Rowing through the gears...with a paddle

The past several new cars that I've driven recently have had shiftable automatic transmissions. I'm quite used to this of course, since I almost always drive in manual mode in my R32. But the three recent cars I've driven have all had interesting variations on the theme that help to differentiate the driving experience between brands. I'd like to take a moment to weigh the pros and cons of each approach, so maybe you can benefit from my experience if this is something you really care about.

I'll start, of course, with Volkswagen's DSG. The transmission comes with an automatic shift gate with the manual mode selected by pushing the shifter to the right. This, I believe, is the most common execution for a shiftable manual, and it's shared with VW's regular 6-speed slushbox. One difference is the shape of the shifter. Most of VW's automatics come with a T-shaped shifter that is fairly common, and easy to use for the common task of shifting back and forth between park, drive and reverse (much of which requires holding down the release button).

Where this shape is not so satisfying is during manual shifting, where those of us accustomed to manual transmissions like to use a similar grip on a manumatic stalk. For this reason, VW provides a ball-shaped shifter on its sportier DSG applications, including the GTI and R32. I'm a fan.

Next we come to the paddles. I'm quite fond of how VW executes its shift paddles. They're fixed to the back of the steering wheel, with an exposed bit that's labeled + or -. This label even lights up at night. Very classy. This execution has also proven very useful during track work, as the paddles will always be at the tips of your fingers during corners, assuming your hands are still at the 9 and 3 positions. For most turns in which you'd need to shift, your hands should still be there, because they'd be fast sweepers. For tighter turns, if you find yourself needing to shift in the middle, it's probably because you missed a downshift as you were braking before the turn started. In that case, you can always fall back on the shift lever, but it may even make you a better driver to learn this lesson.

This execution is in stark contrast to that of another twin clutch gearbox on the market, Mitsubishi's SST. Mitsubishi has made absolutely certain that everyone knows that their shift paddles are made from magnesium (BMW on the other hand uses magnesium for an actual benefit, that of reduced engine weight). But it is the mounting of these paddles that makes Mitsu's execution really unique. They're affixed to the steering column, meaning they don't move with the wheel. Some people prefer this, but in some spirited driving I did in a Lancer Ralliart yesterday, I firmly established my preference for wheel mounted paddles.

The one area where I do prefer Mitsubishi's layout is the shift lever. It actually looks and feels like a true stickshift lever, and its shift layout is opposite to that of the VW. To engage manual mode, you pull it to the left, so it's closer at hand, and you pull it back to upshift and push forward to downshift. To some this is counterintuitive, but to a true stickshift driver, this is exactly how it should be, mimicking the way a direct throw backward in a manual is always a higher gear.

BMW also agrees in this regard, as they've been laying out their manumatics this way for years. Where BMW falls flat is in their steering wheel paddles. The Bavarians believe that you should be able to upshift or downshift with either hand, and it's a solid idea, until you come upon their solution for this. Each paddle in a Bimmer can be pulled with the fingers (for an upshift) or pushed with the thumb (for a downshift). While this does feel inherently intuitive, especially as it matches up with the shift lever, its downfall is in the thumb activation. When your hands are in a natural driving position, a yank on a paddle is natural and easily executed. But as I found in the X6 I drove yesterday, the downshift was another story, especially during spirited driving. The thumb extension felt strained and awkward, twisting my wrists into unnatural positions. You may think this is nitpicky and stupid, and I'll admit that I'm the prince of piddling pet peeves, but it did make me feel less in control and legitimately reduced my enjoyment of the drive.

I also got to drive the new Cadillac CTS-V. Fantastic car, but its shift setup was not ideal. Not only was the shifter laid out with forward upshifts, but the paddles were not visible behind the wheel. They were basically just buttons on the backs of the wheel spokes, and if you weren't feeling around for them, you wouldn't know they're there. They also offer less surface area than other paddles, making them less accessible.

I think the variety of executions throughout the industry makes for interesting reinforcement of brand character. Mitsubishi's setup reflects the raw nature of its performance cars, whereas VW executes the system in a highly refined way. But some systems just work better than others, and clearly my ideal setup for a shiftable automatic would be the VW paddles with the Mitsubishi lever. Manufacturers take note!

