This past Sunday, while driving around the feudal kingdom that is Long Island, I spotted five Ferraris. They weren’t coming from a show – just rich people doing their rich people activities. With a huge concentration of wealth in the New York metro area, this shouldn’t come as a tremendous surprise. Yet despite growing up here, it still makes me shake my head and think “Nice day for a cruise. That dick.” But this particular Sunday was different, because one of the five Ferraris I saw was an Enzo. I always thought the Enzo was ugly, especially compared to its contemporary competitor, the Porsche Carrera GT (which I also saw on Sunday, I kid you not). But in person, it most definitely does have an aura. The license plate – “1 of 399” – tells you just how rare they are. That wasn’t 399 Enzos for a year; it was the whole production run. So I made a u-turn and pulled into the shopping center where the owner was eating lunch and likely thinking about buying Moldovia. And then you know what I did? I lined up with a herd of 13 year old boys and took pictures on my camera phone. The best of the pictures is included here. It’s awful. It’s bad for a camera phone. But as they say on the internet, “Pics or it didn’t happen.”

Among other topics in today’s podcast, Jonny and I discuss the Audi A3. He and I both agree, we’re seeing them all over the place. But if you’re not deep in Audi country, you almost definitely are not. With sales of 646 nationwide for July of 2008 (the A8 only sold 205 in July, and I see those everywhere too), we’re not exactly talking about a volume vehicle. In fact, while Pontiac is moving 1500-2000 G8s per month, I rarely if ever see those on the road; maybe five of them in total since the car’s launch. But Audi’s expensive little hatchback? Ubiquitous here in the NY metro area, especially on the island of Manhattan itself. And why not? I often remark that NYC is the most European-style city in terms of its layout and density. Buyers in Manhattan want small cars, they want prestigious logos on the front grill, and they want the occasional dose of practicality. It must be one of the only places in America where the Mini Cooper convertible appears to outsell the Toyota Camry. But whatever the reasons, I’d contend that Los Angeles, San Francisco, and New York comprise a vehicular bubble that’s the exception, not the rule, even for big cities in the U.S.

When Justin began this, his first week as TTAC’s new ME, I warned him that running the site was like playing a slot machine. Posting blogs, editorials and reviews for our best and Brightest is a highly addictive process. In fact, as someone far more dead than I once said, the trick to life is to find something you love to do and not do too much of it. In this I’ve failed miserably. Oh well, my Lexapro is your gain. Here’s hoping the new guy has enough sense to know when to, as Lord Humongous said, “Just walk away.” And while I’m throwing quotes around, here’s one more. “This wasn’t the auto industry’s request. It was in the energy bill that was passed last year. When they cranked up fuel economy requirements, in that bill they provided $25 billion worth of loan guarantees to help auto manufacturers and suppliers retool to produce vehicles that could achieve those levels. When you take a look at the broader section of potential customers that might draw on that line of credit, it becomes apparent that maybe $50 billion might be an appropriate number. It accelerates the introduction of technology in the market to help reduce our dependence on foreign oil and improve greenhouse gas emissions. It’s not a loan bailout, and it’s not because the U.S. car companies are distressed.” As long as people like Jim Press say shit like that, there will be people like Justin Berkowitz itching to tell the truth about cars. And thank God for that.

Many years ago, while riding a water taxi in Venice, I asked the pilot if he ever went onto the Terraferma (mainland) – and if so, if he needed a car. His answer? Yes and no. In the canal parts of Venice, you don’t (and can’t) have a car, but in his case, driving was purely for passion and fun. On Sundays, my friend would travel to the mainland and pull his Ford Focus ST 170 out of a garage. And then he’d drive the hell out of it. “Why not a diesel?” I asked daftly. “Because I’m driving for fun! Not best l/km!” Yes, our nation depends on them to get from A to B, especially when the bus-train-bicycle doesn’t do it for some reason. But for me, driving is about fun first and foremost. That’s why I put up with unreliable new cars (my GTI) and unreliable old cars (just wait a few weeks till I announce the new member of my car family). That’s why Liebermen ended today’s podcast by saying he was going to go out and enjoy the Pontiac G8 GT he’s got this week. And now it’s my turn.

Today I got this month’s issue of Octane in the mail. What a delight. While the American car magazine landscape is severely lacking in depth, compelling articles, witty writing, and pornographic photography (save 0-60), the Brits are not. I subscribe to Octane and CAR because I’m still excited to see them waiting for me in the mailbox. In many ways, internet just kills print media: in the speed with which it can bring you information, the opportunities for writers to be candid (the result of lower overheard – and lower salaries), and the sheer volume of information and pictures we can include without too much added cost. But there’s still something very special about holding great photography in your hand, from a glossy sheet of paper that’s not out of your printer. Octane is, on the most basic level, just car porn. In addition to the stunning full spreads, they write about cars that aren’t made anymore, dream cars, and talk about the “pre-war” era as though it was the 1980s. Aston Martin mentioned they might revive the Lagonda name today. Months ago, Octane recommended buying a Lagonda if you felt pre-war Bentleys were all too common. Which is, of course, what has always held me back from buying one.

