The Philadelphia International Auto Show isn't exactly the glitziest gig in the car show circuit. With cars supplied primarily by a group of local dealerships (the Automobile Dealers Association of Greater Philadelphia), there aren't many dazzling concepts or exciting pre-production models. There are no quick-wristed executives to giddily flick sheets off of their company's latest debutants. There are no famous guest speakers, no Sergio Marchionne, no Alan Mulally.
But what is at Philly is an air of plain, hard truth. The bigger events can dazzle with their show cars, but many of those concepts and one-offs are just as improbable as they are attractive. Philadelphia doesn't say much about the direction of the distant future. It doesn't say much about what's on the drawing board. But the Philly show celebrates the cars that are already here. No delusions, no false promises. Heading to the bigger car shows can be like listening to political speeches before a candidate is elected: you can hear the great ideas, you can feel the raw excitement—but you can never know for sure just where you'll end up at the end of Mr. Politician's term.
Philadelphia skips the fuss. It's the moment of final truth at the end of the political term. This is what's here. This is now.
That adds up to a show perfect for car buyers. All-out enthusiasts might tire of the largely ordinary machinery found at Philly, but the great supply of genuine production cars—most of them unlocked and waiting to be sat in—benefits consumers by brining to them a multi-marque showroom full of most any car a buyer or buyer's family could reasonably desire.
In doing so, Philadelphia presents a refreshingly accurate report of the auto industry's standings. If a carmaker is in trouble, or recovering from great difficulty, then that company will be absent from the show. Saab was a clear example at this year's event. Conversely, if a company is getting back up on its feet and introducing exciting new models to an eager public, much like Ford or Buick, then that company will be represented by a commensurately excited dealer with an appropriate display of cars and well-founded optimism.
Taken as a meter of auto industry health, the Philadelphia International Auto Show becomes a very important event in its own right. The best part is that Philly doesn't reveal only how each automaker fares relative to its peers, but also how far the industry as a whole has progressed in terms of design and technology.
Last year's Philly show was a tough one. As often happens, promises that had been made at larger shows failed to prove true on the Philadelphia show floor. GM promised vast improvements, but few were evident in 2010. Ford promised a more competitive and relevant lineup, but the Fiesta was the brand's only real proof. The Chevrolet Volt and Nissan Leaf promised new hope for alternative powertrain technology, but, unready for production, neither vehicle made it to Philly in 2010.
For 2011, though, many of the auto industry's dreams were realized. Philadelphia proudly hosted both the Volt and Leaf. Ford was there with several new and competitive models. Cadillac showed off its CTS-V station wagon (sorry, 'Sport Wagon'). And, in a gesture of kindness that almost brought tears to this writer's eyes, BMW displayed three vehicles—535i, M3 convertible, and pre-owned M-Roadster—with the famed third pedal that seemed so close to extinction last year when the Munich maestros hadn't a single stick-shifted vehicle on the floor.
Chevrolet was understandably proud of its revamped model line, and the brand accordingly arranged a series of test drives for its Volt and Cruze, the latter of which came equipped with, by golly, a genuine six-speed stick shift.
The Volt delivered on Chevrolet's claims by providing a new kind of car that felt just like—well, a car. What's remarkable about the Volt is how unremarkable it is in normal driving. The Volt does everything well, but not better than any other good car. It rides well, accelerates briskly, and has an attractive interior with high quality materials and a level of fit and finish that embarrasses old GM interiors. The Volt, though, is not a normal car. It carries hundreds of pounds of batteries and is propelled by an electric motor. Like a conventional hybrid, the Volt also has a gasoline engine. But unlike, for instance, a Prius, the Volt's internal combustion engine is used to extend the range of the electric motor by powering a generator after the battery charge falls.
Also unlike a typical hybrid, the Volt can run for up to 35 miles—the length of most shopping trips and many round-trip commutes—on battery power alone. Its batteries can easily charge overnight at home, charging in 8-10 hours using a 120V outlet or 4 hours using a 240V outlet. This means that owners can theoretically use their Volts everyday as electric cars for short trips, without ever needing to worry about the possibility of not making it home on a charge, a potential cause of anxiety for buyers of the all-electric Nissan Leaf.
