers of the grooms, part-commuter and part-shopping trolley. If you want to base an evaluation on any car – I believe these tasks worked just fine.

The gray mare may have taken a few baths of rain and pollen, splattered with bug juice and seen its share of the lack of care taken on the streets of Minneapolis in the wake of winter, but one would understand why the Corolla sells as it does. It is because the Corolla simply does the job. Then again, so does every other car in its class.

Perhaps I am probably just being harsh again.

DISCLAIMER: Vehicle provided by Toyota Motor Sales, U.S.A., Inc.

Happy Birthday, Buick! Photo by Randy Stern

What kind of birthday present do you give a 110 year old that is looking very good for its age?

Today marks the anniversary of the founding of the Buick Motor Company. In 1903, Buick began building cars for a curious nation. Except for a couple of wars, they have not stopped. From Flint, Michigan, came what became the “Doctor’s Car.” For half of the 20th Century, doctors would make house calls in bright shiny Buicks. These cars were a symbol of honest success towards becoming the key brand in the middle market amongst North American automobiles.

In recent years, Buick committed themselves towards changing the brand’s image. Once the standard brand for the Greatest Generation, even at an advanced age, Buick needed to re-position towards a new status and a new demographic. The result is the current lineup, with two revised models coming for the 2014 model year.

V&R always enjoyed the products from Buick. They hold two Vehicle of the Year Awards – 2009 for the LaCrosse and 2011 for the Regal. Our correspondence with the brand has been superb and support where the brand is going. Good thing that General Motors decided to keep Buick around to celebrate this special occasion.

Our birthday present to Buick is to look back its history through the lens of a Five Favorites. Having been familiar with its products even before driving my first one in 1979 (Dad’s 1977 Electra Limited – in a futile attempt to get it out of a very tight space at a San Francisco Financial District parking lot. Thanks, Dad…), it certainly was not hard to pick these five. Heck, you may find there are some on the list I have never driven – but admired for a very long time.

Happy Birthday, Buick! I believe you might even like this list…

1949 BUICK ROADMASTER: World War II was over and Americans were looking to buy new cars again. By the fall of 1948, GM debuted its first post-war designs showing how much they wanted to advance design and engineering across all brands. For Buick, the design spawned its first pillarless hardtop model – the two-door Riviera. Buick also introduced the VentiPort – a styling feature that was somewhat functional, but denoted how many cylinders were under its long hood (three for a six-cylinder, four for an eight). The two-speed Dynaflow automatic was prevalent across the line. Above all, the Roadmaster was the Buick to get – with enough luxury to almost be considered a Cadillac. Budget buyers may find a bargain with a Special, but for the real Buick experience – you spent the money on a Roadmaster.

1963 BUICK RIVIERA: It may not have been the first, but it certainly defined an entire segment. The idea of the Personal Luxury Coupe, as initially thought of in the 1958 Ford Thunderbird, was a mature approach to the four-seat, two-door that provided attainable luxury at a discount off of the top marques of the time. The Riviera actually had an impact on the entire luxury market, as it effectively gave GM a product that was the object of desire. Celebrities, executives and the well heeled saw the Riviera as the un-Cadillac – understated, European in style and powerful. It was the best America had to offer at the time.

1970 BUICK SKYLARK: Two years earlier, GM debuted the mid-sized A-Body that would spawn some of the best muscle cars of the era. Buick’s Special and Skylark were seen as the lesser of the four A-Bodies only playing in the shadow of the Pontiac Tempest, Chevrolet Chevelle and Oldsmobile F-85/Cutlass. All of that changed in 1970 with some tweaks to the A-Body design making the Buick sleeker and ready for a serious image change. For starters, the Special was dropped in favor of the Skylark name across the model range. Secondly, the Gran Sport was given more performance and a host of changes to make it equal to the Pontiac GTO, Chevrolet Chevelle SS, and Oldsmobile 442. The top of the list was not the fire-breathing GS 455 Stage 1 model. It was the GSX. While GS customers could get any V8 they wanted, the GSX was strictly a 455 – only available in two colors and the option of the Stage 1 upgrade. The result was a sales and image turnaround for Buick’s mid-sized car. It is still fondly remembered.

