Nissan Electric Car The Nissan Leaf

Find out about the Nissan Electric Car. The Nissan Leaf is the first of the practical electric vehicles...one that you can afford.

Unlike the electric cars of the 90s like the GM EV-1, the Leaf is being sold directly to consumers.

Unlike the Tesla Roadster, the Leaf's price tag is in line with traditional vehicles.

Unlike the Chevy Volt, the Leaf completely eschews internal combustion power, even as a backup. The Nissan Leaf is the first of a long-promised wave of usable, practical electric vehicles.

So, is it really the car that will finally replace the combustion engine?

The Good

The Nissan Electric Car, The Leaf is a real car. It has air conditioning, heating, and power everything. Unlike many hybrids, the brakes feel normal and the rear seat folds down.

The car is also able to do some things regular cars can't. Without a combustion engine, the car is quieter than most luxury vehicles. Electric motors make peak torque at 0 RPM which means power is always instantly available and hill climbing ability is better than a diesel. The transmission is just one gear, so there's no shifting to deal with. It takes 8 seconds to go from 0 to 60 mph, but the power is so effortless that it feels faster. Best of all, traditional maintenance like oil changes and tuneups aren't needed with an electric motor.

The Bad

The Nissan Leaf is the first electric vehicle on the U.S. market to offer fast charging, combine high voltage lines with careful battery monitoring to recharge the vehicle in about an hour. However, Nissan decided to use the Japanese ChaDeMo system. It looks like the SAE Stage 3 charging system will be come the fast-charing standard in North America limiting current buyers to quick-charge stations at a handful of Nissan dealerships.

Range is only 100 miles. Although drivers will be able to charge their vehicles nightly to prepare for commutes, road trips are out of the question.

The Leaf is built at Nissan's Yokohama plant, which was damaged in the recent earthquake. The company had planned to expand the availability of the car by adding production to their factory in Smyrna, Tennessee at the start of 2012, but production delays mean that current reservations may no be fulfilled until this comes on-line.

The Verdict

The Nissan Electric Car. Is it a direct replacement for gas-powered cars? No. However, for most people who need a second car it is ideal: Comfortable driving along with low fuel and maintenance costs make for a vehicle that's worth buying on more than its green credentials.

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Honda Showcases CR-Z and Zero Emission Concepts at Geneva 2010

Honda has unveiled two battery electric urban concept cars at Geneva, the stylish EV-N and the three-wheeled 3R-C, which envisions a single occupant vehicle for zero emission commuting. The radical concepts draw on Honda’s expertise in zero and ultra low emission technologies to show two urban vehicles with no harmful tailpipe emissions.

Both, EV-N and 3R-C, build on Honda's vast working knowledge of battery electric vehicles, hybrid electric vehicles and fuel cell electric vehicles. Honda began producing the battery electric vehicle EV Plus in 1996 with the vehicles being leased to selected customers in the US. Since 1999 Honda has been selling petrol electric hybrid cars and in 2008 introduced the world's first production fuel cell electric vehicle, the FCX Clarity.

All of these vehicles utilize electric motors for propulsion and batteries to store power and it is this real-world production experience that Honda is bringing to its latest concept models. Honda's FCX Clarity fuel cell electric vehicle uses a Lithium ion battery to store the energy from regenerative braking and Honda is currently enhancing its expertise in this area. Last-year a deal was signed with GS Yuasa to build a joint venture battery plant to produce Lithium ion battery packs for future Honda vehicles.

EV-N
The EV-N is a battery electric vehicle study, which evokes the spirit of the diminutive 1967 N360 city car. Honda designers have incorporated Honda's own solar panels in to the roof of the concept, to charge the car while it is parked. Two of Honda's U3-X, electric personal mobility devices are attached to the inside of each door. The two-door Concept is envisioned with a Lithium ion battery pack, and small electric motor for predominantly urban use.

The EV-N concept's four-seat interior makes use of the compact dimensions of the battery electric drivetrain, to maximise space and utility, without increasing the vehicles dimensions. The seats of the car have been produced in a mesh finish, which is both very light and easy to change, to make it easy to change the colour and style of the interior, quickly and easily. The interior has been designed in a deliberately minimal style, to reduce the weight of the vehicle, increasing range and performance.

3R-C
This revolutionary three wheeled battery electric vehicle concept shows what a future minimal urban transport vehicle for one person might look like. The battery electric drivetrain, is mounted low in the three wheeled chassis, therefore keeping the center of gravity low and thus improving stability.

The 3R-C has a clear canopy that covers the driver's seat while it is parked and not in use. When the three wheel vehicle is in motion, the canopy becomes an enveloping wind-shield that provides the pilot, who sits low in the chassis, with significant protection.

The high sides of the safety shell seat give greater safety to the occupant, reducing the threat from side impacts and improving weather protection. In front of the driver is a lockable boot area, which gives significant secure storage for luggage or other items. The 3R-C's designers created a flexible cover that surrounds the upper torso to reduce exposure to bad weather and improving comfort.

The Honda CR-Z sporty hybrid coupe
The European version of the Honda CR-Z makes its debut at the 2010 Geneva International Motor Show. The European version features a 2 2* cabin layout, bespoke LED accented headlights and is only available with a 6-speed manual gearbox. The CR-Z is a unique new car, combining the advantages of a clean, efficient petrol electric hybrid powertrain with a manual transmission and a stylish coupe body. This exciting new coupe will change current perceptions of hybrids, with its engaging chassis and responsive IMA hybrid system.

All-new, sporty, aerodynamic, 2 2* coupe formWide track, short wheelbase chassis for agile and responsive handlingUnique 3-Mode Drive System to tailor steering, throttle response and IMA assistance to the driver's needs1.5-liter i-VTEC engine coupled to the Honda IMA parallel hybrid system with CO2 emissions of 117 g/km** and 5.0 l/100km fuel economy in combined mode**World's first 6-speed manual transmission combined with a hybrid drive trainDriver focussed cockpit design with 3D instrumentsEuropean market cars to be equipped with flexible 2 2* seating arrangement

The CR-Z‘s exterior styling is formed around a "one-motion wedge" concept with a low bonnet line and wide stance giving the car a confident, athletic look. Signature Honda design features, such as the split level rear glass hatch and aerodynamic, shallow raked roofline have been referenced in the design of the sleek coupe and then combined with a curvaceous and deeply sculpted exterior form.

The overall power output of the engine and IMA system is 124 PS and a healthy 174 Nm of torque. The peak torque figure is identical to that of the 1.8-liter Civic and arrives at just 1500 rpm, a level where previously only turbocharged engines deliver their maximum. Even with torque levels directly comparable with a Civic, the CR-Z emits 35 g/km** less CO2 than its conventionally powered cousin. Other harmful exhaust emissions are also very low and the Nickel Metal Hydride battery pack can be recycled through Honda dealers, at the end of the vehicle's life.

For the first time, a fuel efficient, low emission parallel hybrid system is combined with an ultra precise 6-speed manual gearbox. The manual gearbox is a core part of the driver engagement Honda's engineers wanted to bring to the CR-Z model. The flexibility of Honda's unique IMA parallel hybrid system allows it to be used with a range of transmissions, not just CVT-based gearboxes.

The manual transmission is complemented by a 1.5-liter 4-cylinder engine, which is new to Europe and is a key component in the CR-Z's unique character. This powerful, yet efficient engine is based on the engine found in the Brazilian version of the Jazz. The eager to rev nature of the medium capacity engine, is enhanced by the additional 78 Nm of torque provided by the 14 PS electric motor, which is situated between the engine and transmission. The electric motor boosts torque at low and medium revs, which gives the CR-Z in-gear flexibility more usually associated with turbocharged engines.

To maximize driver choice and enhance the day to day driveability of the car, the CR-Z is fitted with a 3-Mode Drive System. This unique feature allows the driver to choose between three driving modes, which alter the responses of the throttle, steering, idle stop timing, climate control and the level of assistance provided by the IMA system. In developing this new facility, Honda allows the driver to adapt the car's settings to enjoy their favourite road, maximise economy, or strike a balance between the two.

Sport buttons have become commonplace, usually offering a sharper throttle response, but Honda's 3-Mode Drive System is different. The new system alters the behaviour of the hybrid drivetrain and the power steering assistance as well as the throttle mapping between the three modes.

