Nissan simplifies tire inflation with its new warning system

Nissan will install tire-pressure-measuring systems on its Quest and Altima vehicles that alert the driver filling the tire when it reaches an acceptable level. 

Most people don't carry a tire-pressure gauge in their car. A new federal study shows that underinflated tires triple the risk of an accident. Low tires affect braking, accelerating, cornering and fuel economy.

People might be overconfident, considering that almost everyone has a tire-pressure-monitoring system in their car, as long as it's less than five years old. The government mandated the technology in 2005, but it wasn't required until September 2007. Unfortunately, those systems only tell the driver when the tire is low. Most don't say how low, or let the driver know whether he's overfilled the tire.

Nissan's system uses the car's four-way flashers to let the driver know air is coming in. Once the tire is full, the horn beeps once. If the driver puts in too much air, the lights blink faster and the horn beeps three times. When the tire is deflated to a proper level, the horn chirps one more time.

“It's one of those simple slap-your-forehead moments, as to why someone has not thought of it before,” said Vishnu Jayamohan of Nissan product planning and advanced strategy.

2013 Nissan Altima: Drive review

The redesigned 2013 Nissan Altima..

What is it?

Nissan's design objective for the 2013 Altima was to create a car that was "a class above" the actual category in which this model plays. Sure, it sounds like a glib promotional line, but we had several people come up to us during the initial drive experience and ask if this was a new Lexus. 

Clearly they thought they were looking at a premium brand and we won't argue with that. The sheet metal now has a more sophisticated character, and even the joker-grin grille that Nissan favors doesn't detract much from the expensive look.

Although the rear end looks familiar, the deep-draw trunklid stamping produces interesting contours, and the prominent chrome accent bar's subtle shape was influenced by styling from a Shinto temple. The car's profile is clean, and the strategic creases in its sides are right up to date with current design trends. 

All in all, the new Altima is a good-looking piece, and it even weighs less now thanks to the use of aluminum for the hood and bumper reinforcements, along with an expanded use of high-tensile steel. Overall, total vehicle weight has been reduced by around 80 pounds.

The new car's dimensions are much as they were for its predecessor, but the new unibody benefits from a front strut-tower brace and an additional structural support at the rear parcel shelf to improve solidity.

What is it like to drive?

The various structural tweaks appear to have worked because the new car feels taut and quiet, with manifestly good front-end integrity abetted by a new multi-link rear suspension featuring what Nissan calls connect-bushings. 

These apparently maintain a high level of lateral rigidity, yet allow helpful rear-wheel toe-in when cornering. Sure enough, the Altima feels utterly stable in a straight line, yet it is nimbly responsive to steering inputs. Instead of an all-electric steering-assist system, Nissan bucked the trend and chose electro-mechanical assist for the Altima, where an electric pump provides hydraulic pressure when needed.

As a result, the wheel feels alive and communicative despite a commendable degree of isolation from vibration and road shock. For keen drivers, this is a unique selling point in the Altima's impressive list of assets. Obviously, heading that list has to be the customer's choice of two engines.

The base engine is a massaged version of the existing 2.5-liter four-cylinder, now producing 182 horsepower and promising 38 mpg in concert with a new continuously variable transmission named X-tronic. The new transmission has a wider gear-ratio range than before and is said to have had its internal friction reduced by 40 percent. Nissan says the CVT redesign has resulted in an improvement in fuel economy of more than 15 percent with the four-cylinder engine and 10 percent with the 3.5-liter V6 engine when compared with the 2012 Altima.

Nissan retained the 3.5-liter V6 despite the prevailing flight to all inline fours for midsized sedans by much of the industry, noting that there is still a group of drivers who like V6s. Predictably, the four-cylinder car feels lighter in the nose, able to turn in a fraction quicker than its V6 sibling, but the six-cylinder model rules in the throttle-response stakes.

Some people might not like the unusual engine cadence one experiences with a CVT but you can't beat it for instant response. Need to move into a gap on the freeway? Step on the gas and hold on. Then, on the open road, you can dial back and let the revs drop to a discreet purr as the CVT spools to its long-striding high ratio. 

All that's left is to sit back on the new NASA-inspired "zero-gravity" seats (designed to reduce muscular load) and enjoy the trip. Looking ahead, one sees an appropriately space-age instrument panel with a center info screen that offers virtual three-dimensional displays.

The car is loaded with all the usual modern electronic stuff, including a back-up camera that provides not only a rearward peek but also lane-departure and blind-spot warnings, plus moving-object recognition to deal with toddlers and shopping carts.

Along with navigation and cell-phone integration (allowing streaming audio and text-message services), the Altima has available remote start and easy-fill tire pressure monitoring, where the car beeps to tell you when the correct pressure has been reached.

Do I want one?