1978-1987 BUICK REGAL: GM’s response to the OPEC oil situation in the 1970s was to reduce the size of their vehicles. By doing so, all vehicles would gain better fuel efficiency while maintaining optimal space and familiar driving dynamics. The mid-sized Buicks were downsized for 1978 by distinguishing the Century and Regal lines onto to different design philosophies. Regals were two-door coupes with a formal roofline and a long hood. What made these Regals special was a significant development of their long-running 3.8litre V6. Buick’s fortunes changed when a Garrett AiResearch turbocharger was tacked onto their V6. What happened afterwards was a series of Regals that are becoming modern classics. The T-Type centered on the turbo V6, but created a sporty look inside and out to match its performance. Because the Regal was a force to be reckoned with on NASCAR’s Winston Cup circuit, the Grand National was introduced that created a complete limited production package focusing on brute performance. Buick was not done. In the final year of the G-Body run, the 1987 GNX was unleashed – the most powerful Buick since the 1970 Skylark GSX. A better turbocharger, plus intercooling, dialed up the turbo’s performance to over 275 horsepower – big power back then. Why were these Regals significant? They were sleepers. They were the kind of performance car that everyone can drive and not have to do the limbo getting into. That was the beauty of the Turbo Regal.

2011-Current BUICK REGAL: The 2011 Victory & Reseda Vehicle of the Year – need I say more? Well, yes. It is the global product, that is if you count the Opel and Vauxhall versions sold elsewhere and the fact the Chinese buy more of them than we do. However, it is the most misunderstood Buick – a European product that us popular with the Chinese and overlooked by most consumers. The fact is this – the Regal is pretty darn good. In particular, any Regal with a turbocharged engine is very, very good. More specifically, the Regal GS is a badass! You see where this is going? Now, I understand why there will only be one turbocharged engine for 2014. Though enthusiasts will continue to love the GS with specific driving dynamics and enthusiast-centered interior no matter what the net horsepower output is.

Photo by Randy Stern

Victory & Reseda wants to do something for the Carmmunity.

This site is becoming more than just a look at the automotive industry and a place where vehicle reviews live. It has dipped its toes into the pool of enthusiasts and has learned what makes them tick.

Actually, V&R is still learning. There is more of that pool to explore.

Considering the stories coming up for V&R (and Randy’s work in Lavender), the bar has been raised. We are going trackside soon. We are going to more events – some, for the first time. Just being out there, representing V&R and other outlets help in making the inroads needed to bridge readers to this work.

However, V&R wants to do more. It wants to embrace a wider carmmunity. It wants to bring people and their vehicles together. But, how? There are plenty of opportunities to do that already, right?

A recent visit to a local car meet sent the neurons in my brain flying. It helped when a friend of mine garnered a Top 10 award from said car show with his wonderful 2008 Dodge Caliber SRT4. In all, it sent me to the drawing board hoping I could come up with something that would engage the carmmunity that speaks to V&R’s commitment to bridging everyone together.

Some options are being considered for such an event. This would take place later on this year, if not for the spring of 2014. These are some thoughts on what is possible for a V&R carmmunity event for its home base in the Twin Cities.

CAR MEET: It is probably the lesser effort of the ideas being tossed around here. It would be more of a meet where no categories are set up or competitions are created pitting one car against another. It is simply to bring your vehicle, meet other people and have a good time as a carmmunity.

There are logistics involved. Finding a venue where up 25-50 vehicles can be shown in an organized fashion. The venue should have additional space for sponsors (if any) to set up their space. Plus, there should be ample parking nearby for spectators to attend. It should also be pet friendly, as we know that people would love to bring their pets along. Bathroom facilities – whether they are portable toilets and permanent fixtures – are also a must.

