Henry Payne Blog

Cartoon: Riots Burn Businesses

Posted by hpayne on November 25, 2014


Cartoon: Ferguson Gas

Posted by hpayne on November 25, 2014


Cartoon: Turkey to Canada

Posted by hpayne on November 25, 2014


Cartoon: Thanksgiving Executive Order

Posted by hpayne on November 25, 2014


Cartoon: GOP Brain

Posted by hpayne on November 23, 2014


Cartoon: Obama Kindergarten

Posted by hpayne on November 23, 2014


Payne: Q&Auto: When Motor City became Bomber City

Posted by hpayne on November 22, 2014


Baime’s latest epic is “Arsenal of Democracy,” a sprawling tale of World War II, wartime Detroit, and Ford family intrigue.

The auto industry has a history of big moments and big egos. And no one tells its stories better than A.J. Baime.

Baime’s latest epic is “Arsenal of Democracy,” a sprawling tale of World War II, wartime Detroit, and Ford family intrigue. Run, don’t walk, to the nearest bookstore and buy it for Christmas. The book’s title is taken from President Roosevelt’s 1940 rallying cry for a joint military-industrial “arsenal of democracy” that would help England defeat Hitler’s Germany.

But what drew Baime into the project was the conflict within the Ford family between a pro-war son, Edsel, and his pacifist father, Henry. Baime uncovered these raw nerves while writing another epic, “Go Like Hell,”about another trans-Atlantic battle — the bitter rivalry between Edsel’s son, Henry Ford II, and Enzo Ferrari for world racing dominance.

“Hell” is now in development as a movie with 20th Century Fox. Its reported co-stars? Brad Pitt and Tom Cruise. “There have been a lot of very good racing movies made — but a long time since a great one was made,” muses Baime. “My dream is that is that this will be the one.”

Baime recently tore through Detroit on book tour. I sat down with him to talk about war, Fords, and muskrat meat.

Q: What’s “Arsenal of Democracy” about?

Baime: It’s about FDR’s vision to win WW2. It was going to be a war of mass production and naturally Detroit and its automobile industry would play the starring role.

Q: Why is Ford’s Willow Run plant, which built the B-24 Liberator bomber, the book’s center?

Baime: I focus in Willow Run for a variety of reasons. But most importantly because it’s the best story and has everything in it. It’s that one story that illuminates everything that was happening on the home front.

Q: Did General Motors, Chrysler, Ford actually become full-time munitions makers?

Baime: That is correct. Ford was actually the last car company to roll a car off the assembly line. If memory serves, it was February 22, 1942 — not long after Pearl Harbor. These companies started building things for the war effort. All kinds of amazing things. Chrysler built field kitchens. Ford built the B24 bomber but also built invasion gliders up in Kingsford. And tanks and tank engines . . . .

Q: So where did people find cars?

Baime: During the war there was an amazing amount of stuff that was difficult to find. You couldn’t buy a new car. You weren’t allowed to drive very much because of strict rules to replace tires. Everything was used for the war effort. Every raw ingredient. There was a shortage of aluminum, rubber, and gasoline because all of those things were needed for the war. You couldn’t get a steak anywhere. People would actually go to their butcher stores and buy muskrat and horse meat.

Q: In the auto industry today we’re used to breakneck, four-year product cycles. But that’s nothing compared to the production promises of Willow Run is it?

Baime: They broke ground on Willow Run (in March, 1941) – and they expected to be turning out bombers in 14 months. They had to remove an orchard first. The idea was to build the biggest airplane factory under in the world under one roof. And to build the biggest, fastest, most destructive bomber. (This at) a time when no airplane — let alone a 60,000-pound bomber — had been mass-produced.

Q: A bomber contains a million parts and the goal was to make one an hour?

Baime: They finally achieved the goal just after D-Day in June, 1944. By end of the war, this one factory was building 70 percent of the B-24 bombers. The B24 is the most mass-produced military aircraft in history.

Q: How did Ford build bombers while company’s founder, Henry Ford, was opposed to the war?

Baime: It was very difficult on a number of levels. There’s this incredibly dark battle between good and evil within the company — within the family — that really came to a climax at the same time as WW2 came to a climax.

Q: Ironically, Edsel Ford died of cancer before the end of the war. So his father survives him is the war hero?

Baime: Henry Ford opposed entry into the war right up until Pearl Harbor. But the Willow Run factory captured the imagination of the masses — even in Europe. Ford was deemed a war hero.

Q: You a gearhead?

