Carbon Ceramic Brakes: Worth the Cost?

Carbon Ceramic Brakes (CCB) are often the most expensive item on a performance car's option list. For somebody who is often on the track, this can be one of the most useful investments. On the road, however, Carbon Ceramics are not as beneficial as their price would suggest. 

In 2002, the Ferrari Enzo was the first road car to be launched with Carbon Ceramic Brakes. Since then, the technology has trickled down to more mainstream (relatively) cars. Carbon Ceramic Brakes are known for their resistance to fading. These brakes can get extremely hot after hard use, yet still provide little to no loss in stopping power. CCBs are also lighter than traditional iron brakes, reducing a vehicle's weight by approximately 40 pounds.  The weight lost is unsprung weight. By taking out weight not supported by the suspension, both handling/control and ride quality are improved. CCBs also are extremely durable. All components will usually last the life of the car. Finally, Carbon Ceramic Brakes produce very little brake dust.  

Although Carbon Ceramic Brakes are a pretty incredible piece of equipment, they do come at a cost, both monetarily and metaphorically. Generally speaking CCBs cost between $8,000 and $16,000! The only way to truly justify the price tag is if the car will be frequently tracked. Aside from their cost, there are a few drawbacks. Some brakes perform poorly, offering little feel, when cold and at low speeds. Some also have been known to be very noisy. That said, as manufacturers have gained experience with CCBs, these issues have been taken car of. Most importantly, should a rotor crack or get damaged, the cost of replacement is astronomically high. A single new rotor could cost over half the price of the entire option. 

While Carbon Ceramic Brakes are a testament to how amazing brakes have become, they are currently too expensive to be tempting. Should CCBs become less expensive and more refined, they will surely be more accepted. 

The Evaded Wagon

The station wagon is the most well-rounded body style available. With the handling, performance, and efficiency of a sedan, and the utility of an SUV, the wagon offers the best of both worlds. Unfortunately, the wagon is a rare sight in the United States. 

The SUV is the culprit of the wagon's demise. The SUV's immense size, rugged looks, and infrequently used off-road capabilities have  made the wagon seem "un-cool." The general consumer prefers the SUV because of its more masculine style compared to the wagon's "soccer mom" connotation. 

Truth is, there are some seriously cool wagons out there. For example, the Cadillac CTS-V Wagon. With a 556 HP Supercharged V-8, performance tuning, and an available manual transmission, this Caddy is not any average grocery getter. Way cooler than a similarly priced Lexus SUV! The Mercedes-Benz E63 AMG Wagon is another desirable wagon. Although it is an instrument for the Autobahn, it still has three rows and will swallow cargo. Unfortunately, the choice in America is limited though.

Europeans have recognized the advantages the touring (name for wagon in England) offers. In Europe, where space is limited and there is a tax on CO2 consumption, wagons are more popular than SUVs and even sell in really high volumes. As such, there are numerous choices. Many sedans have wagon variants offered. There are some very alluring vehicles available over there such as the Mercedes CLS Shooting Brake, and the Audi RS6 Avant. 

A wagon's weight is nearly identical to its sedan counterpart and lower than that of a comparable SUV. This means it handles better,  accelerates faster, and uses less fuel. Further, the lower ride height lowers the car's center of gravity, also improving handling. With seats that fold down, wagons are very versatile. Further, many have the same all/four wheel drive systems of their SUV siblings meaning it too can be used year round. No matter how compelling the argument is, the non-enthusiast's aesthetic and practicality perceptions have ultimately killed off the breed in America.  

2013 Aston Martin DB9: Have Virage Customers Been Ripped Off?

Aston Martin's range of sports cars over the last few years can be politely described as "complex". Since it was introduced in the 2005 DB9, the English automaker's "VH" platform has sourced multiple lines and models. Over the years, these models have received small enhancements and refinements.  

For the 2012 model year, Aston Martin launched the Virage. In terms of both sportiness and price, this model sat right in the middle of the DB9 and the flagship DBS. The Virage's V-12 engine was identical to that of the 2012 DB9 except with 20 more horsepower (20 less than the DBS). Other additions included Carbon Ceramic Brakes, different bodywork, sportier suspension tuning, and special interior trim elements. One could purchase this model starting at approximately $210,000. 