When the CR-Z driver is away from the town or city and wanting to enjoy the open road, they can put the car into SPORT mode. This sharpens the throttle response, changes the behaviour of the IMA hybrid system to provide more electric motor assistance and increases the weight of the electric power steering.

Honda recognizes that even the most enthusiastic driver may regularly experience heavy traffic, where maximizing fuel economy is more desirable than the perfect line through a corner. In these situations ECON mode can be selected, which prioritises fuel economy in the operation of the drive-by-wire throttle, ECU, air conditioning and the hybrid system. For those times when spirited driving is not possible or desirable, the Eco Assist function, in conjunction with the ECON mode, allows the driver to enjoy beating their best economy score on the way to work, or in heavy traffic.

At all other times the car can be run in NORMAL mode, which provides a balance between performance, economy and emissions and suits most driving situations.

The ambient lighting of the speedometer is used in the same way as in the Insight to guide the driver in driving more economically and ecologically. In addition to the Eco Assist function, the CR-Z's meter lighting is linked to the 3-mode drive system. In NORMAL mode the speedometer is illuminated blue, in ECON mode it is also blue (glowing green when driven economically) and it has a green eco flower lit alongside and when the speedometer is illuminated in a red ambient light, this indicates the CR-Z is in SPORT mode.

Careful consideration was given to exhaust design to ensure that as well as being efficient, the CR-Z is a car that encourages the enthusiastic driver and sounds quite unlike any previous compact hybrid. Other components including engine mounts and sound deadening were tuned to ensure that the sporting elements of the exhaust were heard by the driver, but less desirable noises often associated with sports exhausts were attenuated.

The exterior design of CR-Z deliberately evokes the iconic style of the 1980s CR-X, which was originally developed to provide a small, stylish car that could achieve spectacular economy. Signature features of the CR-X, like the split level rear glass hatch and low shallow raked roofline have been referenced in the design of the sleek coupe and then combined with a curvaceous and deeply sculpted exterior form.

The shallow raked roofline and sharply truncated tail of the CR-Z is a key Honda design feature shared with many models past and present. All of these cars have been designed to cut through the air with minimal disturbance, reducing drag to lower fuel consumption and emissions. The CR-Z's blue tinted headlights are accented with LED daytime running lights, positioned in the lower section of the front lights. This is the first time LED daytime running lights have been applied to the front of any production Honda car and help to emphasize the wide sporting stance of the new hybrid coupe.

The interior of the production car has been developed from the 2007 Tokyo Motor Show CR-Z Concept, with its 3D displays and driver focussed cabin. The high-technology instrument binnacle places all of the commonly used controls close to the driver's hands, allowing full concentration on driving at all times.

The dashboard of the new coupe has a complex two-level construction, with a dark upper portion appearing to float above a light grey lower dash section, which continues into the center of the inner door panels.

Equipment levels on the CR-Z are generous with all grades benefitting from six airbags, active headrests, Vehicle Stability Assist and Hill Start Assist. All CR-Zs will also come fitted with Climate Control, 6-speaker CD player, USB iPod® link and an engine start button. Middle and top grades benefit from leather seats, steering wheel audio controls and alloy pedals. Top grades gain Bluetooth® Hands Free Telephone controls, Cruise Control, Panoramic Glass Roof, HID lights and 240W high power audio system - including a boot mounted sub-woofer.

The stylish interior has a 2 2* layout, opening up the possibility of carrying smaller adults for short distances or children on longer journeys. The one-touch motion folding rear seats open up a flat floored cargo area, that gives a surprising 400 liters of cargo space, comparable to a C-segment hatchback. The flexible luggage area also has an under-boot area of 19 liters to stow additional cargo, or store items out of sight.

The chassis was an important factor in the development of the new car, with driver enjoyment being a core part of the design brief. The platform shares some components with the Jazz and Insight models, but the wheelbase, track width and set-up are all unique to the new hybrid. Overall the CR-Z has a 115 mm shorter wheelbase and is 295 mm shorter in overall length than the Insight, enhancing agility and reducing kerb weight by 44 kg compared to its 5-door, five-seat, family car cousin.

The CR-Z suspension features unique, spring and damper settings and the tolerances are also unique. One of the major detail changes is the adoption of a forged aluminium lower arm in the MacPherson strut front suspension to replace the Insight's pressed steel items. This reduces weight of each wishbone by 4 kg and also increases strength to cope with the wider track width and tyres.

2 2 configuration is only available in the EU and Japan. All figures preliminary and are subject to homologation

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2012 Volkswagen Beetle: Lady Bug Pitches The Flower Vase, Goes Butch

Earlier this week, Volkswagen officially revealed the all-new 2012 VW Beetle. After months of teases, the slightly more relaxed silhouette and softened 'Beetle dome' wasn't so much of a surprise. Yet the exterior details, which come across as less soft and carefree, more sporty and aggressive, hint that this is no love bug.

And then there's the interior. The original New Beetle came with an interior that looked nothing—absolutely nothing—like that of the Golf, Jetta, or GTI with which it shared some underpinnings. However, the new version of the Beetle trades off the distinctive for a sporty but somewhat ordinary looking instrument panel.

Out with the flower vase, in with the Fender sound system

Processing the design decisions, it's hard to ignore that Volkswagen is clearly trying to make the new (note the lower case) Beetle more butch. The outgoing New Beetle has, for years, landed near the top among vehicles purchased by (and driven by) women, and the flower vase might have had something to do with it.

That flower vase is now gone, replaced by an available modern navigation system, a large glass roof, and a sound system co-developed with the guitar-and-amp maker Fender. If VW has its way, it's a lady bug no more.

But is it losing its charm in the process? Earlier this week, in a live chat, we started to tackle such questions, and it's worth thinking about the mark that the New Beetle has made on car culture. It's essentially the car that kicked off (at least for the U.S.) the whole retro-styling revolution, with a host of 'deliberately retro' or 'retro-fashionable' models like the Chrysler PT Cruiser, Chevrolet HHR, and the Mini Cooper following suit.

Of those, the one that had the most ordinary interior—the Chevrolet HHR—has never clicked as a must-have vehicle and has been relegated to fleets, largely.

Women felt like flower girls; men felt like Pee Wee?

The New Beetle rolled out for 1998, which proved perfect timing to both capitalize on aging, empty-nester Boomers who felt nostalgic for a time of patchouli and flower power—but what made it such a lasting, phenomenal sales success is that it also appealed strongly to the daughters (and sons) of that generation.

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New York International Auto Show Wrap-up: The Year of Living Practically

Did this year’s Shanghai motor show kill this year’s New York International Auto Show? Some pundits suggest that it has, though this week’s evidence indicates quite the opposite. The New York show’s press days seemed as crowded as ever, and we got more than new trim levels and mid-cycle updates. If anything, the Shanghai show brought New York some dual introductions, though the Shanghai reveals were a day or two ahead of the New York reveals.

Earlier this year, Volkswagen public relations told me it wasn’t planning to introduce the 2012 Beetle at New York. The prospect of the triple introduction, in Shanghai, Manhattan and Berlin, fit VW’s aspirations to find a bigger market for the car, while serving its primary market, the United States.

Mercedes-Benz introduced its A-Class concept in Shanghai and in New York. Shanghai did get the more complete of two show-car “properties,” the one with the full interior. But the showing here was the big hint, and Mercedes let it be known it will bring some sort of small, front-wheel-drive entry-level premium car to the U.S. in a year or so, and try to capture the luxury-aspiring youth market.

GM unveiled its 2013 Chevrolet Malibu some nine months before it will go on sale, as Wall Street analysts questioned the company recent lack of new product, typical of investors’ short attention span. The Shanghai/New York intro drove home GM’s plan to make the Chevy midsizer a global car, which raises questions of whether the corporation’s European operations, Opel and Vauxhall, are on the bubble. Opel had better start contributing to profits, or the Chevy nameplate could take over.

Being the media center that New York is, the show was full of celebrity appearances, both at the show and at the parties. I didn’t see them all, but the celebrity sightings included Stephen Colbert at the Audi presser, Megan Fox at Jaguar’s party, Gene Simmons and Kiss at Mini’s press conference and the Black Eyed Peas at VW’s Monday night preview.