Nice as those convenience technologies are, the Altima's major attraction for us is its performance on the road. Both engines are strong and responsive, and the CVT has some brilliant features to help the driver. For one, it stays at the current ratio if you lift off the gas momentarily, such as when trying to merge. For another, it shifts to a lower ratio when you're braking, to be ready for a strong drive off the corner.

And when you do hammer off that corner, there's an active understeer control (which brakes the inside front wheel) to keep you on the right line. With features like that, we can live with a bit of motor-boating from the drivetrain.

With the four-cylinder model priced from $21,500 and the V6 starting at $25,360, we find the Altima an attractive alternative to the other big players in the class.

2013 Nissan Altima

On Sale: Late June

Base Price: I4, $21,500; V6, $25,360

Drivetrains:

2.5-liter I-4; 182-hp, 180 lb-ft, FWD, CVT

3.5-liter V6; 270-hp, 258 lb-ft, FWD, CVT

Curb Weight: 3,108 - 3,355 lb

0-60 MPH: 7.8; 6.2 sec (est)

Fuel Economy: 27/38; 23/30 mpg (est)

Gallery

The steering wheel of the 2013 Nissan Altima..

The rear seats of the 2013 Nissan Altima..

The dashboard of the 2013 Nissan Altima..

The gauge cluster in the 2013 Nissan Altima..

The center control stack in the 2013 Nissan Altima..

The 2.5-liter four-cylinder engine in the 2013 Nissan Altima..

The 3.5-liter V6 in the 2013 Nissan Altima..

The 2013 Nissan Altima's CVT.

A rear view of the 2013 Nissan Altima..

A side view of the 2013 Nissan Altima..

2013 Cadillac XTS: Drive review

The 2013 Cadillac XTS brings back a roomy, full-size front- or all-wheel-drive sedan to the company's lineup, undoubtedly satisfying the brand's tradi.

What is it?

The 2013 Cadillac XTS brings back a roomy, full-size front- or all-wheel-drive sedan to the company's lineup, undoubtedly satisfying the brand's traditional shoppers who might have wondered what all of that high-speed Nürburgring-lapping was about. In case you wanted to know, it was to prove Cadillac's global high-end car competence. But that preoccupation left obvious gaps in the product portfolio. 

The XTS helps take care of that. Along with gobs of passenger and luggage space (18 cubic feet of it), the XTS showcases Cadillac's suite of safety and convenience technologies, including a seat that vibrates to alert the driver of potential hazards and a flexible telematics interface called Cadillac User Experience (CUE).

To be made available in either Premium or Platinum trim levels, the XTS has styling that is noticeably more subtle and less edgy than some of its stablemates. The interior, in particular, has an elegant simplicity that integrates the high-tech switches and displays in a way that convincingly blends modernity and tradition.

The powertrain will be a 3.6-liter direct-injection V6 hooked to a six-speed automatic for the foreseeable future. “We're not supposed to tease journalists with speculation about future engine upgrades,” a Cadillac engineer we questioned said.

For the role the XTS will play—fielding a more traditional Caddy and replacing the current DTS, at least temporarily—the power and refinement offered by the new car is an important step forward. And the sophisticated electronic instrumentation and telematics interface goes hand-in-hand with the stylish look to underline Cadillac's approach to luxury. 

What is it like to drive?

The powertrain combination is calibrated to provide good initial response, so the car moves off smartly as you step on the gas. It is similarly muscular around town, with enough torque to hold its own in aggressive urban traffic. The limitations of the 3.6-liter engine become more evident in hilly environments, where the need to rev all the way to 6,800 rpm to achieve maximum horsepower makes passing a carefully considered affair.

It's not that 304 hp is inadequate. It's just that two tons is a lot of car for an engine that size to push around. In the more likely combination of urban and open-road environments that this model will mostly inhabit, we're sure drivers will be content with what the engine can deliver.

They'll surely appreciate the so-called HiPer strut front suspension, which has a dual-path top mounting to separate spring and damper loads to the body that reduces torque steer while also improving ride and steering. The steering-assist system is, surprisingly, hydraulic, with General Motors' Magnasteer variable weighting. It is a welcome change from the current epidemic of all-electric mechanisms.

So the car steers nicely, with no significant interference from the driveline. The chassis has Cadillac's magnetic-ride variable-damping shock system to broaden the bandwidth and make available both a comfortable ride and taut ride-motion control when needed. Our brief drive route suggested that the XTS is never going to be a sports car, nor even a hard-edged sports sedan, but confirmed that it works pretty well in all situations.

As is customary in the luxury realm, the XTS has a full complement of safety systems, with low-speed object recognition with auto-brake, high-speed collision warning and lane-keeping and other vehicle warnings via vibrations (left, right or combined) in the driver's cushion bolsters. Talk about seat-of-the-pants driving!

