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Monday, July 18, 2011 For Advertising Information Contact Your Local Cars.Com On-The-Move Sales Team at 599-2329

2012 Fiat 500: That’s amore

I want to sing along with Dean Martin. “Volare,” “Arri-vederci Roma,” “Mambo Ital-iano,” “That’s Amore.”

I’m feeling it. I’m awash with Italian romance, besotted by the Fiat 500, ready to toss three coins in the fountain and hurry back to Sorrento.

The Fiat 500 coupe is an eye-opening double-shot of espresso to the subcompact segment.

Lavishly supplied with style and spunk, the little 500 should also be a wakeup call to any automaker who thinks it can still get away with selling dull, poorly equipped small cars.

The little 500 borrows its name from a string of historic small Fiats that dates to 1936, but the 2012 model that just went on sale is strictly 21st century. It has the latest elec-tronic, voice-recognition, safe-ty and engine technology.

Prices for the 2012 Fiat 500 start at $15,500. All 500s come with a 101-horsepower 1.4-liter four-cylinder engine that fea-tures MultiAir, Fiat’s award-winning valve-timing system that boosts power and reduces fuel consumption.

A five-speed manual trans-mission is standard. Step-ping up to a six-speed auto-matic raises the base price to $16,500.

I tested a well-equipped Fiat 500 Sport with the manu-al transmission, a power sun-roof, Bose sound system and other features. It stickered at $19,400. All prices exclude

destination charges. The Fiat 500 competes with

small cars like the Ford Fiesta, Honda Fit and Mini Cooper.

The 500 is smaller than the Fiesta, Fit and Mini, but it offers loads of space for two and the ability to carry four when absolutely necessary.

The 500’s styling borrows from a predecessor that went on sale in the 1950s. Afford-able and easy to fix, that 500 was one of the cars that put Europe on wheels.

Despite its small size the 500 has plenty of room in the front seat, including sky-high headroom.

The rear seat should be encased in glass: It’s for use only in emergencies, but it will hold two. Cargo capacity is 9.5 cubic feet with the back seats up and a very useful 30.1 with them folded flat.

A big binnacle in front of the driver houses the speedometer and tachometer in concentric rings, with the fuel gauge and other info in the center. The layout is unusual but intuitive. I got used to it in minutes.

Bright plastic inserts that matched the exterior paint adorned the dashboard. The seats were bordered in won-derful cocoa-brown leather, with a handsome gray vinyl in the middle.

There’s very little storage space. Floor-mounted cuphold-ers don’t leave much room for sunglasses, phones, etc., and the small glove box was nearly full when loaded with an iPod and Wayfarers in addition to the owner’s manual.

The 500’s voice-recogni-tion system to control phones, iPods, etc., is terrific. Fiat developed the sysytem, Blue & Me, with Microsoft, as Ford did with its equally excellent Sync system.

The 500 is the first car with Blue & Me in America, but you can expect to see it on every Fiat and Alfa, and probably future Chrysler, Dodge and Jeep models.

The light and maneuver-able 500 rewards enthusias-tic driving. I got more Italian with every minute behind the wheel, revving the engine to the red line, shifting fast and frequently, and slipping into gaps in traffic that were as thin as a lira.

The car tracks flat and sta-ble through curves. The sus-pension absorbed bumps and held the road well. The 500 was comfortable and secure on fast highway runs, though wind noise was noticeable.

The 500’s fuel economy is good, but not great, with an EPA rating of 30 mpg city, 38 highway and 33 in combined driving.

The 500 is so overflowing with style, features and fun that I don’t expect fuel econ-omy to be anybody’s No. 1 reason to buy, but the car’s preference for premium fuel — recommended for best pow-er and fuel economy, but not required — was a disappoint-ment.

Despite that, I’m smitten. I drove the 500 down the street with a cloud at my feet. That’s amore, Dino.

By Mark PhelanMcClatchy News Service

MCT News serviCe

The 2012 Fiat 500 is impressively good for tiny size, price.