The Volt, then, is a remarkably easy to live with automobile that lets carefree owners dip their toes into a potential future of electric cars. Its styling is sleek and aerodynamic, but not too showy or gimmicky. Its interior is comfortable and, though compromised by the T-shaped lithium-ion battery pack that runs through its center and under the rear seats, roomy enough for a family of four. Visibility is good through the large glass area. The Volt feels contemporary and largely conventional—yet it's as far from ordinary as any other reasonably-priced model available. Better still, a $7,500 tax credit can offset the somewhat high MSRP of over $40,000.
The Philly show floor hosted additional examples of the latest fuel savers. BMW showcased its diesel and hybrid technology, with the X5 xDrive35d and Active Hybrid 7. The Hyundai Sonata Hybrid was one of many impressive Hyundais at Philly, and was complemented by the new Elantra, the ultra luxurious Equus, and the upcoming 2012 Veloster.
An exciting newcomer to Philadelphia was Fiat, now officially reestablished in the U.S. after a decades-long absence. Two Fiat 500s were displayed. This fuel-sipping, entry-level car will be the only Fiat available at first to U.S. customers. Following the relentless yet still-fashionable wave of retro design, the new 500 apes the old Fiat of the same name. Similar in concept to the Mini, the Fiat 500 is aimed roughly at the BMW-engineered Brit. The Fiat undercuts the price of the Mini, but it is admittedly inferior in terms of technical sophistication and build quality. At least teething issues should be minimal; Fiat has sold the model in other markets since 2007.
Audi's new A7 was at Philadelphia, along with the Spyder version of its R8 halo car. Porsche brought the ungainly Panamera, but also reminded spectators that it still takes heritage to heart with the stunning 911 GT3 RS.
DUB Magazine brought its usual display of highly (and often grotesquely) modified cars, and the F.C. Kerbeck dealership was back with its exotic car display. Some of Kerbeck's more impressive vehicles included the half-million-dollar Rolls-Royce Phantom Drophead Coupe, the new Bentley Continental GT, and the usual assortment of Aston Martins and Maseratis, along with a stray Lamborghini Gallardo.
Kerbeck's modern supercars were impressive, but the most magnificent car at Philadelphia was easily a vehicle made eight decades prior to the manufacture of those burly Bentleys and muscular Masers. Surrounded by such excellent cars as the Simeone Foundation's 1933 Squire and 1926 Bugatti Type 35 was an incredibly special car brought to represent the Concours d'Elegance of the Eastern United States. This car was the Avions Voisin C20 'Mylord' Demi-Berline of 1931.
Believed to be the only surviving example of an expensive, rare, and distinguished automobile, the Voisin had a palpable presence that was not just show stopping, but heart stopping. The car sold recently at Gooding & Company's first-ever Amelia Island auction for $2.75-million, and was worth every penny. Its crisp, low-slung lines were at once futuristic and traditional, with a passenger compartment inspired by a horse drawn carriage incorporated into a long, imposing profile complete with exotic brightwork. Its time-bending shape seemed fully capable of inspiring a lengthy geometry textbook.
The high caliber classics, as well as the display of modern exotics, have long been mainstays of the Philly experience. Show-goers never forget, though, that these are only side attractions.
The true purpose of the Philadelphia International Auto Show is to discover the real cars that real people can buy in real life, real soon. The show might not offer much more than a long series of trips to local showrooms, but it allows potential car buyers to move quickly back and forth between their favorites, their questions answered along the way by a helpful staff, not a pushy and commission-hungry salesperson. It is a show that enables spectators to learn the truth about the current car market, all at one convenient and affordable event.
So the best feature of Philadelphia remains the show's inherent honesty. There are no propagandistic guarantees of next year's flying car, no smoke, no mirrors. Most importantly, there is no artificial excitement. Getting excited at Philadelphia—and 2011 was an exciting event—doesn't mean simply getting excited about a car show. It means getting excited about the car industry as a whole. A healthy Philly show indicates healthy car companies, and healthy car companies produce the kind of innovative vehicles that, for the last couple of years, the worldwide effects of recession have tried to scare away. The 2011 show was the best in a few years, and the event's quality likely signifies the progressing recovery of the auto industry. Welcome back, Philly.