My wife doesn't believe me, but I'm taking a week off, my first in more than two-and-a-half years. This is my last opportunity to take a breather before Frank exits stage right and Justin gets up to speed. Rest assured this won't be one of those "paved paradise" deals; the website will be in Frank's capable hands, aided by our expert team of bloggers, reviewers and editorialists. While you're exploring the autoblogosphere, I'll be changing light bulbs (with help of course), taking my driving test (really), playing with my pre-schooler and generally decompressing. I trust you will, as always, keep us honest. Thanks for being there, even when I'm not. Oh, and we crested 700k uniques for the first time ever this month. I look forward to chasing the million. Later.

TTAC commentator Brent asked why fellow members of our Best and Brightest aren't cutting the new Cruze some slack. "All I ever see are comments (rightly) digging on GM for having no truly competitive small cars, and for having none in the pipeline. Now we learn of one that in fact *is* in the pipeline. Furthermore, it just might be competitive. And what do I see? A bunch of comments digging on GM for even trying." As a cynical bastard, I think the cynicism has been well and truly earned, through dozens of less-than-stellar (i.e. crap) GM small cars. And, lest we forget, Chevy is a brand that touts itself as "An American Revolution" whilst selling a Korean car. In fact, what equity/credibility remains within the Chevy brand? Like a Rock reliability? Not for cars. (Not yet, anyway.) So, really, it all comes down to one word: Corvette. And if that's true, what IS a Chevy? No matter how good the Cruze may be (Jonny), it simply can't traverse GM's branding issues. Nothing can. [PS: DON'T FORGET THERE'S A PODCAST BELOW]

2009 Corvette ZR1 - First Drive

According to our pals at pistonheads, old people are pissed that the UK's "watch out for old people" traffic signs depicts old people as, uh, old people. You know, hunched over. In pain. Feeble. Defenseless. Slow. (This is, of course, ignoring the fact that it looks like the woman bringing up the rear is giving the old coot a mobile reach-around.) Well, the idea is to get motorists to slow the Hell down. If a sign shows old people as "fitter, healthier senior citizens," then they can get the bloody Hell out of the way, can't they? The fact that the UK  government has already removed the words "elderly people" from the signs reveals that political correctness is becoming/has become more important than anything (save paying your taxes). If it was me– and thank God it isn't– I'd put signs up with a points systems for mowing old people down, sponsored by Death Race, with the attendant fines. And by the way, I can say shit like this because I'm old. Dag nabbit! Well, older than Justin, anyway. But not wiser. Apparently.

"(Americans see it as) their God-given right to buy the largest vehicle they possibly can, own as many vehicles as they can, trade them for new vehicles as often as they can, drive them as much as they want and wherever they want." The idea that the average American is a stupid, selfish, size-obsessed planet-killer is an intellectual conceit, created and perpetuated by intellectually-conceited members of the European chattering class. In truth, Americans are no or more less politically, socially or environmentally aware than their European equivalents. But analyst Dennis DesRosiers isn't entirely off-base when he says there's only one "real" reason Americans aren't continuing their fuelish ways: they're broke. "If gas prices come back down to earth… Americans are going to go back to larger vehicles and watch out, there may just be a shortage of capacity." IF gas prices stay level for five years AND people can get out of their loans, maybe. Meanwhile, not. And a shortage of capacity? Only if you define "too much" as "not enough." But is there anything really fundamentally wrong with wanting a large, comfortable vehicle? See? We're already engaged in that debate. All of us. 

"Selling consumers more vehicle than they need has been the mainstream auto industry's business model for most of the past century," Joseph P. White writes in today's Wall Street Journal. "The wreckage created in Detroit by the bust of the bubble market in large sport-utility vehicles is just the latest example of how dependent auto makers are on the strategy." Whenever I hear pundits talking about other people's needs, and the greedy businessmen that convince consumers to buy against their own self-interest, I get nervous. One of the real joys of living in a democratic capitalistic society: within limits, citizens get to determine for themselves what's in their own best interests. If I want to drive an SUV, I am not denied that opportunity because someone else says "Sorry Comrade Bub, you don't need it." Sure, there are plenty of arguments against SUVs. (I've made more than a few myself.) But it's simply not true that Detroit's in trouble because they suckered dumb ass Americans into SUVs. They're in trouble because they suckered themselves into complacency. When America's automotive "needs" changed– a change that was entirely predictable– they weren't ready. Period. 