For the 2013 model year, Aston Martin discontinued the Virage. Its replacement? The 2013 DB9, which has moved upmarket in terms of content. With the exception of new trunklid spoiler, the Virage's styling was essentially transplanted to the DB9. This includes everything from rims to lighting. Except from the rear (trunklid and badging), it is impossible to tell the difference between the two. Inside, the Virage's special leather pattern and switchgear are now standard fitment on the DB9. 

Mechanically, the 2013 DB9 surpasses the Virage. While the DB9 now too gets Carbon Ceramic Brakes (expensive!), the DB9's updated V-12 is now far superior to the Virage's. Using many of the upgrades developed for the new Vanquish, the DB9's engine now makes a not insignificant 40 hp and 14 lb-ft more than its old engine. Compared to the Virage, thats 20 hp and 37 lb-ft more!

It is no surprise that Aston has ended production on the Virage considering the DB9 has closed the small gap in the lineup where the Virage once slotted. What is a surprise though is the '13 DB9's price. Despite the upgrades, there is no increase in price. COMPARED TO THE VIRAGE, the DB9 represents a great value with its starting price $25,000 lower. As such, all of those customers who purchased a Virage within the last year must be pretty upset. While they do have a more exclusive car, Aston Martin has completely ripped them off!

The Feel of the Wheel: Why Steering Feel is So Important

In nearly every new car review, the topic of steering feedback is brought up. Because so many of today's automakers are switching to electronically actuated steering systems, more and more cars are not transmitting information about the grip of the tires and the road's surface through the wheel. This elimination of feel leads to a disconnected, uninvolved and boring driving experience. 

Electronic steering or electromechanical steering, the primary culprit of this numb steering feel, is becoming more popular because of its impact on efficiency. Unlike a hydraulic system, the electric unit only consumes energy when boost is needed. Don't be fooled however, the improvement in fuel economy is miniscule. The new steering module has been said to improve fuel economy by only 2-3%.  

Not every car needs a lot of steering feel. Cars with an emphasis on luxury rather than sport are justifiably "permitted" to have finger-tip light steering completely devoid of any feel whatsoever. Those drivers not looking for sport will enjoy the effortlessness of heavily assisted numb steering. 

In today's marketplace, very few manufacturers have successfully combined high levels of feel and involvement with electronic steering. It is unlikely that electronic steering will be going anywhere soon. As the switchover has caused so much strife from the automotive press and enthusiasts, hopefully in the future engineers will start to tune systems with more feel, feedback, involvement, responsiveness, and heft. If not, this will be one of many components that detaches the driver from the driving experience. 

Stereo Outsourcing

Bang & Olufsen, Beats by Dr. Dre, Bose, Bowers and Wilkens, Burmester, Harmon Kardon, and Naim. Aside from being general audio companies, each brand has migrated into the interior panels of automobiles. This strategic partnership between automaker and audio company is becoming increasingly common in today's vehicles for a few reasons.  


It has only been a few years since many of these audio brands have been introduced into the auto realm. While Bose and Harmon Kardon are not newcomers to the auto industry, like the newer brands, they have recently proliferated the marketplace. In general, the target customers of the audio brand's non automotive products is similar to that of their partner automaker. By moving into cars, these audio brands can better expose their company's work to a new, yet financially viable market. Basically, it is another source of revenue for these brands. 


The monetary benefits also extend to the automakers themselves. In many cases, these audio companies are not the base system but rather are a "premium" upgrade or are reserved for the top-line models and variants. In some cases, these brand name audio systems are "double upgrades". For example, BMW offers a Bang & Olufsen sound system on its 6 Series for a sizable $3,700 on top of the Harmon Kardon premium sound package upgrade that is $1,800! Similarly, on many Audis one must select the top Prestige trim line, which includes a Bose upgrade, in order to pay about $6,000 more for the B&O system. Other examples of this exorbitant pricing include Porsche's $6,000 for a Burmester and Bentley's $7,000 for their Naim system.