-Evan Acuña
But what is at Philly is an air of plain, hard truth. The bigger events can dazzle with their show cars, but many of those concepts and one-offs are just as improbable as they are attractive. Philadelphia doesn't say much about the direction of the distant future. It doesn't say much about what's on the drawing board. But the Philly show celebrates the cars that are already here. No delusions, no false promises. Heading to the bigger car shows can be like listening to political speeches before a candidate is elected: you can hear the great ideas, you can feel the raw excitement—but you can never know for sure just where you'll end up at the end of Mr. Politician's term.
Philadelphia skips the fuss. It's the moment of final truth at the end of the political term. This is what's here. This is now.
That adds up to a show perfect for car buyers. All-out enthusiasts might tire of the largely ordinary machinery found at Philly, but the great supply of genuine production cars—most of them unlocked and waiting to be sat in—benefits consumers by brining to them a multi-marque showroom full of most any car a buyer or buyer's family could reasonably desire.
In doing so, Philadelphia presents a refreshingly accurate report of the auto industry's standings. If a carmaker is in trouble, or recovering from great difficulty, then that company will be absent from the show. Saab was a clear example at this year's event. Conversely, if a company is getting back up on its feet and introducing exciting new models to an eager public, much like Ford or Buick, then that company will be represented by a commensurately excited dealer with an appropriate display of cars and well-founded optimism.
Taken as a meter of auto industry health, the Philadelphia International Auto Show becomes a very important event in its own right. The best part is that Philly doesn't reveal only how each automaker fares relative to its peers, but also how far the industry as a whole has progressed in terms of design and technology.
Last year's Philly show was a tough one. As often happens, promises that had been made at larger shows failed to prove true on the Philadelphia show floor. GM promised vast improvements, but few were evident in 2010. Ford promised a more competitive and relevant lineup, but the Fiesta was the brand's only real proof. The Chevrolet Volt and Nissan Leaf promised new hope for alternative powertrain technology, but, unready for production, neither vehicle made it to Philly in 2010.
For 2011, though, many of the auto industry's dreams were realized. Philadelphia proudly hosted both the Volt and Leaf. Ford was there with several new and competitive models. Cadillac showed off its CTS-V station wagon (sorry, 'Sport Wagon'). And, in a gesture of kindness that almost brought tears to this writer's eyes, BMW displayed three vehicles—535i, M3 convertible, and pre-owned M-Roadster—with the famed third pedal that seemed so close to extinction last year when the Munich maestros hadn't a single stick-shifted vehicle on the floor.
Chevrolet was understandably proud of its revamped model line, and the brand accordingly arranged a series of test drives for its Volt and Cruze, the latter of which came equipped with, by golly, a genuine six-speed stick shift.
The Volt delivered on Chevrolet's claims by providing a new kind of car that felt just like—well, a car. What's remarkable about the Volt is how unremarkable it is in normal driving. The Volt does everything well, but not better than any other good car. It rides well, accelerates briskly, and has an attractive interior with high quality materials and a level of fit and finish that embarrasses old GM interiors. The Volt, though, is not a normal car. It carries hundreds of pounds of batteries and is propelled by an electric motor. Like a conventional hybrid, the Volt also has a gasoline engine. But unlike, for instance, a Prius, the Volt's internal combustion engine is used to extend the range of the electric motor by powering a generator after the battery charge falls.
Also unlike a typical hybrid, the Volt can run for up to 35 miles—the length of most shopping trips and many round-trip commutes—on battery power alone. Its batteries can easily charge overnight at home, charging in 8-10 hours using a 120V outlet or 4 hours using a 240V outlet. This means that owners can theoretically use their Volts everyday as electric cars for short trips, without ever needing to worry about the possibility of not making it home on a charge, a potential cause of anxiety for buyers of the all-electric Nissan Leaf.