Do I want one?

The XTS fills an important role in the company's product portfolio, catering to the Cadillac client looking for a traditional large luxury car. Yet its tidy packaging and intelligent design cleverly understate the car's size. 

Plus, for those not well disposed to Cadillac's recent origami body styling, the XTS strikes a less radical pose. And its pricing structure—ranging from about $45,000 to $59,000—presents a tempting alternative to the substantially more expensive Audi A8, BMW 7-series and Lexus LS models that share the XTS's 200-inch length.

No wonder Cadillac's staffers look so happy to see it. 

2013 Cadillac XTS

On Sale: July

Base Price: $44,995

Drivetrain: 3.6-liter V6; 304-hp, 264 lb-ft; FWD or AWD, six-speed automatic

Curb Weight: 4,006/4215 lb (FWD/AWD)

0-60 MPH: 6.7 sec (est)

Fuel Economy (EPA): 17/28 mpg (est) 

Gallery

The powertrain will be a 3.6-liter direct-injection V6 hooked to a six-speed automatic for the foreseeable future..

To be made available in either Premium or Platinum trim levels, the XTS has styling that is noticeably more subtle and less edgy than some of its stab.

As is customary in the luxury realm, the XTS has a full complement of safety systems, with low-speed object recognition with auto-brake, high-speed co.

An elegantly simple and clean interior reside in the 2013 Cadillac XTS..

Speaker-laced seats inside the new 2013 Cadillac XTS..

The interior, in particular, has an elegant simplicity that integrates the high-tech switches and displays in a way that convincingly blends modernity.

The powertrain combination is calibrated to provide good initial response, so the car moves off smartly as you step on the gas..

The dash and console in the new 2013 Cadillac XTS..

And the sophisticated electronic instrumentation and telematics interface goes hand-in-hand with the stylish look to underline Cadillac's approach to .

Illuminated door-sills on a Platinum package equipped 2013 Cadillac XTS..

And its pricing structure—ranging from about $45,000 to $59,000—presents a tempting alternative to the substantially more expensive Audi A.

For the role the XTS will play—fielding a more traditional Caddy and replacing the current DTS, at least temporarily—the power and refinem.

A rear view of the 2013 Cadillac XTS..

Along with gobs of passenger and luggage space (18 cubic feet of it), the XTS showcases Cadillac's suite of safety and convenience technologies, inclu.

The XTS fills an important role in the company's product portfolio, catering to the Cadillac client looking for a traditional large luxury car. Yet it.

For those not well disposed to Cadillac's recent origami body styling, the XTS strikes a less radical pose..

A light-colored interior of the 2013 Cadillac XTS..

Visions of Voisins

Mullin museum lists cars for exhibit opening on Nov. 8

Mullin Automotive Museum
One of the last Voisins made, this C-30, shows the grace and elegance that Peter Mullin seeks.

It'll be the largest collection of Automobiles Voisin ever assembled since the factory closed in 1937. Peter Mullin, collector extraordinaire of beautiful French cars of the art deco movement, has spent the last decade scouring the planet in search of some of the 200 or so remaining Voisins to feature in an exhibit of the marque opening this fall in his Mullin Automotive Museum. The result is 15 cars, one motorcycle and an airplane. Yes, an airplane. The exhibit will feature a replica of a 1907 Voisin biplane.

Gabriel Voisin started out making airplanes with his brother Charles before World War I. The Voisin III was very successful in the war effort, but the destruction of that conflict lead Gabriel Voisin to shift his emphasis to cars. Among the 11,000 Voisins built are some of the most beautiful shapes ever to take the road. Two have won Best of Show at the Pebble Beach Concours d'Elegance, including Mullin's own C-25 Aerodyne, which won last year.

The museum released the complete list of cars on Tuesday:

-- 1934 Voisin C-25 Aerodyne, 2011 Pebble Beach Concours d'Elegance “Best of Show”
-- 1934 Voisin C-27 Grand Sport Cabriolet, displayed at 1934 Madrid Auto Salon, originally owned by the Shah of Persia
-- 1939 Voisin C-30 S Coupe Chassis No. 60026, the final automobile produced by Avions Voisin
-- 1936 Voisin C-28 Clairiere Berline, formerly owned by Gabriel Voisin, one of two surviving examples
-- 1922 Voisin C-3 Strasbourg, Grand Prix winner of the 1922 Grand Prix de Tourisme
-- 1938 Voisin C-30 Cabriolet Dubos, displayed at 1938 Paris Salon
-- 1936-2004 Voisin C-28 replica, driven by Matthew McConaughey and Penelope Cruz in Sahara (2005)
-- 1923 Voisin C-6 Laboratoire recreation
-- 1934 Voisin C-27 Aerosport
-- 1919 Voisin C-1 Limousine
-- 1923 Voisin C-3 Berline
-- 1926 Voisin C-7 Lumineuse
-- 1928 Voisin C-14
-- 1928 Voisin C-11 Lumineuse Torpedo
-- 1952 Voisin C-31 Biscuter
-- 1951 Voisin Gnome et Rhone R4 motorcycle

Our favorite is the C-6, a radical race car that won the touring-car class of the 1922 French Grand Prix. The car in the exhibit is a replica but should have all of the details. All the Voisins are full of details. Be sure and look closely at them all if you go. An excellent Web site at which to see all these cars before the exhibit opens is http://automobiles-voisin.fr/e_index.html.