More importantly, the New York show brought us normalization of the 40-mpg small car. They’re not just Chevy Cruze Eco stick shifts anymore, but also Honda Civic HFs, Hyundai Accents, Kia Rios and Mazda3s, and almost, the new Subaru Impreza. That last car falls short of the 40-mpg ideal, though at 36-mpg highway, it can claim to be the most fuel efficient all-wheel-drive vehicle sold in America.

The Chevy Malibu Eco falls 2 mpg short of the ideal American family car, which would be a midsizer that gets 40 mpg. Chevy notes that its 38-highway mpg tops that of the Toyota Camry, Nissan Altima and Ford Fusion hybrids – though not the Hyundai Sonata hybrid. Like most hybrids, the Camry, Altima and Fusion make their fuel efficiency gains in city stop-and-go traffic, though. So will fuel efficiency-conscious families try to estimate whether they’re better off with city high-mileage or highway high-mileage in choosing their next midsize cars? Even if gas hits $4.50 or $5 per gallon, they’ll overwhelmingly choose the conventional, gas engines and be happy they’re not driving Tahoes and V-8 Explorers anymore.

That’s the kind of auto show season we’ve had. It began with an upbeat Detroit show that was short on concepts, rolled through a pretty quiet Chicago and a typically busy, glitzy Geneva. The “green” cars we’ve been promised the last few years are arriving, though the most important ones are the high sales volume compact and midsize sedans that don’t give up performance for four-cylinder fuel efficiency. They’re not drivers’ cars, though they are texter/phone callers’ cars. The only question now is whether middle America can still afford to buy them.

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Kimi to NASCAR and Tesla Sues Top Gear: Is It April 1 Already?

Has April Fools come early? Top Gear says Kimi Raikkonen is planning to race in NASCAR’s Sprint Cup. Meanwhile, Tesla Motors is suing BBC’s Top Gear for libel over a two-year-old television review of its electric Roadster sports car.

If you need catching up, Raikkonen won the 2007 World Driver’s Championship in a Ferrari and switched to the World Rally Championship last year, driving a Citroen. Kimi was most entertaining when he got a podium and sat in on the post-race interviews, where he answered everything with one long run-on, mumbled sentence. He came off sounding like he had sampled a bit of his sponsor’s product, Johnny Walker.

If Kimi starts winning Sprint Cup races in his Jim Beam/Nokian Hakkapeliitta/Valvoline Volvo S60, I might have to start watching the WWF of motorsports.

It would be easier to dismiss Tesla vs. Top Gear, except that when it comes to libel suits, British law is tougher than American law on media. If you need catching up on this one, you can find the full 10-and-a-half-minute Top Gear video clip on YouTube. That’s Tesla’s problem with it. Public relations chief Ricardo Reyes writes at teslavstopgear.com that “If the episode had been broadcast in 2008, and not rebroadcast repeatedly to hundreds of millions of new viewers all over the globe, Tesla would not have sued.”

There’s the slightly early April Fool’s joke; that the fledgling electric automaker wasn’t hurt the first time Jeremy Clarkson & Co. slammed its chief product. Now it is. And we’re going to tell you about it, so you can find it on YouTube and watch it again.

Reyes writes, “Tesla Roadsters in over 30 countries have driven more than 10 million real-world miles. That’s 500,000 gallons of fuel that didn’t burn and over 5.3 million pounds of averted carbon dioxide emissions.”

I’ll give them the 500,000 gallons of fuel, assuming “10 million real-world miles” is anywhere near accurate, but 5.3 million pounds of averted carbon dioxide? Did Tesla subtract upstream emissions, and if so, how did it do the count? As the proud owners of a long-term Chevrolet Volt, Motor Trend would like to know.

Ten million real world miles comes to 3,300+ miles per Tesla Roadster, assuming all 1,500+ have been on the road since 2008, which they have not. Okay, I guess that’s possible, if the owners don’t drive these sports cars the way Clarkson and The Stig tested them.

Tesla alleges Top Gear “misrepresented” that the Roadster ran out of charge and that four men had to push it into the Top Gear hangar, that its true range is 55 miles rather than the advertised 211 miles, that one of the test Roadster’s motor overheated and was immobilized, that the second Roadster’s brakes broke and that neither car was available for test-driving because of these problems.

I guess that means Top Gear wasn’t able to drive either Tesla Roadster on the road, because both broke before they got them off the test track. If you haven’t watched the video by now, be aware that these problems occurred after full track testing. Clarkson in the Tesla handily beat a conventional Lotus Elise in a drag race, and The Stig got some good lap times in it, despite the weight of the batteries and low rolling-resistance tires affecting its handling qualities.

Tesla alleges Top Gear staged the breakdowns, and its suit simply calls for the BBC to stop airing the rerun, “but they’ve repeatedly ignored Tesla’s requests.” It’s kind of like The Detroit News’ recent loss of car reviewer Scott Burgess, when its editors cut his most damning criticisms of the Chrysler 200. Not because of pressure from local employer Chrysler LLC, which had nothing to do with the editing, but because a local dealer pressured the newspaper. (Newspaper management has apologized, and Burgess has returned.)

A real, grown-up automaker wouldn’t try to control the news and criticism like that. (Yes, I know other “grown up” car companies sometimes try, but Chrysler’s not one of them.) A potential Tesla customer, especially one rabidly interested in electric cars, wouldn’t confuse published range with real-world driving range, which Top Gear would admit was severely limited because of the strenuous track testing at high speeds.

The difference, Clarkson noted on TV, is in the refueling. Run a Bugatti Veyron or a Lotus Elise dry on the track? Fill it up in a few minutes. Run a Tesla Roadster dry, and you’re waiting hours – Clarkson said it was 16 – before you can drive it again.

The good news is that Tesla vs. Top Gear, by definition, will be far more entertaining than any April 1 prank, maybe even more entertaining than Kimi in the Sprint Cup winner’s circle. How does Tesla know Top Gear staged the Roadster’s drivability problems? I don’t know. That’s going to be very hard to prove, I hope, at least two years after the show’s production. I do know the suit will lose its entertainment value if it’s allowed to go too far, and puts a chilling effect on Top Gear’s ability to review and criticize new cars.

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Why We Tested a Preproduction Ford Explorer

The internet has caught fire! In case you missed it, today’s basic gripe goes a little something like this. Us hacks at Motor Trend did a six-way SUV comparison test and put the brand spankin’ new Ford Explorer dead last. And – are you sitting down – we (gasp!) tested a… I can hardly type, my hands refuse to cease trembling… we tested a PREPRODUCTION VEHICLE!!! Please retroactively cancel my subscription for the last decade. Jerks. That’s fair, but here’s the thing. We didn’t know the Explorer was preproduction until after we handed it back to Ford in pieces.

A couple of points if I may. It’s not like we pulled a fast one on Ford. We ordered up a car for this comparison on December 20, 2010, seven weeks before before we took delivery of the vehicle on February 14, 2011. One would assume that’s more than enough time to get us a production vehicle. Why, the Dodge Durango launch was a few weeks after the Explorer’s, yet somehow Dodge managed to get us an actual production truck for our test.

Which brings up another point – how long has Ford been launching new cars? Put another way, how long have the new products Ford launches been instantly thrown into comparison tests against competitive products? Again, maybe you prefer our buff book competitors, but it’s not exactly like Motor Trend just crawled out from under a rock. Not only that, Ford knows full well what we do with not only their cars and trucks, but with all the cars, trucks, vans and SUVs that we test. We beat the snot out of them, for a week straight. Especially when we do comparison tests. Which is exactly what our road test editor told Ford we’d be doing with the Explorer almost two full months before they delivered it.

Back to the original point, when we took delivery of the Explorer, Ford never said one word about it being a preproduction vehicle. Now, on occasion a manufacturer does hand you over a preproduction product. When they do, two things tend to happen. The first is that they tell you about it. A phone call or an email materializes from a PR person explaining that the car is preproduction, it’s about 90% complete, don’t worry about part X, it’s being addressed, etc. We didn’t get that message until after Ford had the Explorer back in their possession. The other thing that happens with preproduction cars is that they get a warning tag on the passenger sun visor that states, “Preproduction Vehicle.” Not on the Explorer we tested.