[I apologize for the fact that Justin seems genetically incapable of speaking up. I reckon he may just disappear some day. However, if you all clap, he may just come back. C'mon now boys and girls…] 

There is an argument to be made for car mags and websites accepting manufacturer-supplied long term test vehicles. But I'm not going to make it. If these consumer champions want insight into what it's like to live with a particular car on a day-to-day basis, they can either buy it their damn selves (like Consumer Reports) or ask one of the people who bought one. To my mind, freebie long-term test cars are evidence of collusion: a manufacturer's unspoken quid pro quo, just for being a friend of ours. There's no question that a week's access to a press car is one of the major perks of working as an automotive journalist– albeit a pleasure more-or-less denied TTAC scribes. (BTW: I'd like to see a writer convince an I.R.S. auditor that driving their family around in a long term test car is not a taxable perk.) But it's high time for Road and Track, Car and Driver, AutoWeek, Edmunds Inside Line and the rest to Just Say No to free long term test cars (a.k.a. "our fleet"). Their readers deserve a higher standard of journalism. As for those who claim our policies are self-serving sour grapes, I assure you that as long as I'm the publisher, TTAC will not be bought by any manufacturer, at any price.  

Frank Williams arrived at TTAC as a reader. He became a writer. Then an editor. Then Managing Editor. His tenure at the top has been a blessing, freeing me from the bonds of admin, buffering me from the buffoons who enter our little corner of cyberspace. At the same time, Frank's editorial contributions have been legion, from pithy blogs to in-depth statistical analysis. But more than that, Frank's been my constant companion and emotional support. As of September 1, Frank will be tapping computer keys on behalf of a Washington think tank. He's moving on to bigger, better-paying things. But I hope that Frank shares my belief that helping build and maintain TTAC's audience has been one of the best things he's ever done. While I welcome Justin as our new ME, I think our Best and Brightest will agree that Mr. Williams is an irreplaceable talent. His wit, wisdom and perspicacity will be missed. You know; later. For now, thanks for sorting out that Lego blog. You are one persistent son of a bitch. And for that, I'm truly thankful.  

As TTAC's Black Friday Redux coverage gathered pace, I paused to scan a USA Today profile of VW's new U.S. boss. If you don't read the article too closely, you'll think that Stefan Jacoby is ideally suited for the job of resurrecting VeeDub's American fortunes. Jacoby makes all the right noises: no wafty American style VW's, better quality products, my VW Beetle convertible got me laid when I was in college, etc. As a German who describes himself as a "non-German German," Jacoby invites some serious psychological analysis is clearly sensitive to the cross-cultural issues that doomed his predecessor. But it's what Jacoby doesn't say that's worrying. At no point does he acknowledge the complete and utter shafting U.S. VW dealers have given their customers. (Not all of them; yada, yada, yada.) While we dissect the dissolution of America's automakers, it's important to remember that the situation is even worse at the sharp end. Until VW– and everyone else in this biz– realizes that they've got to repair their dealer – customer relations, there will be little long term loyalty to be had. 

I've been exceptionally busy on the flame-suppression front. This week, I've removed dozens of offensive comments, and permanently banned more than a few unruly malcontents. I'm not surprised. It's a painful time for anyone who had faith in the domestic automakers. The bad news coming from Detroit is coming fast and it makes them furious. At us. But a lot of the boneless chickens we've identified here over the last four years– giving credit to anyone with a pulse, bad branding, lousy product decisions, and on and on– are coming home to roost. Truth to tell, it's a good time for TTAC. Our visitor numbers are up. Nothing rad. Just the same organic growth. Which is fine by me. It means we're building a solid base of readers who "get it." And to this group I promise more solid journalistic work like Samir Syed's excellent interview with CAW leader Buzz Hargrove. We're limited by finances, but wherever we can, we will break news. Meanwhile, we, like you, watch the scene with an increasing sense of foreboding. Through it all, we'll be here, telling the truth about cars. 

[New podcast inserted. Thanks for your patience.] 

I was delighted when I read CSJohnston's comment under the last Podcast intro. Responding to the question "What is a Ford?" he wrote "One could sum up Ford as 'honest.'" Well, exactly. Although plenty of members of our Best and Brightest have upbraided me for suggesting that car companies should not be devious, misleading or spin-obsessed, I am a firm believer that a business must earn its customers' trust. This they do by treating them with honesty, integrity and respect. When Chrysler installed Bob Nardelli at the head of Chrysler, I figured that was the end of that. Bob's cost-cutting at Home Depot was a cynical betrayal of his customers, who were left pressing buttons for attention, rather than turning to find a helpful staff member. By the same token, the chances of finding GM CEO Rick Wagoner alone and unannounced at a BPG dealer are only slightly higher than getting strike by lightning as you're fending off a shark whilst holding a winning lottery ticket. Ford CEO Alan Mulally strikes me as the most consumer-focused of the 2.8's helmsmen, but he's never said anything directly to Ford customers via the media. The truth will set you free, but first you've got to do the same.