Baime: I am. I grew up playing with matchbox cars and watching Dukes of Hazzard. I always loved cars and motor racing – and the big epic stories the industry has produced, the dark side of industrial progress, the heroes. But right now my Subaru’s battery is dead and I can’t get my car running.

Cartoon: Immigration Law Act

Posted by hpayne on November 21, 2014


Cartoon: GOP Statue Immigration

Posted by hpayne on November 21, 2014


Cartoon: Cosby Clinton Harass

Posted by hpayne on November 19, 2014


Cartoon: Keystone Cork

Posted by hpayne on November 19, 2014


Cartoon: All Football

Posted by hpayne on November 18, 2014


Cartoon: Fib Fibber Gruber

Posted by hpayne on November 18, 2014


Cartoon: I 8 A Porsche V8

Posted by hpayne on November 15, 2014

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Payne: VW GTI is a cheap thrill

Posted by hpayne on November 15, 2014

The 2015 GTI is wrapped in sheetmetal that is totally

After a week with the superstar, supercar BMW i8 (stay tuned for my review next Thursday), I am in withdrawal. Despondent. Needy. What can fill the void of a hybrid luxury sports car with 357 horsepower, 420 pound-feet of torque, and a body that would make Kate Upton jealous?

May I recommend the Volkswagen Golf GTI?

Not that the German hot hatch will make you forget the i8. It won’t. But the VW will remind you that you don’t have to spend $140,000 to get a thrill. At $30 grand – the average price of a new car – this fun-box will give a pricier BMW 3-series sedan fits.

Sure, the GTI doesn’t have the celebrity status of the i8, but it’s plenty sexy with its signature, 18-inch wheels. And as any tabloid star will tell you, celebrity can be exhausting. You can’t hide in an i8. Muscle cars wanted to challenge me. SUVs full of picture-snapping families sidled next to me. Street gawkers wanted to know its every detail.

Like beautiful people, beautiful cars come with paparazzi.

But they are often, like the i8, short on practical amenities like headroom, legroom, luggage room. Heck, the backseat inspiration of the i8 seemed to be my college clothes trunk. Purses have more room than the rear luggage compartment. The beauty of the GTI is that you can comfortably accommodate three friends and their baggage for a weekend Up North – and have a blast getting there on twisty Route 66.

Since the GTI washed up on our shores in 1983, it has inspired a whole segment of pocket rockets including the Ford Focus ST and Subaru WRX. GTI accounts for a whopping 50 percent of Golf sales and debuted its seventh generation this year – a spicy bratwurst I reviewed for you in June.

Not content with that firecracker, VW this fall added a performance package option — 10 more horsepower, more stopping power, more cornering power (and if that isn’t enough spice to curl your taste buds, the speed nerds at APR will sell you an engine chip upgrade worth another 100 ponies).

So I dragged my sullen, post-i8 depression into this randy rocket – and perked right up. Mrs. Payne thanks you, VW.

The GTI fits like a glove. Sure, the bolstered seats aren’t made from organic unicorn hide like the i8 — but they are leather nonetheless. The Autobahn-trim cabin comes with lux-like amenities — heated seats, leather steering wheel, voice-command audio – plus features the i8 lacks: A proper touch screen and 6 cup holders (proof that not all German makers are numb to the needs of car-dwelling Americans).

Stomp on the gas and . . . a twinge of i8 nostalgia returns. The 220 horsepower, 2.0-liter four banger hesitates before the turbo awakes. The i8′s 227 horse, 1.5-liter twin-turbo three would do the same were it not for its complimentary electric motor. Sigh, I do miss that instant, hybrid torque . . . but then the turbo cavalry arrives and the GTI explodes down the road like a bullet out of a rifle.

Approach a sharp bend and the big, fire-engine red, GTI –monogrammed brakes stick like glue. Electric steering is perfectly weighted. The short wheelbase rotates on a dime. This is front wheel drive? Where’s the push? Exit the corner. Back on the juice. Glorious.

And all this for just $34,000. Ditch the lighting package and opt for a stick (the only way to fly) and you’re under $30 grand. I could buy everyone in my family of four one for the price of an i8 – and have enough left over to buy a used ’13 for my sister for Christmas.

But aren’t steroid-fed athletes a maintenance nightmare? Actually, the quality experts at JD Power give it a Performance Award.

Except, ahem, for the water pump.

Every Golf owner knows their water pump is cursed. It’s the GTI’s Achilles Heel. My son drove his 2013 GTI to California this summer. Flattened the back seats. Got all his stuff in the hatch. The perfect cross-country car. His water pump failed on arrival in San Francisco (at least it has the courtesy of not failing in the middle of Death Valley).