I wrote the comparison and I’m the one making the excuses. I’m doing so because I feel a little hung out to dry. None of us here at Motor Trend had any notion that the Explorer was preproduction until after I’d turned in my story and the car was back in Ford’s hands. Once we were alerted to this, our entire editorial team went back and forth trying to figure out if we should even mention all the product defects we encountered. We felt we should, because not only were there so many of them, but because one in particular — MyFord Touch rebooting while the vehicle’s in motion — is affecting other Fords.

But let me be clear about one final point. A properly sorted production 2011 Ford Explorer still would have finished in last place. It’s simply not as good as the competition.

Jonny Lieberman on March 31 2011 2:00 PM

Tags : 2011 Ford, 2011 Ford Explorer, 2011 Ford Explorer 2011 Limited 4WD 4-Dr Sport Utility V6, Ford, Ford Explorer, Ford Explorer 2011 Limited 4WD 4-Dr Sport Utility V6, SUV, SUVs

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2012 Kia Soul Preview: 2011 New York Auto Show

Better fuel economy, more power and an amped-up look come to the 2012 Kia Soul, which takes a bow on a stage at the 2011 New York Auto Show today.

For the new model year, Kia's added its version of the new Hyundai/Kia corporate 1.6-liter four-cylinder to the Soul train. It's worth 135 horsepower and 121 pound-feet of torque, a boost of 11 percent according to the automaker. A six-speed manual transmission teams up with the new four to turn in EPA-estimated fuel economy of 28/34 mpg, an increase of 3 mpg, Kia says.

There's also a new 2.0-liter four-cylinder with 160 hp and 143 lb-ft of torque, available on the top three Soul models. With either a six-speed manual or automatic, this Soul gets EPA-estimated ratings of 27/33 mpg.

Spotters will look to some tweaks on the grille to tell 2012 models apart from the 2011 Kia Soul. LED running lights and projector headlamps flow into a reshaped hood, and the rear end's capped with LED taillights.

The cabin earns some more sound deadening, all the better to enjoy a new Infinity sound system--which can be driven through Kia's UVO interface, which uses your voice commands to direct cell-phone dialing and audio fiddling. (In case you've forgotten how it works, our YouTube video's embedded below.)

A new trim package adds leather seats, front-seat heating, a navigation system (which can't be ordered when UVO is specified), and pushbutton start.
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Veritas RS III Roadster Hybrid

Veritas RS III Roadster Hybrid - It seems that since the Chevy Volt and Nissan Versa have hit the showroom floors the floodgates have opened for electric vehicles.

Everyone from Ford to Bentley has announced some sort of plug-in or pure hybrid on the horizon, while newcomers like Fisker and Tesla are hoping to seize upon the new market.

The recently announced Veritas RS III Roadster Hybrid is the latest of these vehicles, making the lofty claim that it will be the fastest plug-in hybrid on the market.

Who is Veritas?

The original Veritas was a company that tuned BMWs and briefly fielded a Formula 1 team in the early 1950s. A few years ago some automotive enthusiasts got together to form Vermot AG. This company planned to revived the brand with an over-the-top supercar to be hand-built in a factory near the legendary Nurburgring racetrack.

Unlike similar ventures, Vermot has actually survived long enough to build this car.

The Veritas RS III could be considered a modern-day rendition of the original company's Meteor F1 car. It may have the 5.0l V10 out of a BMW M5, but the engine is wrapped in a carbon composite body that is barely three feet tall. The cabin is a monoposto layout: There's only a single seat with a small windscreen and a roll bar. Combined with its pointed front end, the RS III looks like something that would battle Speed Racer. However, this brings the car's weight down to just 2,300 lbs, nearly a ton lighter than the M5.

Cost of this bespoke car was 410,550 Euros, or a bit over $580,000 U.S. at current currency rates.

Now the company is ready to produce a new model, the Veritas RS III Roadster Hybrid. This adds an electric motor and batteries the RS III, allowing the supercar to drive on electricity alone up to 31 miles on a single charge. The system adds 500lbs, but when the 507 horsepower V10 is paired with the 105 kW (93 hp) electric motor it can go from 0 to 100 kph (0-62 mph) in just 3.1 seconds. That’s slightly faster than the original RS III. Top speed drops from 215 mph to 205. The electric motor drives the front wheels, making the car all wheel drive at speed.

Power is regenerated from braking using a KERS. Remember that acronym: Kinetic Energy Regeneration Systems are now legal in Formula 1 again after a brief ban last season and will start popping up in supercars across the board, giving them a legitimate performance reason to go green.

The RS III Roadster Hybrid will start production soon with an RS III coupe beginning production this summer and an all-electric model arriving in 2013. Like the previous car, these vehicles will have very low production numbers.

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Verdict: 2010 Mazdaspeed3

From the June, 2011 issue of Motor Trend / Photography by Motor Trend Staff Your opinion of the Mazdaspeed3 depends on the cars you coveted in high school. Were they the European thoroughbreds, the ones with equal amounts of heritage and performance? Were they Detroit's finest, with rear tires as wide as their torque plateau? Or were they economy cars, the ones with 15-inch wheels shod in R-compound rubber for weekend autocross duties, the ones that constantly needed a bit of fiddling with a laptop plugged into an OBD-II port, the ones that had a stack of Sport Compact Car issues integrated as a load-bearing part of their frame? As it became most apparent during the 21,293 miles we logged on our Celestial Blue Mica example over the past 12 months -- a large number of which were spent with the front tires pulling slightly to the right -- the Mazdaspeed3 is unabashedly for fans of the last. Along with the torque steer, a topic discussed ad nauseam in these pages, staffers of various childhood car-tinkering backgrounds debated the merits of the shifter's balkiness, the clutch's on-off personality, the exhaust drone, and the onset of turbo boost that felt like being rear-ended by an out-of-control school bus.

To the grown-up tuners, these character traits evoked memories of the glory of high school, minus the essentially nonexistent reliability. That brace-for-launch acceleration followed by comical torque steer? It's like your buddy's second turbo project car -- you know, the one following the project you're not supposed to talk about anymore. The shifter and stiff clutch? Like your first custom short shifter and Stage 3 racing clutch. The exhaust drone? Inspired by every modified car, ever. It's like the good times, when all your car's various settings were dialed in perfectly and, for those brief 5 minutes, your car worked. You won your class at the weekend autocross. You finished a session of hot laps during the local track day without overheating. The 'speed3 gets nostalgia right. It reminds you only of these enjoyable memories, like when your favorite back road was deserted, and, while bombing down it, your car didn't explode into fiery bits like your buddy's first project. Oops, forgot we weren't talking about that.

Motor Trend Rating:  

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We All Knew David E. Davis, Jr.

David E. Davis, Jr., was editorial advisor to Motor Trend for a brief moment about eight years ago. David E., as he is known far and wide, once treated Jack Keebler and me to dinner at an Italian restaurant in Ann Arbor, Michigan, and he once complimented me on one of my feature articles. Or, I should say, he concurred with an editor who complimented me on the article.

He left Automobile, very reluctantly, for Winding Road, and spent the last couple of years writing columns for Eddie Alterman at Car and Driver. He and I had a pleasant quasi-business lunch somewhere along the way, and I occasionally bumped into him at various car shows and product presentations and auto biz social events.

Most of the obituaries on David E. Davis, Jr., quote Time magazine as calling him “the dean of automotive journalism.” I think of him, along with Denise McCluggage and the late Leon Mandel, with whom I worked at AutoWeek, and Karl Ludvigson, as the founding parents of modern, post-war car magazines.

David E. died Sunday, March 27, in Ann Arbor, following complications from bladder cancer surgery. He was 80.

He was much better known for raising the quality of Car and Driver and designing and founding Automobile. But the first monthly major car magazine I bought as soon-to-be 12-year-old was the September 1970 issue of Motor Trend, the one promising scoops on all the 1971 models. The January 1972 issue would have hit my parents’ mailbox in December ’71, with two photos of an odd little orange car on the cover, “Honda’s Car Revolution,” the ’72 “Z”. Below those words, “Paris Auto Show,” “What if the Feds break up GM?”, “Racing Season’s Finale: American 500, Riverside Can-Am” and … “Classic: David E. Davis, Jr. on the ’40 Packard Woodie.”