What about food and drink? Obviously, no alcohol will be served on site. A food truck is optional, but there is nothing wrong with just bringing coolers of water and soda pop. It could be a “bring your own beverage as long as it is non-alcoholic” situation, also.

It should be an open show where no makes trump another, no class rules the roost and no era is significant above another. Just bring your vehicle, show it off, talk about with others and make connections.

There are some caveats, however. Behavior is important, especially when venues lend themselves to certain community situations. Obviously, burnouts, hooning behaviors and other forms of anti-social behavior – by both vehicles and humans – will be discouraged. The idea is to maintain a safe, friendly, politics-free atmosphere for all to attend.

URBAN/SUBURBAN RALLY/CRUISE: An activity for participants is to get out and drive. You could show you car, but can it move? If so, can you enjoy the pleasure of driving without the stress of competition and incorporating the camaraderie of your fellow motorists?

In the Twin Cities and environs, there are plenty of routes to explore on such a rally/cruise. Minneapolis’ Grand Rounds mentioned last month offers challenges reserved for some cities. The elevations and curves are fun, but traffic might be an issue. Besides, an average 25-30MPH speed limit around the entire route. St. Paul and other communities offer similar routes. While scenic and less challenging, there is a bit of a speed limit rise, keeping drivers interested, at least.

The alternative would be a more regional rally/cruise. On some roads, the speeds will be higher and the views would vary – from flat farmland to truly scenic vistas. I could think of several routes to tackle with intermediary stops for food and facilities.

This could be a bit riskier, but potentially done without much liability and an emphasis on safety and fun over competition.

AN EVENT FOR CHARITY: Some organizations and sponsors tie some form of sponsor as part of the program. Proceeds from donations, fees and leftover from expenses would go to a worthy cause. In this case, the cause would have to be locally based that emphasize serving this community or for a greater good beyond this region.

My two main charities I support are the Aliveness Project and Justin’s Gift. The Aliveness Project provides food and resources to people with HIV/AIDS. Though their main fundraiser is the local edition of Dining Out for Life, the potential for growth in service needs could be looming. With more new cases of HIV/AIDS across all populations, programs such as the Aliveness Project would be taxed if the new cases seek services from it and other related organizations.

Justin’s Gift was formed in the wake of the suicide of local teenager Justin Aaberg in 2008. In his memory, Tammy Aaberg has formed a foundation geared towards helping other LGBT teens to find community and a safe place to be themselves. Currently, they are forming a support group for LGBT teens in the region. This will augment the many services and resources Justin’s Gift would provide to ensure a healthy life for LGBT teens struggling through bullying and other challenges while in school and at home.

I am certain there are other worthy organizations that would welcome any proceeds a V&R event would raise. It is a thought as an add-on down the line…or, sooner.

SPONSORSHIPS: Let us not call them “sponsors.” Rather, they would be seen as collaborators. If entities collaborate, they can increase the capacity to bring participants and spectators alike.

What kinds of “sponsors” would be a good collaborator? Local car dealers are one source of collaboration. That collaboration would range from providing space to do the car show, a starting point for a rally/cruise or become an integral part of an event by showcasing their vehicles and providing any additional support for participants.

If any other automotive entity wants to join, that is great as well. They could reach out to participants and spectators on goods, services and on-site support. There could even include businesses or organizations that fit with V&R’s efforts and work.

It is not a requirement to bring in sponsors in the onset. It is perhaps a “down the line” look at what is possible if the momentum gets going.

OR, JUST SIMPLY PARTICIPATE ELSEWHERE: If time, money, resources and commitment run short for a standalone event, why not join in? Sometimes, it is best to see what can be done with various resources to participate at a show currently in progress.

The opportunities to join in a show are plenty. There is the Monday RiceKillers meet in Brooklyn Park, the Wednesday MN Garage Geeks meet at the Sonic in Bloomington, Friday’s Frozen North LX meet at the same drive-in restaurant and the monthly MN C&C event out in Chanhassen. Plenty of opportunities to show off cars, talk V&R, network with organizers and such.