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OnTheMOve / Tallahassee Democrat Monday, July 18, 2011 / Page 5


The badge says Scion, but the second-generation Sci-on tC could just as easily be thought of as a Toyota Celica for the new millennium.

The tC looks fresh and modern, but its personali-ty will be familiar to Celica fans. As with the previous tC, the new one is a front-drive, three-door liftback with a decidedly sporty attitude. Like the Celica, it’s not the sportiest sports coupe out there, but it handles itself well enough.

For 2011, Scion gets a fresh appearance based on the Scion Fuse concept car. Toyota designers in Califor-nia took inspiration from a racing helmet for the tC’s design. Its simple, bold shapes are offset by a dis-tinctively mean face. Clearly, this model’s buff bod has a bit more testosterone.

That same thought goes for what’s under the hood, if you know what I mean. There’s an all-new 2.5-liter inline four-cylinder engine pumping out 180 horsepower, 19 more than the previous model. Performance is fur-ther improved through the assistance of a lightweight exhaust system.

Power is fed to the front wheels through a six-speed transmission — either man-ual or automatic. The latter features sequential shifting, allowing for a bit of fun for the clutch averse.

This little sucker’s mill has decent oomph, with enough juice to be enter-taining, but not so much as to keep you constantly on the lookout for a filling station.

Wider 18-inch wheels aid the cause of this affordable coupe, providing agile han-dling, with quick, if numb, steering. Body lean is well-controlled in all but extreme

maneuvers, and grip is fair-ly good.

Braking is OK, but the pedal of the well-used test sample had a long dead spot before the brakes grabbed hold. Stability control, trac-tion control, anti-lock brakes, electronic brake-force distri-bution and brake assist are standard.

Like any sport coupe, there will be road, engine and tire noise, enough that you’ll have to turn up the vol-ume on the audio system. Speaking of audio systems, the standard 160-watt Pio-neer sound system has three preset sound profiles, so you can’t tune the treble and bass manually. Sound was nothing special, a disappointment considering this car’s target audience. Not only that, some of the buttons were incred-ibly tiny. Opt for the optional 300-watt Alpine unit.

The interior ambience of this car was pretty much what you would expect at this price. There’s lots of hard plastic that had pleasing tex-tures. But the preponderance of it, and its black color, lent the interior a cave-like feel. Thankfully, the glass moon roof brightened things up

considerably. Scion makes piloting the

tC a pleasant experience. It has a sporty, flat-bottomed steering wheel; a nice, if non-sensical, touch. The front bucket seats were comfort-able, although, as expected, the seat bottom cushions are a little short for taller driv-ers. As for the back seat, fold it down to enlarge the cargo space. You really wouldn’t want to put anybody back there.

By contrast, there’s lots of space in the center console, with four cupholders and a large console bin that holds 18 CDs, and a flat storage area in front of the trans-mission lever.

Overall, the tC is a sports coupe that’s very easy to live with, at a price that won’t break the bank. But that’s secondary to the tC’s style. Judging from the number of folks who turned their heads to catch a glimpse of it, it has it in spades.

Not that there’s anything wrong with that. After all, when was the last time you heard a Toyota termed styl-ish? Clearly, the young dog can teach the old dog a trick or two.

By Larry PrintzMcClatchy News Service

2011 Scion tC: more style than sportiness

DaviD Dewhurst/toyota/MCt

The second-generation Scion tC could just as easily be thought of as a Toyota Celica for the new millennium.