I probably read the Pinto vs. Vega vs. Gremlin comparo first, but ignored the “Giant Snowmobile Buyer’s Guide.” Motor Trend’s “In Retrospect” Packard feature began with the center spread, so 13-year-olds could hang the ash and birch-on-cream colored One-Sixty Super Eight wagon on bedroom walls. “Charlie’s Angels” was, after all, another four years off.

David E. was impressed with the Packard’s quality, with its quiet comfort. “It doesn’t rattle and bang like most contemporary wagons. Oh, it creaks a little, but what yacht doesn’t?” The huge wagon, which weighs 3,855 pounds, “just doesn’t make any noise. Without arrogance, without accusation, the old Packard One-Sixty Super Eight Station Wagon makes it pretty clear that there hasn’t been much automotive progress, really, since 1940.”

I don’t remember whether I read the interview of Davis in Motor Trend 11 months earlier. He was creative director of Chevrolet’s ad agency, Campbell-Ewald, and I do remember reading all about the Car of the Year, the Vega, in that same issue, with hope that the Chevy subcompact would change the type and size of cars we would drive, for the better. Ah, well.

David E. rejoined Car and Driver the same year “Charlie’s Angels” made its television debut.  I had my driver’s license by then, but I had much less optimism about the future of the automobile. American cars had generally gotten bigger and uglier, with huge, ill-fitting bumpers, before they got smaller. Quality was abysmal, V-8s made less than 200 horsepower and gas was getting more expensive.

Motor Trend, Road & Track, and Car and Driver got better and thicker and, in every way, more colorful, as the American and European auto industry declined, the result of government fiddling, insurance company hubris, auto company mismanagement and shifting consumer tastes.

It was period of cultural decline, of malaise. Most popular music was bad, clothing and hairstyles were hideous, politics were more Machiavellian than ever and cars were just plain mediocre. Only Hollywood movies and car magazines were on the upswing.

David E. was at the forefront of the latter’s effort. He made car magazines more readable, more entertaining and more important than ever in the 1970s. He struck at the cultural elite’s disapproval of the automobile while continuing to take in as much good food, wine, sport and culture that 80 years would allow.

David E. was a raconteur, an impresario, a bon vivant in a tweed, three-piece suit who in the ‘00s, appeared in The New York Times’ “On the Street” fashion roundup.

If I did read that February 1971 MT interview, I would have read clues that David E. would go on to launch a fourth major car magazine, one very much in his image.

“The (car) magazines I think sort of got themselves hoisted on their own petard, with a feeling that in order to be a car magazine you had to devote an awful lot of time to performance per se. And I just don’t think that’s true. The public involvement with automobiles is a heck of a lot deeper than anything as superficial as just a quarter-mile acceleration or road racing or anything else. If I was doing a car magazine again, there would be a heck of a lot less emphasis on racing and a lot more on product.”

He left C/D in 1985, and with Rupert Murdoch’s financial backing, launched Automobile in 1986. It was about the experiences we have with cars; about the freedom they provide. He decreed that none of the cars in his magazine would be boring. While often considered an insult, the shorthand David E.’s competitors used to describe Automobile was apt: “What wine goes best with that car?”

It’s the kind of question we’ve all tried to answer since David E. changed the business. It’s not just about the nuts and bolts. It’s not just engine and transmission with sheetmetal wrapped around seats, after all. It’s about the way a car (or truck) makes us feel, when we first lay eyes on it, and when we drive it. No numbers or hard facts will get a Camaro guy into a Mustang, or a Corvette guy into a Porsche 911, or vice versa.

I worked for a couple of dailies, a business weekly, a Washington newsletter, while most of this was going on. By the time I got to write about cars, Automobile was 10 years old, and the type of assignments I got didn’t often put me in David E.’s orbit. I got to work for him, however briefly, because Motor Trend, which I joined in August ’00, was sold to the same company that owned Automobile.

Though David E. grew up in Royal Oak, just north of Detroit, he first developed his interest in sports cars about the same age I reached my automotive malaise. In high school, he was interested, he wrote in a 1978 C/D column (collected in his book, “Thus Spake David E.”) in a zaftig female classmate and the Chrysler Town & Country convertibles advertised in his favorite magazines, The New Yorker and Esquire.

“About the time the agony of high school ended for me, I saw my first Jaguar XK120. It was small and black and looked like it could do laps inside your average 1949 Chrysler. I abandoned my search for Town and Country country, and never looked back.”

Thank you, David E., for making this a writers’ art, for introducing enthusiasts and casual readers to writers who like cars, but don’t know much about them, like Jean Shepherd, Gordon Baxter, David Halberstam, P.J. O’Rourke and Bruce McCall. Pardon the plagiarism, but without arrogance, without accusation, your life’s work makes it pretty clear that there hasn’t been much automotive magazine progress, really since 1972.

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New Car Sales: Higher Gas Prices Didn’t Matter…Until Now

Mainstream news outlets were quick to credit the popularity of compacts in last week’s March sales reports to rising gas prices. I’m not so sure about that. Except in California and a couple of other states, gas prices didn’t begin to approach $4 per gallon until after the April 1 numbers were released.

Yes, Chevy made a lot of noise about selling 18,018 Cruzes last month, and more than 50,000 for the first quarter, most of them to retail customers. Note also that Ford sold 12,482 Explorers in March, of which 10,000 were the new model and none with the EcoBoost turbo four. The Explorer is only available with the 3.5-liter V-6 at launch.

What’s happening? It’s a combination of good old American planned obsolescence – the same attitude that has millions of Apple iPad 1 owners ready to toss them away for iPad 2s – and advertising.

The 2008-10 recession and the disappearance of the good old days of 16-million+ annual sales has weeded out all but the most serious new car buyers. This consumer is either a serial new car buyer, perhaps bouncing from three-year lease to three-year lease, or he/she just can’t stand to drive your five-year-old+ clunker anymore. Perhaps these buyers simply must have Sync or keyless go, but they’re probably not enthusiasts, otherwise they wouldn’t be buying Cruzes and Explorers. Any fuel efficiency improvement can be impressive.

They pay attention to advertising. As 2953 Analytics’ Jim Hall likes to point out, there’s so much competition for new car buyers that automakers need to step up advertising in order to stand out. How would you explain Nissan’s success last month with its aged Altima, which had a significant TV ad campaign last month (it must have, for me to notice) and beat the equally aged Toyota Camry and its diminishing reputation?

Ford marketing chief Jim Farley explained at the Chicago auto show that he launched the 2011 Explorer on social websites, six month ahead of time, because he thought it wouldn’t kill off sales of the old, body-on-frame Explorer. What he didn’t say is the old Explorer was dead, already, anyway; just 60k last year, down from nearly half a million in its heyday. It won’t take a major hit to beat the ’10 Explorer.

Even with $4 gas, economy is relative. Suburban families can get more or less the same space and utility as in the old, 13/19 mpg Explorer (4WD, V-6), but with fresh new styling and more toys inside, and 17/23 mpg (AWD, V-6).

The new Explorer buyers are mostly upper-middle income suburban families. As I postulated with my April 1 monthly sales blog, I think stagnant incomes had as much to do with the success of cars like the Chevy Cruze as fuel prices. If your income hasn’t significantly risen, you won’t be ready for midsize cars that cost more than $20,000, so a near-midsize car with a $19,000 average transaction price seems a pretty good deal.

If gas prices keep rising, the May 1 report will be much different. A few more post-mortem observations from last month’s numbers:

Bring out your dead.

Counterpoint to the success of the Explorer is the failure of the Flex. Ford sold just 2,468 in March, and year-to-date sales totals 6,823, off 21.8 percent from the first quarter of ’10. Most months, Chevy Traverse outsold Ford Flex by more than 2:1. Last month, Ford turned the tables with the new Explorer, beating the Traverse by roughly 2,000 units (counting only the ’11 model Fords). I wouldn’t be surprised to see the Flex fade away by the end of the year.