So, could this all be done? What about some of it? How about if it could be done at all? Right now, it is all a dream of this publisher and a web publication.

Not your typical day at V&R HQ. Photo by Randy Stern

If you are looking for a comparison of some of the vehicles reviewed here – it would probably not be considered fair.

Since 2010, I had the chance to drive almost every mid-sized family sedan available right now. Despite the few that have not been driven, it is the core of the market had already seen time in V&R’s care in the Twin Cities or elsewhere. Looking at the sales figures from April of 2013, it would seem obvious the reasons why the segment leaders are selling the numbers they are.

To make a car in this segment, you have to ensure that everyone is comfortable, the driver is engaged and the driving experience is not offensive to anyone. Not exactly a high bar to aspire to, but understand the tasks these sedans have to accomplish every day to know that a middle ground is set to ensure some level of satisfaction.

What if someone refuses to simply settle for less? What if the “middle ground” does not completely suit a particular driver or group of occupants? What if we want sportier handling, a solid ride that rides the groove of the road, unmatched quality and comfort?

What if I want a mid-sized sedan that suits me as a daily driver for both my short commute and any long haul runs I would put it through?

This is why making a comparison with some of the vehicles recently reviewed in the mid-sized family sedan class cannot be accomplished with fairness. If I try to level the playing field between the 2013 Honda Accord Touring, 2013 Nissan Altima 2.5 SL and 2013 Ford Fusion SE EcoBoost I reviewed over the past four weeks, this comparison would not work as intended.

To begin with, neither vehicle is level in terms of the spec sheet for each one. One cannot pit a V6 up against two four-cylinder models. Nor can one pit a middle trim level against a luxury one. Lastly, given how important these three vehicles were in recent months, how can I dial back to any of the previously reviewed vehicles in its class prior to the current model year to provide some context and perspective?

Considering the Accord, Altima and Fusion, none of these questions are considered the basis of comparison. There are some aspects that could be gleaned from each vehicle to point towards some conclusion towards deciding which is best.

After checking through the notes and numbers of these three vehicles, it would be fair to say that each car has something that makes them stand out above the segment. If all things even out, one might conclude that all three cars were on par with each other.

Perhaps, to break one down to its core competencies would be the way to even strike a comparison. The Accord brings solid build quality and intriguing design inside and out. The Fusion has a sexy look and good build quality along with its advanced technology. The Altima offers up a balanced drive and space utilization.

Let me stretch this out a bit. If I were to compare the Accord, Altima and Fusion to the Toyota Camry – the best selling passenger car in the USA and the sales leader in this segment – one conclusion could be made. If it were up to me, the Camry could not be considered. The idea of a mid-sized car that satisfies the driver would easily does not fit what the Camry offers the consumer.

What does it take for this segment to have a stand out product? Should it look to the Camry and see what ways it could advance the concept further? Could it go into the stratosphere of design and technology, like the Fusion? Should it just do everything well with some gussied up look, like the Accord? These questions are indeed pertinent to understand how one wins in a high volume, highly competitive segment.

And, where are the Hyundai Sonata, Kia Optima, Dodge Avenger and Chrysler 200 in this conversation? They also bring competencies that exceed the Camry, if not match it. All three wow us with superlatives and intangibles that keep them in the game – all selling over 10,000 units a month. Between the design of both the Sonata and the Optima, along with the V6 performance and overachievement of the Pentastar duo.

What are really missing are vehicles I have yet to drive in this class – the Chevrolet Malibu and the new Mazda6. They were not missed on purpose, but rather timing. I have yet to nail down a Malibu to find out what the pundits have already talked about and the new 6 is really too new to make it in for a review.

Here lies the difficulty in making comparisons. It prevents me from truly saying: “Which one is the best.” As soon as I declare that something is the best, another vehicle comes along and smashes that “winner” to bits. That is how it works, really.

This is why I prefer to take each vehicle on an individual basis. Any segment comparison or mention of its competition is used only for context. If you are a consumer reading this site, it is intentional that I made you aware that other models are out there in its class so you could make a solid decision before signing your life away at the dealership.