So what does one get when they opt for this level of audio? Many describe it as sitting in a "concert hall". This comes from the multitude of speakers and tweeters, hundreds and even thousands of watts, and excessive and innovative engineering. After all, the automaker passes along most of the development and testing to the people who know best at the audio companies. 


Are the systems worthwhile? For the audiophile, yes. For the average buyer of these vehicles, probably not. For the auto-enthusiast, the sound of the exhaust and engine is the best music one can here! 

Facelifts: Fresh Looks, Low Costs

The automotive facelift is a strategy used by many automakers. While the traditional life cycle lasts for about 6-8 years, the facelift keeps the car looking up to date until the next major redesign. Since the facelift is not a major overhaul, it is only a fraction of the cost of introducing a brand new model. Additionally, it also gives some existing customers an incentive to trade in their pre-facelift model for the latest version. 


Not surprisingly, facelifts vary between manufacturers and even models. There are a few popular things to update though. Most commonly are front and rear aprons. As this is purely cosmetic, it costs very little to change these trim pieces. Also popular are headlight and tailight revisions. Today, many automakers are adding LED accent lighting to give the more modern look. Engine upgrades are also not uncommon. If an automaker has a new engine ready, the facelift is the perfect opportunity to replace the old one and use the new one as a strong selling point. Most engines are used in multiple models, therefore keeping cost down. In some cases, an existing engine is just enhanced, providing small gains in power and fuel economy while also keeping development costs down. Likewise, transmissions with more gears or new calibration are also deployed for similar reasons as new engines. When there are multiple changes automakers like to use the term "all new". However, any facelifted car is not that, but rather just an enhancement.

The Mercedes G Class

For the 2013 model year, Mercedes has attempted to bring some new life back into their aging G Class. The luxurious off-roader has survived with small updates since its development in the 70's. The car is hand-built due to its extremely limited production. In fact, Bentley sells more Continental GT's then Mercedes sells G-Wagons. 

With its underpinnings and many components over 30 years old, the G is by no means a modern vehicle. However, Mercedes has put on a facade to make it fit in with the rest of their up-to-date lineup. Despite this, for the exterior, Mercedes hasn't done a very convincing job. They added the now ubiquitous LED accent lighting, new side mirrors, and rims. 

The interior gets a more significant facelift. In front of the driver's eyes lies a version of Mercedes' current instrument cluster. The vehicle also receives the current premium Mercedes switchgear.  Most significant though is the implementation of Mercedes' latest electronics suite. This includes the current COMMAND system as well as the wide array of the latest driver assistance aids. If there is any place somebody without a keen eye will take notice, it is the interior. 

If the base G550 (G500 in Europe) is not enough there are other options. After a short hiatus, Mercedes has brought back the AMG treatment to the car with not just one but TWO variants. The G63 which will be coming to the US features the latest AMG V8 engine which is a biturbo, direct-injected, 5.5 liter mated to the familiar Mercedes 7-speed transmission. In this application, the engine makes a staggering 536 horsepower and 561 pound-feet of torque. Available in some European markets only is the even crazier G65. This features Mercedes' venerable 6.0 liter biturbo V-12 making an outrageous 612 horsepower and 738 pound-feet of torque. 

The entire concept of the G-Wagon is absurd. Similar to the idea of a Range Rover, it is a car designed to be a serious off-roader with a luxurious cabin. However, unlike a Range Rover, the G has not benefitted from new architecture and constant upkeep. What's worse is the attempt to make performance versions of a truck that is about as far from a performance car as possible. Instead of a physics defying SUV like the Cayenne Turbo or X5M, you are left with a status symbol. The price alone backs that claim up. The base car pricing comfortably above $100,000 is a sum that one has to be foolish to pay for what you are getting. Coming in close to $150,000 will be the G63, a very confused car. However the epitome of paying for a badge or a symbol is the G65 which would be about $200,000 more then the G63. What you get for that price is 0.1 seconds off the not impressive 0-60 time (relatively) and a few minor trim details.

The sheer concept and ridiculousness of the car will attract a few very wealthy owners. For the rest, the price, the lack of a clear identity, and the archaic underpinnings will be a turn off. Will this scant freshening keep the small customer base coming back for more?