About that Explorer …

Yes, Ford sold more than 10,000 of the new model, the one we placed last in our family crossover comparison. Probably none of those buyers saw our report before heading to dealerships, though that’s not to say sales will drop off this month. After all, we really like the new Mustang, and it’s still struggling to catch Camaro sales.

Fusion is a powerhouse.

I’ve repeated many times how Alan Mulally mistook the Five Hundred as the Taurus replacement. Last month, with 27,566 sold, the Fusion proved itself a midsize sedan capable of taking on the Toyota Camry, Honda Accord and Nissan Altima. Three months into ’11, Toyota has sold 76,821 Camrys, Honda 71,544 Accords (including 5,349 Crosstours), Nissan 69,551 Altimas, and Ford 65,023 Fusions. By now, Mulally must be convinced that the Taurus never will be the sales powerhouse it was, with 5,954 sold in March, off 15 percent. The new, similar-sized Dodge Charger posted 8,986 sales, up 44 percent.

Whither Lincoln?

I didn’t get into Lincoln sales in my April 1 blog. Last month, they were down 2.2 percent, to 8,501. But Lincoln dealers had no Mercurys, which posted 10,486 units in March ’10, and 0 last month. Lincoln sold 1,060 MKSes, off 26.5 percent. Compare that with the Cadillac CTS, which was up 36 percent to 3,904.

Toyota will rise again, but…

A new Camry is due to launch late this year as a 2012 model. Sales will rise, though I think Toyota’s recent quality and public relations gaffes will have an effect, that the new car won’t be an automatic buy for brand loyalists. In the old days, Toyota could manage to keep volume on an outgoing model high, then ramp down production just in time for the new model arrive, thus avoiding heavy discounting. The Japanese parts shortage is a separate issue, but it looks like this giant is showing some weakness in handling the market and its model transitions.

And Honda?

Civic had a strong month as Honda prepares to replace it. Whether c-cars reach c/d-segment sales or not, this is the most compelling segment of the year. The new Hyundai Elantra, Ford Focus and Chevy Cruze will be chipping away Civic’s sales, and I’ll keep a close eye on their numbers. The ’12 Focus’ numbers ought to ramp up to normal levels by late summer. Meanwhile, a steady 30k or so will continue to automatically buy Toyota Corollas.

Let’s not forget compact crossovers.

The old Ford Escape easily beat the newish Chevy Equinox. Ford sold a whopping 23,975, up 25 percent, while Chevy sold 14,949 Equinoxes, up 16.7 percent. Ford did a lot of advertising, and it’s closer if you add in GMC Terrain sales, which were up 29 percent, to 6,301. This standard size for European crossovers is becoming more important in the U.S., and the Ford beat the Honda CR-V’s 21,998, up 42.7 percent. Toyota sold 16,082 RAV4s, off 39.9 percent.

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MINI launches Product Design Competition

In keeping with the brand’s “Creative Use of Space” philosophy, MINI is holding an international design competition to celebrate the launch of the MINI Countryman in suitable style. The competition invites creative people around the world to design potential tools for the unique MINI Centre Rail in the new MINI model.

The Centre Rail runs in a straight line between the seats of the Countryman, linking the front and rear of the interior, and offers a multifunctional platform on which to fix various travel items. Indeed, MINI has already come up with a range of clever attachments, such as sunglasses cases, cupholders, iPod docking stations and plenty more. The rail also offers handy stowage space in which to hide away charger leads for electronic devices like mobile phones and MP3 players. When it comes to using this new feature, creativity need know no bounds.

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2011 New York: Why VW’s New Beetle Must Challenge Ford’s Mustang

2012 VW Beetle

The 2012 VW Beetle was announced Monday morning as part of a dramatic three city debut in New York, Berlin and Shanghai.  After the drapes dropped and speeches were spoken, I had the opportunity to chat with Kevin Joostema, VW of America’s General Manager of Product Marketing & Strategy.

Joosteema heads the team charged with selling this new Beetle in its most important market in the world.  Make no mistake, though the global tri-city reveal highlighted the importance of China and Europe, America is where it’s at when it comes to 21st century Love Bug.

According to VW, over 26 million Beetles, including the original and New Beetle launched in 1998, have been sold around the world. Over 6 million of those were purchased in the United States, the Beetle’s single largest market. This also put America – and Joostema’s team – in the driver’s seat when it came to the new model.

2011 MINI Goodwood Edition

But our market is filled with plenty of tough competitors.  Who does Joostema see as the Beetle’s chief competition? His answers may surprise you.

“Our chief competition will be with the Mini, in terms of how emotional it is, its life cycle, and breadth of line – the many options and models it offers. Not so much the Fiat 500 – that car is new, doesn’t have as much history (in America), and is at a lower price point,” he added.

“It may sound strange, but honestly, but we need to target Mustang V-6.  Not from a cross shop perspective, because we know they will not be cross shopped. But we have the same mindset for the buyers.  And what we want is what the Mustang has – the loyalty.  The range. The market of one,” he said.

2011 Ford Mustang V-6

“We need to play on those same emotions, and also take on the Japanese sporty coupes, like the [Scion] tC.  And we need see about the new Civic Si [which also makes its debut at the NYIAS]…” Joostema continued. “And we need to be participating in the same field in terms of customization.”

So will the Beetle have special models, similar Scion’s limited edition “Release Series”?

“Absolutely,” said Joosteema without missing a beat. “We call it ‘active lifecycle management’ and we’re looking at the Scion’s approach, but also Mini with the Mayfair and Camden edition.”

“Maybe we do a Surf Model or Baja Model,” Joostema mused.

The reason for all of the increased hype? VW is not content to let this Beetle flounder about without support. For all of its cute nostalgia, the 2012 Beetle is critical to VW of America’s oft cited mission of hitting annual sales of 800,000 by 2018.

2010 Scion xB Release Series 8.0

“The Beetle is a key component of the goal to hit 800,000 – oh absolutely,” said Joostema. “Put it this way; getting from 500,000 to 800,000 will be done by something else, but the Beetle is key to getting from where we are now to 500,000 because it can give us growth in other markets – access to a new, younger buyer who might then continue on with the brand…”

So what does this all mean? You won’t just be seeing Turbos and Cabriolets in the months and years to come, but a whole range of colorfully customized Beetles roaming the streets.  More tomorrow from the 2011 New York International Auto Show.

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How To Find The Right Car For The Teen Driver In Your Family

How to find the right car for the teen driver in your family so you know your teen is safe behind the wheel of a car.

(ARA)Your teen is beyond excited because he finally passed his driving test. You share his enthusiasm - until you suddenly realize your baby will soon take to the open road alone for the first time in his life. For a split second, concern fills your head, but you tell yourself everything will be all right.

The harsh reality is, per mile driven, teen drivers ages 16 to 19 are four times more likely than older drivers to crash, according to the Centers for Disease Control and Prevention. Why? Several factors are in play, but one of the main reasons for the increased risk is that teens are more likely than mature drivers to underestimate dangerous situations and not know how to react appropriately.

As a parent, you want to protect your child, even when you can't be there. When it comes time to find him the perfect first car, you probably want to look at options that are sensible, reliable and safe. Not surprising, your teen may prefer something that is sporty, fast and fun for driving around with friends. Finding a good compromise is important. Start by sitting down with your teen to discuss what types of vehicles you both like and what exactly attracts you to each model in particular. Once you understand each other's priorities, finding a car you both love should be simple.

When it comes to tips on buying a car for your teen, safety features are among the most important things to look for. Here are some important ones for both of you to research:

1. New car review

Whether you are buying a new model, or looking at used options, it's smart to look at reviews and see how the car rates, particularly in crashes. Consumer Reports and the National Highway Traffic Safety Administration are good places to start. Encourage your teenager to participate in the research process, especially if he has his heart set on a certain kind of vehicle. Have him gather information on the model he wants and present what he found to you. This also will help your teen to become more educated about vehicle safety in general.

2. Air bags

Car manufacturers began to make cars with airbags in the 1980s and early 1990s, but older cars may only feature airbags in front for the driver and passenger, or sometimes just the driver. Some older cars may not have an airbag at all. Having an airbag can decrease the risk of injury in a car accident. Research what types of airbags are in the car you are considering, including side impact airbags. For teens that are still learning to navigate tough road conditions, side airbags may really help to reduce injury for the driver and passengers in a major accident.