It is not easy saying which one is best sometimes. It would not be fair at all.

Then again, we are five months away from the launch of the next the Vehicle of The Year Award season. Then, I would be a complete hypocrite…

As they say in ‘Sconnie: “Forward!” Photo by Randy Stern

“Madison – attitude check!”

Those are the words of a drag queen at Club Five during karaoke when she wanted to see how the crowd is doing. Our response would not be worth publishing on this site, but you only imagine what we would say every time.

This town is perhaps the most interesting place I have ever visited…and lived. My professional writing career began in Madison with a publication out of Chicago. It was there where my treks to the Chicago Auto Show yielded what you are seeing a decade or more later. Its beacon is the state capitol, located squat in the middle an isthmus between two large lakes – Mendota and Monona. The city’s design lends itself to an image that is either celebrated or derided by the rest of the state of Wisconsin.

Madison’s charms are alluring. Sometimes, they can be off-putting. Yet, the town is a refuge for anyone not conforming to society, despite its magnet as the hub of the state.

To honor the place where the craft began to take flight, it is time for another Five Favorites. As with my Five Faves survey of the Twin Cities, I looked at five categories: Dining, Arts and Culture, Recreation, People Watching/Meeting, and Driving Experiences. I am certain there are plenty of options for visitor to Mad-Town to figure out what to do. It is probably best to talk a local…make sure you pay for their next meal.

SA-BAI THONG: I have a thing for Thai food. One could argue one way or another, but this is the best Thai restaurant in South Central Wisconsin. Every time I went there, great food and conversation happened. The restaurant has grown from a location on University Avenue in a small strip mall to another on Odana Road towards West Towne Mall. Why this place and not any of he marquee restaurants dotted from East Towne to Middletown? Memories and great taste!

OVERTURE CENTER: What used to be an old theater and some run down apartments and stores is now an integrated center for all forms of art. Whether it is visual art, music, dance or theatre, the Overture Center is a complex with four stages, a gallery and several lobbies. To see how this controversial project turned into a key asset for Madison even in competition with the University of Wisconsin-Madison. On second thought, this place is for everyone, as intended by the finished product in the heart of State Street and downtown Madison.

LAKE MONONA: Of the four lakes that Madison touts as their own, this one is selected because it actually offers a more accessible and diverse source of recreation than the other three. How many people do you see running, walking, fishing, bicycling, doing tai chi and other forms of self-improvement along Monona? In my time in Madison, it is regular sight in the daytime – all year round. The huge advantage is that Monona hosts the annual kite festival every February. Right on the icy lake, kite enthusiasts set sail into the air right in front of Monona Terrace to show that winter is nothing but a bunch of cold air. The lakeshore stretches well into Atwood neighborhood, where Olbrich Park offers plenty of acreage for more activity – including its botanical gardens.

STATE STREET: There is a transit-only thoroughfare that links the state capitol with the university campus that is fodder for people watching. If you do not mind if a majority of the subjects happen to be students of the university. Yet, they provide such visual entertainment at any given hour of day and night. Let us not forget that there are more than students that live in Madison or wind up on State Street. The world simply shows up on State Street because of the same reasons you go there – to be seen, to see other people and perhaps meet up with friends and locals.

WISCONSIN HIGHWAY 78: When I moved to Madison, I was unaware that the Midwest offered something a California boy would never experience again – topography. West of Madison is some rolling landscapes and river bluffs that remind one of canyons and foothills. That is, of course, you use your imagination. From about Sauk City south of the Wisconsin River to Black Earth is a stretch of road that reminded me of home – Highway 78. It is a quiet piece of road with curves – a novel idea in itself. This is where you take a car and challenge it. As long as you do not see a Dane County Sheriff around, you can do wonderful things on this road – like attack curves. It is an oasis for a car guy away from the insanity of Madison.

2013 Ford Fusion SE. All photos by Randy Stern

A Victory & Reseda review of the 2013 Ford Fusion

Let me get this out of the way: This is not an Aston Martin.