Automotive reads to add to your beach tote

Headed for a vacation this summer? Given the econom-ic malaise, it may just be the Oceanfront or the hammock in your backyard. Still, you might be tempted to spend a lazy day with a good read. Here are four new books that will satisfy the urge for a great summer read.

n “The Big Roads: The Untold Story of the Engi-neers, Visionaries, and Trailblazers Who Created the American Superhigh-ways” by Earl Swift; Hough-ton Mifflin Harcourt, 384 pages ($27)

Former Virginian-Pilot reporter Earl Swift has done something that hasn’t been done before: assembled an entertaining, coherent history of America’s high-way system. It starts back at the dawn of the automo-bile, involving auto industry titans such as Carl Fisher and Henry P. Joy. But most of the book revolves around the man who did the most to develop America’s highway system, and it wasn’t Presi-dent Dwight D. Eisenhower. It was Thomas MacDonald, who ran the Bureau of Pub-lic Roads from 1919 until his forced retirement in 1953. Beyond MacDonald, Swift follows not just the develop-ment of American highways, but the voices that recently have risen up against them. He doesn’t have an axe to grind; he is merely present-ing events as they happened, shedding light on the true history of the roads that have reshaped America.

Quotable: “Eisenhower was a lot of things: an offi-cer who never saw time at the front, but who is remembered as one of history’s great com-manders; a middling student at West Point who proved himself a genius for organi-zation and planning; a guy who spent most of his career

in frustrated, go-nowhere obscurity, only to rise from major to general of the army in eight years. But he was not, by any means, the father of the interstates.”

n “Car Guys vs. Bean Counters: The Battle for the Soul of American Business” by Bob Lutz; Portfolio, 256 pages ($26.95)

Former General Motors vice chairman Bob Lutz, after a successful stint at Chrysler, was recruited to help fix things at GM. His new book is filled with hilarious insider anecdotes of a company that was so consumed by developing cars as quickly as Toyo-ta, they allowed MBAs to rule product development, rather than design which, for decades, developed GM cars and trucks. The book is pure Lutz, a man who proud-ly wears his motto, “Often wrong, but never in doubt.” While he admits to his own failures, he also lamely blames the government and the media for hindering GM’s success. A great read, one of this year’s best.

Quotable: “If dogs don’t like the end product, the dog food company is sunk. It’s a very simple maxim that is blissfully ignored by higher business educa-tion, which teaches all of the ‘techniques’ but fails to train people in the importance of the dogs.”

n “Witch Hunt: Essays on the U.S. Auto Industry” by Peter M. De Lorenzo; Octane Press, 348 pages ($37.95)

This is the second collec-tion of columns from Peter De Lorenzo, who rants about the ins and outs of the auto business on his website, autoextremist.com. More so than the first book, this tome chronicles that sad dance of decline among the Detroit Three. Thankfully, he adds context to each column, as some of the events he talks

about aren’t ones that readily spring to mind. De Lorenzo doesn’t hold back, although his criticisms come from a central point: He loves the domestic industry and wants it to survive and thrive. The only sour note is his use of foul language, which lends his writing an amateurish tone.

Quotable: “There are even some in this country who believe that the continued erosion of the U.S. manufac-turing base is no big deal, that we can exist swimming-ly fine as a Starbucks Nation of consumer zombies who devour everything in sight but who don’t actually make anything of value.”

n “My First Car” by Matt Stone; Motorbooks, 224 pag-es ($25)

Quick. What was your first car? Bet you have a story to go along with it. Motor Trend editor Matt Stone asked the question of some of the world’s top race cars drivers and celebrities, including Jay Leno, Mario Andretti, Pat-rick Dempsey, Danica Pat-rick, Sir Stirling Moss and Gregg Allman. This is the quintessential summer read: lightweight, entertaining and filled with short chapters for those with short attention spans. Each chapter is illus-trated by period photos of the person’s car. It’s a really fun read, as effervescent as a summer day.

Quotable: “One time on old U.S. 17, I passed an unmarked Georgia State Trooper who was chasing someone else at the time. He was not amused. Stopped me and the car he was chas-ing and said, ‘Son, welcome to McIntosh County, Geor-gia. I’ve stopped people going faster than you, and I have stopped more than two people before, but that’s the first time I’ve ever been passed while chasing some-one else.’ ”

By Larry PrintzMcClatchy News Service

OnTheMOve / Tallahassee Democrat Monday, July 18, 2011 / Page 7

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Volt, Leaf both confident of winning green-car battleDETROIT — Early buyers

of both the Chevrolet Volt and Nissan Leaf often traded in a Toyota Prius. They’re fans of solar power. Most of them are men.