So save for a water pump. And $1500 for the performance package. Or you can save another $10 grand for the next GTI upgrade: The Golf R400. Which VW will tease at the Los Angeles Auto Show next week. Which has all-wheel-drive. And (ahem) 394 horsepower. And a 3.9 second zero-60 time. That’s right. A 2.0-liter turbo V-dub with the same acceleration as a 6.2-liter Corvette C7.

Do I miss the BMW i8? The what?

2015 VW GTI

Vehicle type: Front-engine, front-wheel-drive, five-passenger compact hatchback

Price: $25,215 base ($34,005 Autobahn edition as tested)

Power plant: 2.0-liter turbocharged 4-cylinder

Power: 220 horsepower, 258 pound-feet torque

Transmission: 6-speed automatic

Performance: Zero-60: 5.6 seconds (Motor Trend); 153 mph

Weight: 3,105 pounds

Fuel economy: EPA 25 city/33 highway/28 combined

Report card

Highs: No torque steer under hard acceleration; Will terrorize 3-series

Lows: Options push price into mid-30k; Hit/miss voice commands

Overall: ★★★★

Cartoon: Green Leap Obama

Posted by hpayne on November 14, 2014


Cartoon: Gruber Obamacare Sale

Posted by hpayne on November 14, 2014


GMC Canyon/Chevy Colorado: Urban cowboys

Posted by hpayne on November 13, 2014

The 2015 GMC Canyon is an all-new midsize truck that

I love my full-sized pickup. But, boy, have they gotten big. Godzilla big. Swing-my-tail-and-I-might-take-out-a-block-of-condos big. Thus the GMC Canyon and Chevy Colorado.

I love my big, full-size pickup. Wide as the Mississippi and three states long, it can tow my race trailer, pull stumps up by their roots, and empty a Home Depot of mulch.

But in town it can be a misfit toy.

Like Ndamukong Suh in a china shop, the big beast always seem one step from trouble. A sudden swerve? Dang, I just squashed a Toyota Corolla. A drive-through lunch? Oops, I took out the menu board. Parallel parking? Fuhgettaboutit.

Today’s full-size pickups are modern marvels: Comfortable, quiet, as capable as a Swiss Army knife, as durable as Bill Cosby. But, boy, have they gotten big. Godzilla big. Swing-my-tail-and-I-might-take-out-a-block-of-condos big.

Thus the Chevy Colorado and GMC Canyon. For the urban cowboy that wants the capabilities of a Chevy Silverado in a Chevy Equinox-sized package, General Motors offers a pair of midsized trucks. Smaller, cheaper, more maneuverable, but with all the sedan-like, 21st century interior amenities that truck customers have come to expect.

You’re scratching your head. But didn’t GM abandon the midsize market just three years ago as sales stagnated? Haven’t consumers made the choice for full-size trucks?

Let me explain. What changed is those limo-riding geniuses in Washington decided to make vehicles better. Buckle up, kids. When the auto industry gets detoured through the Beltway swamp even three-ton 4x4s can get stuck in the regulatory mud.

On Mondays and Wednesdays, our pols are busy shutting down domestic oil production. But on Tuesdays and Thursdays (Fridays they drill for campaign contributions) they are making America less dependent on foreign oil. So in 2009 they mandated that, by 2025, auto fuel economy must increase by, ahem … 99 percent.

That includes trucks.

Ford answered the call by light-weighting its pickup fleet with aluminum — at about the cost of the annual GDP of Portugal. Less weight = better fuel economy. But for bankrupt GM a multi-billion bet on aluminum was not an option. Plan B: Hang on, Mary, we’re doin’ a U-turn back to the smaller, midsize truck market. Smaller trucks = better fuel economy.

The result is a fascinating war of strategies between the world’s two biggest truck armies. Aluminum F-150s vs. the twin steel tanks of GM full-size and midsize pickups. It’s offense vs. defense. Broncos vs. Seahawks. Superman vs. Batman. It should be good.

In fielding its light infantry, GM didn’t just remake the tinny, midsize trucks of the last war. The Canyon and Colorado pickups are weapons remade from the ground up.

When life throws you lemons, make lemonade.

Consumer trends may aid GM’s choice as well. A funny thing happened to the compact SUV market in the short time GM has been away from compact trucks: It grew. Boy, did it grow. Compact SUV sales jumped 21 percent in 2013 and have continued as the fastest growing sales segment in 2014. Jack’s beanstalk didn’t grow this fast.