That was the first reaction when the newest rendition of the Ford Fusion was first introduced. Enthusiasts and pundits alike looked at everything else about the Fusion – then focused on the grille. That texture and shape just looks uncanny. Perhaps we watched out fair share of James Bond movies to simply know what an Aston Martin grille looks like.

Or, rather question whether this was a reject from time of separation between Ford and the vaunted British brand.

Once we woke up to the reality that this is indeed the replacement for Ford’s highly successful front-wheel drive mid-sized sedan in North America, another bit of news came across our desks about this swoopy, low-slung, Aston-looking car. It is part of the OneFord program – combining all products sold in a singular segment as a singular vehicle. Therefore, we are not just looking at the new Fusion, but, rather, it will be called the Mondeo when it is sold and built elsewhere on this planet.

Rest assured, it is a Ford – a new look for the brand worldwide. That blue oval badge above the grille does not lie.

Consumers and fleet owners already responded to the Fusion in North America. Sales are good for Ford and mainstream buyers are once again taking a chance at something unconventional – rather, Kinetic (as in the OneFord design language) – that still wears the blue oval badge. In April of 2013, the Fusion was the third best selling passenger car in the USA.

While Ford consumers are proving the Fusion’s worth in this hotly contested segment, how does it stack up against its competition? Rather, is this truly the best front-drive mid-sized Ford ever?

Just like the Taurus of 1986 vintage, it does take some retina adjustment to get used to the new Fusion’s styling. The long, sleek lines start from that Aston-esque grille up front. If there was not the third glass behind the rear door, you could almost think it is an Aston Martin Rapide – a compliment if one would find one. Nonetheless, it aspires to be a different take on the midsized car and it succeeded beautifully.

Rearward, some grumbled that it looked like a Fiesta or a Focus in the back. Obviously, no one understood how the Kinetic design language was supposed to work. It is a family rear end with a rather small-ish decklid. It does work, as behind the decklid is a huge trunk worth throwing a weekend worth of stuff for four people. Five-spoke, seventeen-inch alloy wheels finish off the upgraded SE model’s look.

Step inside and you will be absolutely surprised. One might think there would be some loss in interior space given the low-slung roof. Not so. A tall driver will find a comfortable and engaging place behind the wheel. A cockpit-like driving space is right for the control needed to take the Fusion on any road. Compliment that with rightly bolstered leather seats that adjust in various ways for any driver. Though it is a mid-sized family sedan, it certainly feels like a driver’s car.

Though it feels like a driver’s car, the real battle for superiority in the mid-sized family sedan segment is in the rear seat. The Fusion does not disappoint with plenty of legroom for average adults. Do not let the fastback-esque roofline fool you, since headroom stops for six footers. Cabin comfort is very good and active all around.

The latest Ford elements are present on the instrument panel. The center speedometer is flanked with two customizable TFT screens, while the main MyFord Touch screen is ever present in the center stack. Unlike the latest Kinetic design Fords, the instrument panel seems a bit restrained design-wise. However, this is a huge plus, because the interior is straightforward and more functional to use.

Between SYNC and MyFord Touch, sound is sent through six speakers positioned cleverly throughout the cabin. Speakers are even crafted into the upper parts of the doors with the grille integrating the power lock switches flowing to the door latch. You get SiriusXM along with the possibilities of SYNC connections from your portable devices. Bluetooth streaming for phones and music on smart devices is seamless.

What makes the Fusion more of a driver’s car is the 1.6litre EcoBoost turbocharged four-cylinder engine. With 173-178 horsepower on tap – depending on the kind of fuel you pour into the tank – it motivates the Fusion quite well. However, it is the 184 pound-feet of torque that will make you a true believer. The absence of turbo lag alone will make a lot of drivers very happy. This EcoBoost came with a six-speed automatic transmission sending power to the front wheels and a stop-start system that is truly unobtrusive. This driveline is an absolute win overall.