For more about the museum, which also houses beautiful Bugattis, Delahayes, Talbot-Lagos and Figoni et Falaschi automobiles, visit www.mullinautomotivemuseum.com. The site includes a list of dates on which the museum is open.

The exhibit opens on Nov. 8. The museum is located at 1421 Emerson Ave. in Oxnard, Calif.

2013 SRT Viper packs devilish details

SRT
The 2013 SRT Viper arrives late this year with V10 power and an upgraded cabin.

The 640-hp V10, the curvy fenders, heck, even the carbon treatments—there are enough spotlight features on the 2013 SRT Viper to outfit two or three sports cars of lesser pedigree. While the potent engine and the striking design are clearly the signature elements of SRT's macho machine, there are a few subtle design cues lurking inside for sharp-eyed enthusiasts.

Let's call them Easter eggs, and they're intricate yet intriguing.

SRT
Laguna Seca is outlined in the center tray.

Inside, in very small detail, are outlines of tracks conquered by the Viper's ancestors. Most prominent is a tracing of Laguna Seca in the center-console storage tray. That's right, the place where one drops keys or iPhones is marked with one of the West Coast's greatest circuits.

Crossing the Atlantic, or the cabin, leads to Germany's famed Nürburgring. The Nordschleife is the site of another Viper record, and SRT designers placed outlines in the small area where passengers grab to pull the doors closed.

SRT
Look closely: That's the Nurburgring in the door panel.

These details are part of a dramatic upgrade of the Viper's interior, which see it positioned to more aggressively fight supercars such as the Audi R8. While the previous generation was known for its race-bred performance, the cabin, materials and raw nature drew criticism.

Obviously the materials and layout are the critical parts of the cabin makeover, but details such as the tracks add a bit of a bespoke feel. SRT boss Ralph Gilles argues that this will allow the new Viper to no longer have to fight an uphill battle against other upscale supercars.

“Even though it's built in a factory, it feels hand-built,” he said.

2012 Hyundai Accent SE: Autoweek Autofile car review

So why are we so fond of this little car?.

The Hyundai Accent is not particularly fast, nor is it the first thing that comes to mind when we're looking for an autocross car. The seats could be much more comfortable, the shifter could lose some of its mushiness and the steering could use a bit more feel. Even its stopping power is mediocre at best. So why are we so fond of this little car?

Because despite all of those foibles, the car on whole offers just about everything you need—seating for five, Costco-worthy cargo capacity, superior fuel efficiency and a decent suite of tech and safety features—in a package that still provides a modicum of enjoyment, at least in the “it's more fun to drive a small car fast than a fast car slow” vein. And with a sticker starting at $13,320 ($15,470 for the handy-dandy five-door hatchback), the Accent represents the bottom rung of the automotive pricing ladder. But unlike years past, entry-level is no longer an unpleasant place to spend time.

The engine has a level of sophistication even some more expensive rides can't boast, the all-aluminum 1.6-liter four-banger sporting direct gasoline injection and dual continuously variable valve timing, good for 138 hp and 123 lb-ft of torque. On paper, the six-speed manual-equipped Accent SE like our tester should be good for an EPA-estimated 34 mpg combined. We managed just 30.9 mpg, but we also exercised the heck out of the tach, the needle flitting about above 5,000 rpm for nearly its entire stay.

At the track, the 1.6-liter pulled the Accent to 60 mph from a standstill in 8.3 seconds; the quarter-mile took 16.6 seconds at 84.1 mph. Yet on the freeway, the Accent never wanted for more passing power, as attested to by its rolling acceleration numbers: The run from 30 to 50 mph took just 3.7 seconds, and 70 mph was reached in another 5.4 seconds.

Stopping distances, however, could benefit from better rubber, the Accent's 10.1-inch vented front and 10.3-inch solid rear rotors (and its standard four-channel antilock brakes and electronic brake-force distribution) eating up a surprising 133.5 feet when coming to a stop from 60 mph. Still, during repeated brake tests, we didn't detect much fade and found the stopping distance repeatable. Fault falls on the low-rolling-resistance tires for the below-average performance.