3. Stability control

Buying new cars with stability control may be a good idea. According to Edmunds.com, stability control systems use electronic sensors to monitor the driver's intended path and the actual direction the car is headed. If the system senses something is wrong, it can slow the engine power or activate braking. The system isn't perfect, but it may help a teen who finds himself in a driving situation he didn't expect. Have the seller or dealer explain how the system works so your teen understands how it will help in an accident scenario, but also what the system's limitations are.

4. New tires

Buying a car for your teen can be a difficult decision, but if you decide to purchase a used vehicle, you should inspect the tires. Good tires help grip the car to the road and will help your teen driver stay in control. Get the wheels aligned for increased safety and remind your teen to check for proper tire pressure regularly. It's also smart to discuss with your teen how different weather conditions can affect how your teen should drive. Good tires help prevent slipping and sliding in inclement weather, but they can only go so far. Make sure your teen understands to drive slower and monitor road conditions, particularly in rain, ice and snow conditions.

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Watchdog Team To Monitor Oil, Gas Markets For Fraud

Rapidly escalating oil and gas prices have drawn the attention of political leaders, including President Barack Obama and Attorney General Eric Holder. While the government can do little to affect prices, it can monitor the activities of traders and speculators to ensure that no laws are being broken.  Attorney General Holder was clear that there is no current evidence of fraud or illegal activity, and that the move was preemptory in nature only.

As quoted by CNN, Holder said, “Rapidly rising gasoline prices are pinching the pockets of consumers across the country. We will be vigilant in monitoring the oil and gas markets for any wrongdoing so that consumers can be confident they are not paying higher prices as a result of illegal activity.”

The task force will be composed of personnel from the Justice Department, the National Association of State Attorneys General, the Energy Department, the Treasury Department and multiple financial regulatory agencies.  Findings will be reported up through an existing Financial Fraud Task Force, which in turn reports directly to the attorney general.

Unless the group finds evidence of fraud or manipulation in the oil and gas markets, or other violations of state and federal laws, don’t expect the task force to have an impact on gasoline prices. As Holder was quick to point out, “It is also clear that there are lawful reasons for increases in gas prices, given supply and demand.”

(CNN)

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Regulators: Will Future SUVs Compromise Safety For Higher MPG?

It can be argued that through the way vehicles were forced to change in the 1970s and '80s, the federal government turned the American public on to SUVs. Now it's looking for ways to wean us off that addiction—so quickly that it might affect the improvements we've made in safety in recent years.

Automakers are currently reshuffling powertrains and pumping additional engineering resources into development to meet the federal government's 35-mpg fleet-average target by 2016—with the old distinction between passenger cars and trucks slated to dissolve. And one proposal being considered by the Obama administration would require a 62-mpg fleet average by 2025.

At the same time, everyone involved is concerned about how such a rapid change will affect safety. It's especially a concern when we've been making significant progress in reducing highway fatalities; this past year they were at their lowest level since 1949. And a safer fleet of vehicles has much to do with it.

The Insurance Institute for Highway Safety (IIHS), along with others analyzing injury and fatality figures (like the non-profit Informed for Life) have indicated that vehicle weight and size indeed play a role in survivability. As we pointed out in a recent piece highlighting what you should know about star safety ratings, the overall ratings don't compare across weight classes. And if you place your own safety above all else, the recommendation, from top safety experts, has been to choose a larger sedan or crossover that weighs around 4,000 pounds or just above that.

The chief concern is that, if newer vehicles were to be made considerably lighter while millions of much heavier vehicles remained on the road, it's possible that even loaded with newer safety features, occupant protection could suffer for those in the newer vehicles.

In 1999, federal data showed that SUV occupants in an SUV were three times as likely to die in a crash involving rollover than those in a passenger car. Overall, according to the National Highway Traffic Safety Administration (NHTSA), the fatality rate for SUVs was halved from then to 2009.

Although rollover is still a key concern for SUVs, electronic stability control and other safety features—along with the migration to car-based platforms, in many cases—have steered the numbers in a much safer direction. Considering only vehicles one to three years old, SUVs are now safer than passenger cars overall.

With vehicles like the 2011 Ford Explorer, with its soon-available 2.0-liter turbocharged four-cylinder engine, we've seen that automakers can manage a 30-percent or better improvement in the fuel economy of mainstream models without affecting performance, at only a somewhat higher cost. To do better in such a tight timeframe might require more advanced lightweight materials like carbon fiber or aluminum—which would drive up prices.

Either that, or somehow more of us will agree that small cars will do just fine. Right.

[Wall Street Journal]

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2011 Nissan Leaf Named 'World Car Of The Year'

This year’s World Car of the Year competition began with thirty-nine vehicles, picked by a team of journalists from around the world. The next stage cut the list of eligible vehicles down to ten, followed by the selection of three finalists at last month’s Geneva Motor Show. It came down to the 2011 Nissan Leaf against the 2011 Audi A8 and the 2011 BMW 5 Series; as good as the other cars may have been, only one car on the list counts as revolutionary, and the jurors awarded the title to the Nissan LEAF. In a prepared statement, the panel said, “The Leaf is the gateway to a brave new electric world from Nissan. This 5-seater, 5-door hatchback is the world's first, purpose-built, mass-produced electric car. The good news? It feels just like a normal car, only quieter."

Nissan wasn’t the only award winner at this year’s presentation. Ferrari’s 458 Italia was declared the 2011 World Performance Car, besting the Mercedes-Benz SLS AMG and the Porsche 911 Turbo. Aston Martin’s Rapide was declared the 2011 World Car Design Of The Year, beating out the Alfa Romeo Giulietta and the Ferrari 458 Italia. Finally, the Chevrolet Volt took top honors as the 2011 World Green Car, defeating the BMW 320d EfficientDynamics Edition and the Nissan Leaf.

The World Car Awards began in 2003 as a way to recognize the globalization of the automotive industry, and to recognize manufacturers who deliver excellence on an international scale. To be eligible for a World Car Award in any category, a vehicle must be sold on at least two continents  for a period ranging from January 1 of the previous year through May 30 of the current year. Previous World Car of the Year award winners include the Volkswagen Polo (2010), the Mazda 2 (2008) and the Lexus LS460 (2007).

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Car Carpet Repair - How To Repair The Carpet In A Car

Find some helpful car carpet repair tips. You can make the interior of your vehicle look new by learning how to clean car carpet or by making some spot repairs.

After time, the carpet in your car can start showing wear and tear, which can cause a decrease in the value of your car. Not only does dirt wear your carpet down, but it can become stained or burnt from cigarettes, making your carpet unsightly.

Replacing the entire carpet can be costly and isn't necessary most times as it can be repaired. Repairing your carpet can be done, which will add the value back to your car and make it more attractive.

Here are some easy to follow steps to repair the carpet in your car:

1. Vacuum the carpet thoroughly. This should be done whether you are repairing carpet from burns, tears or just cleaning stains from it.

2. For Cigarette Burns: Trim away any burnt areas. Then trim some carpet from under the seat. Place those trimmings to the side for use later. Using waterproof glue, fill the holes (from the burnt areas). Then place the trimmings into the holes, making sure to overfill the holes. Cover with a paper towel and something heavy to apply pressure. After a few hours and allowing glue to dry, trim any excess carpet from the holes. Vacuum again.

3. For Tears In The Carpet: Choose a thread color that matches the carpeting, thread a needle and knot one end of the thread. Press the sides of the tear together. Start stitching from one side to the other, making sure that the first stitch is done from underneath so that the knot is not seen. Once you have stitched the tear, cut the thread and knot the end. The knot can be tucked under the stitching so that it will not be seen.

4. For Stains: Mix a cap of carpet shampoo with one cup of water. Apply the shampoo and water solution to the stained area with a sponge. Let the solution sit on the stain for approximately 20 minutes. Dab dry with a clean towel. Rinse the area with water and use a clean towel to dab the area dry. This may need to be repeated more than one time for best results.

Car carpet repair can be a very simple process. It shouldn't take long for you to have your car looking new again with these easy how to car tips.