Augmenting the fine EcoBoost driveline is a set of driving dynamics that befits the efficient turbo’s mission – and exceeds it. Through post-winter road surfaces full of exposed gaps and potholes, the Fusion’s suspension made easy work of these imperfections by absorbing everything it was served. Nothing shook through the cabin – and this is a good thing in this segment. The Fusion offered a very smooth ride on the better surfaces. Handling was fantastic with minimal body roll and lean in the corners. This thing loves to track through everything and does not mind being chucked around when challenged.

The key to this great handling package is an accurate and perfectly weighted steering system. The Fusion holds the road, but could feel light when it is stuck in a straight line on the highway. Brakes it very good – action is right with accurate stopping power in both normal and panic situations.

The big selling point for the 1.6litre EcoBoost is fuel economy. With the power equal to its competition, one would hope it would also be equal in terms of consumption. The Fusion turned a fuel economy average of 28.7MPG – which is considered “not bad” these days. Actually, that figure is much more livable than what the non-hybrid Fusions used to average in my care.

The Fusion lineup starts at about $22,000. This well-equipped SE model, several upgrades through packaging and other active safety equipment, brought the sticker to $30,975 – a $196,000 discount off of the Aston Martin Rapide Luxury model. There are two grades of Hybrids available – in SE and Titanium – along with the addition of the Energi plug-in model, for those looking for more sustainability out of their Fusion.

Aston jokes aside, Ford simply nailed the new Fusion. It starts with a fresh look designed to inject some soul back into the mid-sized family sedan and ends with a rewarding driving experience for everyone on board. You responded to it by taking delivery at a clip of over 20,000 units per month – making this a leader amongst passenger cars, period.

Going on a limb here, this could be the most important Ford sedan to come along since the introduction of the 1986 Taurus. Forget whether it has front wheel drive or its size and class designation – the Fusion is drawing you back to Ford by standing out in a crowd and making people notice as one drives by.

People also notice Aston Martins, too. Perhaps that has rubbed off on Ford – in a good way.

DISCLAIMER: Vehicle provided by the Ford Motor Company.

All photos by Randy Stern

Failure is something that society either hates or loves.

How does a failure occur? Mismanagement is one source of the problem. Incompetency is another – perhaps notes as the biggest source of failure. Timing can be attributed to failure, if the market does not respond at the right moment. Then again, the market can play a huge factor in failure.

This all leads to the idea that failure in the automotive industry can be epic. With millions of dollars on the line, one miscalculation can spell disaster. Disasters in the auto industry are completely documented by my peers – replete with Monday morning quarterbacking.

Sometimes, a failure can go quietly into the night. Not often does this happen, but companies that lost the plot might try to save face before the wall of scrutiny converges upon them.

We often recall the failures in our industry. Even their efforts were hard fought to the end, their memories continue for us to examine what went wrong, as well as what went right.

This Five Favorites looks back at failed automotive entities that gave it try in the USA market. Let us emphasize the words “good try,” as these were brands with good intentions and execution only to find themselves on the wrong side of the balance sheet.

Here come some not so pleasant memories…

DAIHATSU: Prior to being absorbed into Toyota, Daihatsu operated as an independent company specializing on small cars. The USA market was looking for inexpensive transportation, though were hesitant on subcompacts or city cars in the late 1980s. Meanwhile, Malcolm Bricklin saw some rewards from importing Zastava’s Yugo GV here proving that small car sales are possible in this market. Daihatsu took a gamble, as the Charade was redesigned with a global market in mind. In 1988, the Japanese firm set up shop with its own dealer and parts distribution network – albeit small. Adding the Rocky SUV helped matters as it targeted the Suzuki Sidekick and Geo Tracker for a post-Samurai compact segment battle. Neither vehicle took this country by storm – not with the deep coffers of General Motors, Ford and Toyota propping up subcompacts and compact SUVs at greater numbers than Daihatsu combined. This great idea led to the closure of the company’s USA operations in 1992. The rub of all of this – the Charade was actually good next to the Geo Metro and Suzuki Swift of its time.