And, despite handling numbers that also failed to wow, we found the Accent to be a confidence-inspiring car. “It's remarkably stable and predictable around the skidpad and through the slalom,” said one tester, though it managed just 42.6 mph through the cones and 0.79 g of lateral acceleration.

The SE model we tested came chock-full of standard features that everyone on staff could appreciate, from satellite radio and an iPod jack to steering-wheel-mounted audio controls to the hands-free phone system. Owners particularly called out Hyundai's best-in-the-business warranty and the copious cargo space, 47.5 cubic feet with the 60/40 split-folding rear seats stowed. But few liked the flat, hard seat bottoms.

Perhaps the biggest praise for the Accent came from a staffer who opted for it over anything else in the fleet: “I love this car,” he said. “I even took the whole family on a weekend vacation in it.”

2012 Hyundai Accent SE

STICKER
Base price: $15,470
As-tested price: $15,795

CHASSIS
Five-passenger hatchback

DIMENSIONS
Curb weight (lb): 2,430 lb

CAPACITIES
Fuel (gal): 11.4
Cargo seats up/folded (cu ft): 21.2/47.5
Headroom/legroom (in): 39.9/41.8 front, 37.8/33.3 rear

ENGINE
1.6-liter I4
Power: 138 hp @ 6,300
Torque: 123 lb-ft @ 4,850

DRIVETRAIN
front-wheel drive
Transmission: six-speed manual

BRAKES
10.1 inch discs front and 10.3 discs rear

SAFETY
Standard stability and traction control, AM/FM/XM/CD/MP3 audio system, Bluetooth phone connectivity with voice recognition
NHTSA overall crash rating (out of five): 4
Standard airbags: 6

STANDING-START ACCELERATION
0-60 mph: 8.3 sec
Quarter-mile: 16.6 sec @ 84.1 mph

BRAKING
60-0 mph: 133.5 ft

FUEL ECONOMY
EPA combined: 34 mpg
AW overall: 30.9 mpg

RESIDUALS
Three-year: $8,225
Five-year: $5,250

Owners' Voices

Prior to the release of the Accent, we looked at the Nissan Versa, the Honda Fit and the Toyota Yaris. None of those are particularly good highway cars because of the gearing and the conventional engines. With Hyundai's release of high-compression engines with new transmissions, a test drive was in order when the first Accent hatchback arrived on the dealer's lot.

The Accent is full of the basic goodies and steering-wheel-mounted radio controls, Bluetooth, satellite radio and a nice interior. The direct-injection engine offers acceptable performance, the ride is firm and handling is adequate. There are cars that are more fun to drive, but the Accent is an appliance—a nice appliance.

Minor complaints include OK stereo speakers, seat fabric that's susceptible to soiling and exterior paint that has too much orange peel. Still, I think the Accent and its sister Kia model are the best of this class of cars in the United States.

Les Larson, Bismarck, N.D.

The major reason I purchased a 2012 Accent SE is the engine: twin cam, dual variable timing, direct injection, roller timing chain and no timing belt, balance shaft and blower. The last part comes from the retired import mechanic in me. Once I got a hold of the engine specs sheet, I went hunting for the car. I ordered it never seeing one in person.

My wife is the primary driver of our Accent and records 45 mpg. I am a bit more aggressive but still average 40 mpg-plus. It handles well and rides firm but reasonable. Traction control works nicely in the snow. The electric steering takes time to get used to. To appreciate the engine, turn the stereo and the air off, roll down the window, put the gearbox in third, give it half-throttle and let it wind out to 7,000 rpm. You will hear an automotive symphony.

David Ryan, Waterloo, Ind.

Others Considered

2012 Ford Fiesta SE, $16,465

2012 Chevrolet Sonic 1LT, $16,660

2012 Honda Fit Sport, $17,850

Gallery

 

Because despite all of those foibles, the car on whole offers just about everything you need —seating for five, Costco-worthy cargo capacity, su.

The SE model we tested came chock-full of standard features that everyone on staff could appreciate, from satellite radio and an iPod jack to steering.

And with a sticker starting at $13,320 ($15,470 for the handy-dandy five-door hatchback), the Accent represents the bottom rung of the automotive pric.

The engine has a level of sophistication even some more expensive rides can't boast, the all-aluminum 1.6-liter four-banger sporting direct gasoline.

Tesla Model S deliveries scheduled

Tesla Motors

It's been a big day for Elon Musk. First, his company, SpaceX, launched a rocket into space on a mission to resupply the International Space Station. 

Next, another of Musk's companies did something that many thought was even more improbable--Tesla has scheduled customer deliveries of its first sedan, the Tesla Model S. 

In an extremely exclamation point-intensive blog post by Tesla exec George Blankenship, the firm announced that the first Model S production cars will be delivered to “Reservation Holders” on “June 22!!!” 