Some ex-Canyon/Colorado customers turned to bigger pickups, but most, says GM, went into small utes like the Equinox and GMC Terrain. Midsize pickup sales have stalled at 250,000 units a year without Detroit trucks. The Toyota Tacoma, the segment leader, hasn’t been updated since 2004. It’s as if the local deli hadn’t updated its menu in eight years. The patrons have turned surly. Surveys finds them the No. 2 most disgruntled customers in the industry. They fled to the SUV buffet across the street.

But what if someone made a compact ute with a box in back?

Not just a box, but seats with the same room as your ute? Quiet interiors insulated with triple-sealed doors? Center consoles engorged with nav screens, Internet radio, and 4G Internet hot spots?

All that and the Colorado brings an Impala-like, more aerodynamic front cab design that might appeal to cross-shopping crossover buyers. But I particularly like the Canyon. The GMC is more old school pickup with its iconic, Sierra-like, bold grill. But for a couple grand more than the Colorado, it comes with stitched, soft dash materials that scores a trifecta: It blows away the foreign competition; matches its bigger, full-size siblings; and mimics the scores of attractive, compact utes that advertise in the Canyon’s $25,000-$40,000 neighborhood.

I took a Canyon Super Crew around the neighborhood to my truck buddies. My own, handpicked urban cowboy focus group. They ate it up. Its easy, step-up rear corners. Its strong tailgate. Its roomy interior. Sure, the Canyon — built on the Sierra pickup rail platform and leaf springs — rides like a bronco compared to the car-like unibody of a GMC Terrain. But at nearly the same price as the Terrain, it’s more rugged while offering the same interior comforts.

Sold, right?

But here’s where the Ford aluminum strategy gets interesting. My urban cowboys loved their first date — but before they got hitched to Canyon, they all wanted to know how its price and fuel mileage compared to a full-size pickup.

I know, I know. Truck guys are brand loyal. A Red Sox fan will never root for the Yankees. And a GM pickup owner will never buy a Ford. But with the new F150, Ford has redefined full-size pickups.

At 4,800 pounds — 780 pounds less than its previous generation — Ford contends that its 2.7-liter, 325 horsepower, 375 pound-feet of torque, V6 Ecoboost, aluminum F150 may rival Ram diesel’s class-leading, combined 23 mpg when EPA figures are announced later this year. Heck, Ford’s non-turbo, 3.5-liter V6 will probably better 20 mpg in its new aluminum shell.

By comparison, a 4,500-pound, 3.6-liter, 305 horsepower, 269 pound-feet of torque, steel Canyon boasts 20 mpg combined EPA mileage rating (17 city/24 highway). That’s better than the mid-size competition, but not F150.

Bigger is better fuel economy? Take a bow, Ford.

But where Colorado-Canyon may not save at the gas pump, it’ll save you at purchase. You’ll need that bigger F150 truck bed to carry the $8,000 more in dollar bills to buy it. The 2.7L Ecoboost Ford V6 comes in at $46, 615. The Canyon? Just $38,915.

Is a full-size pickup worth eight grand more? Is the Canyon worth four grand more than the aging, V6 Tacoma? Your needs will tell the tale. I need a big pickup that will tow a trailer of race cars while seating five overfed adults. If your needs are more modest — say a family trip with a 5,000-pound bass boat — then the Canyon might be enough.

That and you can park the GMC in a downtown Detroit parking garage without a tugboat.

Next week’s Drive review: 2014 BMW i8 vs. 1979 BMW M1

Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.

2015 GMC Canyon/Chevy Colorado

Vehicle type: Front-engine, rear or four-wheel-drive, five-passenger pickup

Price: $22,805 base ($38,915 Canyon Crew long box as tested)

Power plant: 2.5-liter dual-overhead-cam inline 4-cylinder; 3.6-liter, dual-overhead-cam V6

Power: 200 horsepower, 191 pound-feet torque (4-cyl); 305 horsepower, 269 pound-feet torque (V6)

Transmission: 6-speed automatic

Performance: Payload: 1,470 pounds; Trailering: 7,000 pounds (AWD 6’2″ box as tested)

Weight: 4,500 pounds

Fuel economy: EPA 19 city/25 highway/21 combined (4-cyl); EPA 17 city/24 highway/20 combined (V6)

Report card

Highs: Ute with a box; Quiet interior

Lows: Good ol’ rough truck ride; Can get pricey

Overall: ★★★


Cartoon: Interstellar Math Quiz

Posted by hpayne on November 13, 2014


Cartoon: Veterans Day

Posted by hpayne on November 10, 2014