Dub City

I am amused to no end by Volkswagen's marketing of the City Golf and Jetta in Canada. They've taken Mk IV models (we're now on Mk V in both the US and Canada) and grafted on new front ends. The result is the following:


You can also check them out here, with another short blog post with more pics here. There are a few things that pique my interest about this. First of all, I don't think I've ever seen this kind of "amortization" technique before. Sure, GM and Ford have done this several times before, such as with the Ford F-150 "Heritage", the Chevy Silverado and the Chevy Classic, née Malibu. But in such cases the vehicles are carried over unchanged. VW has breathed new life into the twins with new styling for the front end. They've actually reworked the taillights, but they're still the same shape. The Canadian website only has pics from the front, though, I'm assuming out of fear that shoppers will see the familiar rear fascias and realize the ploy. You have to check out the Chinese version, the Bora HS, to find this out.

The other source of my amusement is styling of the City Jetta, which takes so much from the last generation Passat, from the grille to the way the headlights dip down at the outside edges. I remember seeing the Bora HS a while ago, which is actually the Golf with the City Jetta front end. Nevermind that the Bora was VW's name for the Mk IV Jetta around the world. Okay, so are you sufficiently lost by now? Then my job is done.

Actually, this is a good example of the complexity of the worldwide auto market, as I've discussed in previous posts, notably The Mercury That Could Be and An aside on the industry for beginners. My education on the industry continues, and this VW strategy is just part of the curriculum.

I'd love to hear what my readers think about this. Does seeing a $15,300 City Golf next to a $20,175 Rabbit in the showroom make the Rabbit seem overpriced? Is this just a great way to further amortize the investment in the Mk IV cars? Does the new front end make it seem as if VW is trying to pull the wool over its customers' eyes? Post a comment with your two cents.

A Mighty Wind

Well, I blew through the Windy City for the Chicago Auto Show, and it's finally on its way...the R32. I've waited with bated breath for its arrival, and I actually got to experience the car in person, in all its glory. There was one snag, however. VW will only offer one transmission option, and it ain't the 6-speed manual that I know and love. No, the R32 will be DSG only. When I heard the news, I could've dropped to my knews and wept. My dreams of ownership seemed to slip away like dust in the wind.

To be fair, though, I've not yet driven a DSG-equipped car, and I've been assured that the experience will reverse my stubborn, backwards, 20th century purist thinking. I even made a new best friend at VW who will give me access to such an experience. I can't wait.

So what else was big in Chi-town? Well, the consensus settled on GM's "new" Pontiac G8. This is a rebadged Holden Commodore, but as NBC used to say, "If you haven't seen it, it's new to you!" For years, Pontiac has been trying to brand itself as BMW on the cheap, right down to the twin kidney grille. But for the first time (at least in my life) GM has actually landed a shot in the same ballpark. (The Solstice doesn't count, since the essence of BMW is the sports sedan.) This is a great looking car, and maybe it'll prove once and for all that the RWD Chrysler 300 wasn't just a flash in the giant US FWD pan.

The Saturn Astra's another strong showing from the General, but it does have a few chinks in its armor. The driver's seat was quite narrow, and I'm smaller than the average American, revealing one of the likely reasons that you can't just grab a Euro vehicle an slap it onto US roads. The car also reinforced my impression that while Saturn's interiors have elevated their standards of design, many of the materials used are not up to that standard. Still, coming from the interior of a VW, I do appreciate the little luxo touches, such as the Astra's illuminated sunroof switches that are quite rare for this price point.

The Toyota Highlander struck many of us as an overgrown RAV4. You've gotta ask yourself, though, is this a bad thing? From the rear it looks a bit Hyundai-ish, and as I've said before, this is not a compliment. But the whole of the vehicle is polished, slightly bland, and slightly aggressive looking. This is a formula that works for Toyota, as it allows people to feel like they're stylish, without actually taking the risk of being so. And risk aversion is what Toyota buyers are all about (not a criticism, just a fact). Look for the Highlander to continue its success within the medium crossover segment.

As for the new Taurus/Taurus X/Sable, let me just say these are
great vehicles, worthy of those names. The roomiest and safest cars in the world--literally!!!--now have a great powertrain and the element of style to back them up. This move by Ford may be a bit of a punch-line due to the rental car rep of the outgoing models, but I can only hope that the publicity of the name change will cause people to give these cars a second look. They deserve it.