Details are a little thin as to how many Model S buyers will receive their cars, but Blankenship claims that Tesla is “ahead of schedule.” The OMG!!!-level excitement doesn't stop there. 

Apparently, something called Tesla Fashion Island hosted four Model S Beta testers at a “Signature – Four Color” event a few weeks ago, and “It was great!” Beta test examples of the Model S—which Tesla just calls Model S, no “the”—will also be appearing at promotional events in White Plains, N.Y., and in five Canadian cities. 

Quick, name 5 Canadian cities.

Most of the remainder of the blog post is spent detailing the various ways to customize “YOUR” Model S. The degree to which regenerative braking—Tesla calls it Regen—slows the car when the accelerator is released? Customizable! Steering resistance? Customizable! Ride height? Customizable!

We will post an update when the first cars are delivered. Until then, we'll be hoping that Blankenship's excitement is well-founded.

Fiat, Mazda to jointly develop roadster

The new roadster being developed by Mazda and Fiat will be based on the MX-5 Miata, shown.

New two-seater will be sold as Alfa Romeo Spider in the U.S.

Fiat Group and Mazda Motor Corp. plan to develop and build a new roadster for the Mazda and Alfa Romeo brands, the companies said Wednesday.

Alfa will launch its version of the roadster in global markets starting in 2015. It will be sold as the Alfa Spider in the United States and will mark the brand's hotly awaited return to the world's biggest market for two-seat sports cars, Fiat said.

The jointly developed car will be built at Mazda's factory in Hiroshima. It will be a successor to the rear-wheel-drive MX-5 Miata roadster and will have distinct styling for each brand.

Details of a memorandum of understanding are expected to be finalized in the second half of this year, the companies said. The deal does not include a capital tie-up.

Engineers from both companies are studying how to cooperate on a joint vehicle that will be an "iconic," lightweight, rear-drive roadster with differentiated design and identity for each brand, a joint statement said. The car would be based on the MX-5 architecture.

Fiat and Mazda are talking about further cooperation in Europe, they said. Japanese public broadcaster NHK reported that the automakers are discussing a partnership to expand overseas sales channels.

"Establishing technology and product development alliances is one of Mazda's corporate objectives and this announcement with Fiat is an important first step," Mazda CEO Takashi Yamanouchi said in the joint statement. "It is especially exciting to be collaborating with such a prestigious marque as Alfa Romeo on a new roadster based on the next-generation MX-5."

Fiat CEO Sergio Marchionne said in the same statement: "This agreement clearly demonstrates our commitment to Alfa Romeo and the determination to grow it into a truly global brand."

By partnering with Mazda, Alfa will be cooperating with the recognized leader in compact rear-drive vehicle architectures to deliver an exciting and stylish roadster for Alfa, Marchionne said.

UBS auto analyst Tatsuo Yoshida said: "The MX-5 is an iconic car in Mazda's lineup, and the lightweight roadster is part of its heritage as a maker of sporty cars. But developing the next iteration for Mazda alone would have been difficult to justify, and this arrangement allows them to do that."

The MX-5, which debuted in 1989, was declared the best-selling two-seat convertible sports car in history by the Guinness Book of World Records in 2000.

The agreement paves the way for Mazda to increase its factory use through Alfa as the Japanese carmaker seeks to end losses. For Fiat, the deal may help the company gain access to Mazda's engine and lightweight technology.

Both Marchionne andi Yamanouchi have said they are looking to build new alliances to share the rising burden of research and development costs.

Marchionne told reporters at the Geneva auto show in March that Mazda and Suzuki Motor Corp. are prime partnership candidates. He said there weren't many other possible partners left in Asia.

Marchionne has said that a mass-market automaker will need global unit sales of at least 6 million units to survive. Fiat and its U.S. unit, Chrysler Group, together had 3.7 million in 2010, the most recent year for which industrywide numbers are available. In 2010, Mazda's global sales totaled 1.3 million, half of Suzuki's 2.6 million.

In February, Yamanouchi said Mazda was "actively" seeking alliance partners as it faces an increasingly dire financial future.

His export-reliant company is facing its fourth straight years of losses. In March, for the second time in just over two years, Mazda resorted to a massive equity share sale to raise the money to fix its structural problems and fund advanced technologies.

Squeezing more volume from Mazda's factories in Japan, through OEM deals such as this one with Fiat, could help improve their efficiency and lower production costs. Mazda has been independent since former partner Ford Motor Co., then seeking to raise cash to head off financial woes of its own, sold down its holdings in the Japanese automaker. Ford began to sell off its controlling 33 percent stake in Mazda in 2008. Today Ford owns about 2 percent of Mazda.

Teaming with another big partner is one way Mazda could share costs and get access to overseas market and manufacturing. But Yamanouchi downplays capital tie-ups. Instead, he remains focused on smaller strategic partnerships.