When they’re asked why they bought their car, the top answer is the same for both cars’ customers: less depen-dence on foreign oil. But after that, the difference appears: Volt customers love being able to use gasoline for longer trips via their car’s onboard generator, which takes over after about 35 miles. Leaf customers are thrilled that they won’t ever put gas in their pure-electric cars — ever.

The two mind-sets are showing up in General Motors’ and Nissan’s market-ing choices: GM has chosen to label the Volt as “more car

than electric.” Nissan says its car is “100 percent elec-tric, zero-gas” in a commer-cial that shows a world bur-dened by its dependence on gas, complete with an office worker gloomily putting fuel into his Chevrolet Volt.

The Leaf passed the Volt last month in U.S. sales, as the Volt’s Detroit-Hamtram-ck plant shut down for four weeks of updates ahead of increased Volt production later this year. But both Nis-san and GM believe their approaches will result in mass-market sales.

Nissan has said its Smyr-na, Tenn., plant will be able to build 150,000 Leafs annu-ally after production of the electric car starts there next year. GM has officially said its Detroit-Hamtramck plant will build 60,000 Volts next year, but CEO Dan Akerson has said he hopes GM even-

tually will build more than 100,000 a year.

At a recent industry green-car conference, Nissan’s

North American director of advanced planning cheerful-ly touted the car as gas- and emissions-free — over and

over and over. “We are the greenest car

— because we have no tail-pipe and no gas, ever,” Nissan product planner Mark Perry said at last month’s Automo-tive News Green Car Con-ference.

Perry showed a video of Leaf buyers, who said, “I have absolutely no idea what the price of a gallon of gas is,” and, “It’s just a car — except for the fact that there’s no gas gauge.”

While GM executives have emphasized the Volt’s ability to give customers freedom from gas, they’re banking on taking the car to mass-mar-ket customers who want to have enough power for any length trip — not just the government-estimated 73 miles a Leaf can travel on one charge. For instance, 57 percent of respondents in a USA TODAY/Gallup Poll in

May said they won’t ever buy an all-electric car, no matter the price of gas.

So the Volt’s commercials talk about driving the car on road trips.

“For longer trips, it can use gas,” actor Tim Allen’s voice says in one ad, reas-suring an electric socket that “you can do this. Any sock-et can.”

Many Americans need reassurance, Volt market-ing director Cristi Landy said, and many get it from driving one of the Volt demo models being shipped this year to every Chevy dealer who plans to sell Volts.

“They say ... ‘I kind of expected it would perform like a golf cart. I didn’t expect it to have any performance — are you sure you can take it on the highway?’ “ Landy said. “Once they get in and drive it, they’re sold.”

By Chrissie ThompsonDetroit Free Press CHEVROLET VOLT VS. NISSAN LEAF

U.S. sales (since December 2010 launch) n Volt: 3,071 n Leaf: 3,894Base price (including delivery, excluding tax credits)n Volt: 2012 model, $39,995 n Leaf: 2011 model $33,630U.S. production capacity (annually): n Volt: Possibly 100,000+. Production began last fall in Detroit-Hamtramck. GM plans to build 16,000 Volts this year, with some badged as the European Opel Ampera, and 60,000 next year. CEO Dan Akerson has said GM may eventually build more than 100,000 a year. n Leaf: 150,000. Currently imported from Japan. Production begins in late 2012 in Smyrna, Tenn. The plant will be able to build 150,000 Leafs annually.Sales rolloutn Volt: Sales available in full U.S. by November. n Leaf: Sales available in full U.S. next year.Buyers:n Volt: 90 percent male. n Leaf: A majority male, but not as high as the Volt, said Mark Perry, Nissan North America’s direc-tor of advanced planning and strategy.

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