The Volt, then, is a remarkably easy to live with automobile that lets carefree owners dip their toes into a potential future of electric cars. Its styling is sleek and aerodynamic, but not too showy or gimmicky. Its interior is comfortable and, though compromised by the T-shaped lithium-ion battery pack that runs through its center and under the rear seats, roomy enough for a family of four. Visibility is good through the large glass area. The Volt feels contemporary and largely conventional—yet it's as far from ordinary as any other reasonably-priced model available. Better still, a $7,500 tax credit can offset the somewhat high MSRP of over $40,000.
The Philly show floor hosted additional examples of the latest fuel savers. BMW showcased its diesel and hybrid technology, with the X5 xDrive35d and Active Hybrid 7. The Hyundai Sonata Hybrid was one of many impressive Hyundais at Philly, and was complemented by the new Elantra, the ultra luxurious Equus, and the upcoming 2012 Veloster.
An exciting newcomer to Philadelphia was Fiat, now officially reestablished in the U.S. after a decades-long absence. Two Fiat 500s were displayed. This fuel-sipping, entry-level car will be the only Fiat available at first to U.S. customers. Following the relentless yet still-fashionable wave of retro design, the new 500 apes the old Fiat of the same name. Similar in concept to the Mini, the Fiat 500 is aimed roughly at the BMW-engineered Brit. The Fiat undercuts the price of the Mini, but it is admittedly inferior in terms of technical sophistication and build quality. At least teething issues should be minimal; Fiat has sold the model in other markets since 2007.
Audi's new A7 was at Philadelphia, along with the Spyder version of its R8 halo car. Porsche brought the ungainly Panamera, but also reminded spectators that it still takes heritage to heart with the stunning 911 GT3 RS.
DUB Magazine brought its usual display of highly (and often grotesquely) modified cars, and the F.C. Kerbeck dealership was back with its exotic car display. Some of Kerbeck's more impressive vehicles included the half-million-dollar Rolls-Royce Phantom Drophead Coupe, the new Bentley Continental GT, and the usual assortment of Aston Martins and Maseratis, along with a stray Lamborghini Gallardo.
Kerbeck's modern supercars were impressive, but the most magnificent car at Philadelphia was easily a vehicle made eight decades prior to the manufacture of those burly Bentleys and muscular Masers. Surrounded by such excellent cars as the Simeone Foundation's 1933 Squire and 1926 Bugatti Type 35 was an incredibly special car brought to represent the Concours d'Elegance of the Eastern United States. This car was the Avions Voisin C20 'Mylord' Demi-Berline of 1931.
Believed to be the only surviving example of an expensive, rare, and distinguished automobile, the Voisin had a palpable presence that was not just show stopping, but heart stopping. The car sold recently at Gooding & Company's first-ever Amelia Island auction for $2.75-million, and was worth every penny. Its crisp, low-slung lines were at once futuristic and traditional, with a passenger compartment inspired by a horse drawn carriage incorporated into a long, imposing profile complete with exotic brightwork. Its time-bending shape seemed fully capable of inspiring a lengthy geometry textbook.
The high caliber classics, as well as the display of modern exotics, have long been mainstays of the Philly experience. Show-goers never forget, though, that these are only side attractions.
The true purpose of the Philadelphia International Auto Show is to discover the real cars that real people can buy in real life, real soon. The show might not offer much more than a long series of trips to local showrooms, but it allows potential car buyers to move quickly back and forth between their favorites, their questions answered along the way by a helpful staff, not a pushy and commission-hungry salesperson. It is a show that enables spectators to learn the truth about the current car market, all at one convenient and affordable event.
So the best feature of Philadelphia remains the show's inherent honesty. There are no propagandistic guarantees of next year's flying car, no smoke, no mirrors. Most importantly, there is no artificial excitement. Getting excited at Philadelphia—and 2011 was an exciting event—doesn't mean simply getting excited about a car show. It means getting excited about the car industry as a whole. A healthy Philly show indicates healthy car companies, and healthy car companies produce the kind of innovative vehicles that, for the last couple of years, the worldwide effects of recession have tried to scare away. The 2011 show was the best in a few years, and the event's quality likely signifies the progressing recovery of the auto industry. Welcome back, Philly.
-Evan Acuña