Yamanouchi has already signed a deal to work with Toyota Motor Corp. in developing hybrid drivetrain technology. And last year, Mazda began supplying the Mazda5 to Nissan Motor Co., which sells the compact minivan as a Nissan in Japan.

Yamanouchi wants to start selling Mazda's Skyactiv suite of fuel-saving engines, transmissions and body technologies to other automakers, too.

From a Porsche GT3 RS to a 991 S, a real-world view

After using the car daily almost exclusively, it seems to me that this platform has huge potential.. Photo by Ronan McGrath.

A truly new Porsche 911 is a rare event, and the 991 has predictably been reviewed and tested by just about every auto journalist. Having dutifully read numerous conclusions, I was left with a slightly apprehensive feeling. Did the car provide an intense enough driving experience? How about that electric steering? 

My weekend cars are a 3.6 and a 3.8 997 RS, which have often been cited as handling benchmarks and close to the final development of the 997 platform. The greatest criticism that Porsche seems to get on a new platform comes from existing owners. I recall the endless angst when the company abandoned air-cooled engines, for instance. So, as an existing owner, it was time for an unfair comparison with the RS and to find out what the new car was like as a daily driver in mixed conditions. 

It was clear that Porsche had to change. The 997, long at or near the top of the sports-car heap, was getting long in the tooth. The Nissan GT-R had delivered a warning shot heard in the halls of every other performance-car manufacturer. The future included everything from the Acura NSX, a new Audi R8 in a few years, a possible Toyota Supra, and a new Chevrolet Corvette, among others. 

The 911 was the target, and someone would start to lead in key statistics. You can't learn all that much from numbers in isolation, but car enthusiasts care about them. So 0-to-60-mph times, Nürburgring lap times and so on are discussed and used endlessly in promotional materials. Another very large group of buyers cares more about everyday drivability, fit and finish, aesthetics, depreciation and reliability.

I had the opportunity to live the 991 S for 10 days. The car was heavily optioned with all of the Porsche acronyms. In profile, the car is to me the best-looking 911 since the 993, tautly resolved and much more streamlined in appearance. The larger size is balanced by the 20-inch wheels. The rear three-quarter view is the least attractive. While it's no wider than an RS, it seems fat from this angle. I would have liked to see it balanced by larger taillights. The strange sunroof leaves an ugly shelflike extension outside the roof when open. However, it's a great-looking car and makes the 997 look a bit old-fashioned. It occurred to me that future full-race versions of the car might look a bit strange with regulation 18-inch wheels.

Interiors on the 911 have been criticized as being low-rent given the price point, but this interior is a complete rethink. The seats in particular are a huge improvement over the previous “regular” 997, with adjustable side bolsters, cushion and lumbar support. The wide center console is logically laid out, with the central buttons for changing shift and stability modes grouped logically. Porsche has provided a thicker steering wheel that is free of buttons; the thicker wheel was a fairly obscure option on previous cars and feels a lot better than the 997's thin one. The interior is a very nice place to be. As with all German manufacturers, the cupholders are mad. Porsche's are strange devices, like handcuffs on sticks that balance threateningly over the knees of the passenger.

There is a strong impression that this is a much bigger car because of the windshield rake. This greater spaciousness has a couple of less positive results. The top of the deeper dash creates a fair amount of reflectivity. This could be solved by using something less glossy than leather for the dash top. Secondly “aiming” the car using the two front fenders is no longer possible. While this was an unexpected change, in practical terms I quickly got used to it. Most performance cars do not have this feature.

Slipping the 991-shaped key into the slot for the first time, I started the car. The engine is basically an upgraded version of the 997's, quiet and smooth, unlike the mechanical rattles of the Mezger in the RS. I initially put the PDK in automatic. The first impression is of a very refined car, with little of the sportiness of the traditional 911. At low speeds, steering is very light with little feedback. In auto the car shifts seamlessly up to seventh gear by about 50 mph. It sips gasoline. So far, nothing of the sporting 911 is to be felt. However, during a very mixed use of the car—including a long highway trip to New York, some very aggressive driving on a private road, twisty country roads and dense city commuting—this mode proved to be used more often than I imagined when performance driving was out. 

On the heavily patrolled 1-90 in New York where speeds of more than 70 mph will invite a conversation with a state trooper, I found myself in a relaxed, quiet GT. The car is very quiet, and there is little tire noise. 