KAISER: During the Great Depression, automotive companies were falling by the wayside. Once prosperity returned to the USA, the companies that remained were settling into a pecking order between the “haves” (GM, Ford, Chrysler) and the “other guys” (Packard, Nash, Hudson, Studebaker, Graham-Paige). World War II helped everyone out as they began building for peace. Prosperity returned with the spoils of war, but one company was left limbo in the process – Graham-Paige. In 1947, industrialist Henry J. Kaiser reached out former Graham-Paige executive, Joseph W. Frazier to reboot the company under Kaiser’s corporate family. In the process, the company integrated Willys-Overland to incorporate a war hero – Jeep. By 1953, Kaiser had a solid automotive division with an array of assets that made them the envy amongst the “other guys.” Along the way, Kaiser built smaller cars under three brands – including one for Sears – and engaged with a designer “Dutch” Darrin to create the iconic namesake Kaiser Darrin roadster. The end of Frazier foretold events in the 1950s. Loss of sales in 1949 led to a feud between Kaiser and Frazier. The latter left the company, giving Kaiser full reigns of the business. By 1955, Kaiser stopped building passenger cars and concentrated on the Jeep business. In 1970, Kaiser sold Jeep to American Motors ending the corporation’s venture into automotive production. After all, it was all about Jeep.

EDSEL: The 1950s was a good time for the automotive industry with so many brands competing for the middle market. Ford already had Mercury and was planning to send Lincoln to equal Cadillac and Imperial. A further upmarket step was made with the creation of the Continental division and its ultra-expensive Mark II. Still, Ford looked at the middle – where Oldsmobile, Pontiac, Buick, Dodge, Hudson, DeSoto and Packard lived. In developing the Edsel – named after Henry Ford’s son – the team at Ford attempted to create a few distinct features to attract upper middle customers. The result was indifference. Though Ford had a lot of capital to play with, the economy decided to go into recession. Also, Ford had plenty of redundancy in its market – a Ford consumer would get a Fairlane 500 at the same price as an Edsel Pacer and Mercury Monterey. In 1960, Ford pulled the plug on Edsel. Fifty-plus years on, we are still talking about it.

DELOREAN: John Z. DeLorean was a genius – albeit flawed. He had every intention on creating a mid-rear engined sports car that equaled in the cache of the Ferrari 308 and Porsche 911 of its time. The idea seemed like a good one: A stainless steel finished gullwing door unibody, Douvrin V6 power mated to either a manual or an automatic, and built at a plant in Northern Ireland. However, there were a few some small problems. Aside from DeLorean’s appetite for cocaine, the engines were semi-reliable (at the least), customers wanted other colors than the brushed finish and the plant was in Northern Ireland – with “The Troubles” still going on, albeit simmered down. By 1982, DeLorean sent the company in bankruptcy. Who knew that it would become a movie star, twice over?

SUZUKI: Before the first SJ410 mini-SUV arrived on our shores, Suzuki was known for motorcycles and marine engines. For several years, Suzukis were sold in Hawai’i as efficient transport around the islands. For 1985, the SJ410 was remarketed as the Samurai and thrill seekers went for it. The automotive division of American Suzuki could have folded in light of Consumer Reports’ report on the Samurai’s balance issues, but the company had bigger plans for our market. The lineup grew to the Swift, Esteem and Sidekick, which sustained the division through the 1990s. Then, came an interest twist of fate. Since GM had a holding in Suzuki and just took over Daewoo, American Suzuki imported several models from the Korean company’s lineup under their own name. Did that seal Suzuki’s fate? Probably. Introductions of the SX4 lineup and the highly acclaimed Kizashi sedan were seen as too late to save the automotive division. This year, American Suzuki went into bankruptcy. To offset its debts, they closed the automotive division and retained the motorcycle, marine power and all-terrain vehicle businesses. It did not help that the Yen was too strong for any company to manage. What made this “failure” a sad one? The Kizashi – plain and simple.