However, engaging the paddle shift, selecting the sport-plus mode and deactivating the hard suspension setting, an entirely different car emerges. The engine noise is suddenly much more aggressive, shifts are immediate and crisp and the car feels taut. The big revelation is cornering. The old 911's slow-in, fast-out has basically disappeared—there is simply no comparison as to how quickly you can corner. The new platform is supremely stable, and there is no sensation of the old pendulum effect. I tried to make the car swing in wet and dry conditions. Based on a lot of experience with the RS, the 991 on street tires can corner equivalently to the RS on track-focused PS cups. This is the greatest advance over the older platform. For those used to the traditional eccentricities of the 911 it will be a rethink, but for new buyers it is a much more accessible drive. 

How about that electric steering? Given the extensive press on it, I was anticipating feel like that of a 1956 DeSoto. The short answer is that at this stage it does not provide the almost magical feedback of the RS (or any of the 997s), especially at lower speeds. However, after 10 days of daily driving, I developed a lot more comfort with it. It is far from bad and certainly equivalent to most of the competition I have tried. Talking to a number of 991 owners in the United Kingdom who have had their cars for a number of months, it would appear that the issue is a bit of a yawner, with no dissatisfaction being reported. Certainly, when pushing the car really hard, the whole platform feels planted and the steering is fine. It is, however, the single thing I would improve.

As for the ongoing debate about manual versus sequential, it's really up to personal choice. When BMW shocked the world by making the M5 and M6 paddle-shift in 2005, I bought one, imperfect SMG and all. Since then, I have owned both manual and sequential cars continuously. The question of which can shift faster is long over. I love the feeling of engagement of a manual, but driving a stick in daily commuter traffic on cratered urban roads is not my idea of fun. Having driven a variety of sequential cars on tracks, I am sold on the fact that this is the future. The PDK is lightning fast, and I suspect it will be specified by the majority of buyers. 

Looking at the trend of performance cars in general, the inevitability is clear. The Ferrari 458, the Nissan GT-R, all AMGs and even exotics such as the Pagani Zonda are all either sequential or full auto. As there is a seven-speed manual shift available for the 991, the market will decide in Porsche's case. The 997 RS was the last 911 to be built as manual only, and it remains to be seen what happens in Porsche's future.

If the RS represents the ultimate development of the past, the 991 represents the basis for the future. It was a genuine surprise to me that the performance was so similar between the two cars. The 991 is a car with two personalities in one--a flexible and quiet daily driver, and a true sports car. I suspect it will have a broader appeal than its predecessor. 

In my unfair comparison, the RS turns me into a misanthrope, hunting for long tunnels to hear the howl of the engine, twisty back roads and avoiding pesky passengers. Like a roller coaster, it is best experienced in short, intense bursts. The 991 can be enjoyed every day in every weather condition but can also be driven as a true sports car. It is much better for daily use while still being formidably quick. It was a big hit with passengers and people who came by at gas stations to admire it. A 30-minute test drive in the city will reveal little about its real capability.

On the rare occasion that the 911 gets a truly new platform the debate rages. Has the 911 lost its soul? I don't think so.

After using the car daily almost exclusively, it seems to me that this platform has huge potential. The usual variants will follow--the C4S, the Turbo and on to the GT3 and GT2 versions. There are many very exciting new cars coming from many manufacturers, and it is going to be fascinating to see who remains king of the hill.

Porsche 991 S, with the following options:

Lime gold paint

Black leather

Premium package with 18-way seats

PDCC

Sport exhaust system

PDK

Light design package

Park assist

Sport Chrono

Electric sunroof

Power steering plus

Bose surround-sound system

Sirius satellite radio

Electric folding mirrors

Sport design steering wheel 

Gallery

The car is very quiet, and there is little tire noise. . Photo by Ronan McGrath.

For those used to the traditional eccentricities of the 911 it will be a rethink, but for new buyers it is a much more accessible drive. . Photo by Ronan McGrath.

The 997 RS was the last 911 to be built as manual only, and it remains to be seen what happens in Porsche's future.. Photo by Ronan McGrath.

In my unfair comparison, the RS turns me into a misanthrope, hunting for long tunnels to hear the howl of the engine, twisty back roads and avoiding p. Photo by Ronan McGrath.

On the heavily patrolled 1-90 in New York where speeds of more than 70 mph will invite a conversation with a state trooper, I found myself in a relaxe. Photo by Ronan McGrath

Looking at the trend of performance cars in general, the inevitability is clear. The Ferrari 458, the Nissan GT-R, all AMGs and even exotics such as t. Photo by Ronan McGrath.

The 991 can be enjoyed every day in every weather condition but can also be driven as a true sports car. . Photo by Ronan McGrath

A 30-minute test drive in the city will reveal little about its real capability.. Photo by Ronan McGrath.

There are many very exciting new cars coming from many manufacturers, and it is going to be fascinating to see who remains king of the hill.. Photo by Ronan McGrath.

My weekend cars are a 3.6 and a 3.8 997 RS, which have often been cited as handling benchmarks and close to the final development of the 997 platform.. Photo by Ronan McGrath.