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2012 VW Beetle: Marketing Says It's Not a Chick Car

Believe it or not, I actually know a male, allegedly with genuine cojones, who owns a VW New Beetle--with an automatic no less! So naturally you’re thinking he’s some kind of sissy, or doesn’t know what a real car is, or doesn’t appreciate what driving and being a car nut is all about. Sure, you’d mostly be right. And I can imagine all the comments you’re making, questioning this person’s manhood (I am perhaps the guiltiest of all of you in that respect).

And at the New York Auto Show VW goes and gives us the brand new 2012 VW Beetle, complete with turbocharged engines, an optional Fender stereo system to blow the wax out of your ears, and possibly cause hearing loss. No more flower vase, a mean looking interior meant for drivers and with optional carbon fiber trim, no less. And let’s not forget that flattened roofline, with stronger character lines around the wheel wells, a meaner front face, and some attitude with big wheels to top it all off.

You see, VW was upset that this car was so overwhelmingly purchased and driven by females and that any male associated with the car had his manhood questioned. Based on the demographics of VW New Beetle owners (55% of which are women, the other 45% probably metrosexuals concerned with the curse of puffy eyes and too much red meat) we can see why the term “chick car” stuck. This was not what the VW marketing department or its sales force wanted. Such shame! It’s a chick car! We have to make men lust for the car so they do irrational things like set up websites dedicated to it, so they race it, so they can use it to make up for the lack of intimacy they would normally be getting from their significant other. 

VW had a mission, they decided to redesign this latest version, drop the word “New” and make sure it will appeal to males. Young males. How do I know?

They said so at the reveal and marketing people never lieThey plan on using MTV to pitch the car to youthThe carbon fiber trim and turbocharger

Now let me get to the updated Beetle ad being played all over on the web. It is the Beetle in the jungle, Black Betty-tuned commercial we all saw during the Super Bowl, and now we can see what the newest Beetle looks like. Frankly, I think the commercial is the weakest link of the car’s introduction. And this from a company that planned on blowing us away. According to Tim Ellis, marketing VP at VW of America, “People are waiting for the car and the advertising,” Mr. Ellis said. “We don’t intend to disappoint them with typical car advertising. It will be iconic, proud, daring and above all, fun.”

This ad is not a great start, I have to say. Why weren’t we wowed with an ad that knocked us off our chairs. Give us an Apple McIntosh 1984 memorable commercial. Give us something other than warmed over ads and make sure it makes us either laugh, have a water cooler moment like the Darth Vader Passat ad, or make sure every corner of the Web, magazines, blogs and TV are plastered with cool ads.

Make me proud, VW. Make me want the Beetle. The looks are a great start, and I am the target market (+/- 10 years) who adores fun cars. So make me want it with great ads.

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New 2011 Sierra Heavy-Duty

GMC today announces the new 2011 Sierra Denali HD, the first offering of the exclusive Denali line on a heavy-duty GMC pickup. The Sierra Denali HD leads a comprehensively redesigned lineup of 2011 Sierra 2500HD and 3500HD trucks that go on sale in early summer – including the most powerful diesel engine in the segment.

Sierra HD’s new 6.6L Duramax turbo diesel delivers 397 horsepower (296 kW) at 3,000 rpm and 765 lb.-ft. of torque (1,037 Nm) at 1,600 rpm.

“The new Sierra Denali HD is the latest expression of GMC’s Denali philosophy of blending capability with premium features and styling,” said Lisa Hutchinson, GMC product marketing director. “It is a premium tool that offers many comfort and infotainment features, along with a maximum towing capacity of 15,600 pounds with the segment’s most powerful diesel – that’s enough to tow a 34-foot-long, three-axle travel trailer.”

The Sierra Denali HD comes exclusively on the 2500HD chassis, in a 4WD crew cab standard box configuration. A Vortec 6.0L gas V-8/six-speed automatic powertrain is standard and the new Duramax 6.6L turbo diesel/Allison 1000 six-speed transmission powertrain is available.

The iconic Denali four-bar, chrome grille with round air inlets distinguishes the Sierra Denali HD on the outside, along with body-color bumpers, chrome door handles, chrome accents and 18- and 20-inch polished forged aluminum wheels.

The balance of the new 2011 Sierra HD lineup is identified on the outside by new, three-bar grilles and powertrain-badged louvered hoods, along with a revised, full-width chrome steel front bumper and a new family of 17-, 18- and 20-inch wheels. It’s beneath the skin, however, where they are truly separated from their predecessors – and the competition. Highlights include:

Increased towing capability (20,000 lbs./9,072 kg) and payload (6,335 lbs./2,873 kg) supported by all-new fully-boxed, high-strength-steel frames and strong suspensions for maximum capability and exceptional ride characteristics Five of the 12 3500HD models offer a payload capability greater than 6,000 pounds vs. Ford Super Duty’s single model greater than 6,000 pounds Thirteen of the 22 2500HD models offer a payload capability greater than 3,100 pounds vs. Ford Super Duty’s single model greater than 3,100 pounds New 6.6L Duramax diesel delivers segment-best power, up to 11-percent greater highway fuel economy, up to 63-percent lower emissions, B20 biodiesel capability and quicker acceleration Larger gas tank and fuel economy improvements allow up to 680 miles (1,090 km) between fill-ups with the 6.6L Duramax turbo diesel All-new “smart” exhaust brake feature provides greater control on grades and reduced brake pad wear An array of control features, including trailer sway control, integrated trailer brake control, hill start assist, automatic grade braking, intelligent brake assist and larger brakes Purposeful technology, including available mobile WiFi, USB connectivity, Bluetooth connectivity, XM Satellite Radio, OnStar 9.0 and navigation.

“GMC has been one of the industry’s strongest truck brands for more than 100 years, and we back the 2011 Sierra HDs with a comprehensive five-year/100,000-mile powertrain warranty that provides the best coverage in America,” said Hutchinson. “From the segment-best diesel power to the segment-best warranty, these trucks deliver strength and peace of mind on all fronts.”

Following are details of the new and redesigned product features of the Sierra Denali HD and the other Sierra 2500HD and 3500HD models.

The Sierra HD lineup brings greater capability.

The details: Depending on the model, Sierra HD models offer:

Increased fifth-wheel towing capacity of 20,000 pounds (9,072 kg) Conventional towing capacity increases up to 23 percent, with a maximum of 16,000 pounds (7,272 kg) Improved payload capability of 6,335 pounds (2,873 kg) on a complete vehicle Gross Combined Weight Rating increases to 27,500 pounds (12,500 kg) Gross Vehicle Weight Ratings increases up to 17 percent to 13,000 pounds (5,909 kg) Front Axle Weight Rating increases by up to 25 percent to 6,000 pounds (2,721 kg) Snow plow capability for all 4WD cab configurations.

“You can see by the ratings numbers that the Sierra HD lineup is more capable, but the trucks are also better performers in the intangible qualities that bond owners with their trucks,” said Rick Spina, vehicle line executive. “They accelerate quicker – especially when fully loaded – stop more confidently and deliver a smooth, quiet driving experience that you have to experience to fully appreciate.”

The new 2011 Sierra Denali pairs capability with premium features.

The details: The new Sierra Denali HD is offered exclusively in the Crew Cab standard box configuration on the 2500HD chassis, providing a spacious cabin with room for up to five. As with other Denali models, including the new Acadia Denali, the cabin is unique with standard premium touches. It includes Denali-specific brushed aluminum trim, power-adjustable pedals, a Bose premium surround audio system and 12-way power seats. Along with an optional heated steering wheel, heated and cooled leather-appointed seating is available. The exterior is offered in three colors: Black, Stealth Gray and White.

On the capability front, the Sierra Denali has a gross vehicle weight rating (GVWR) of 10,000 pounds (4,536 kg), a payload capacity of 2,959 pounds (1,342 kg) and a maximum trailering rating of 15,600 pounds (7,076 kg) with a fifth-wheel hitch. The maximum conventional hitch trailering rating is 13,000 pounds (5,897 kg).

Engineers developed 11 all-new, fully boxed frame assemblies to improve durability and ride characteristics and support increased capabilities.

The details: The frames have increased cross sections and use more high-strength steel for greater durability, higher towing capacity and improved ride and handling; the front sections are hydroformed. The bending and beaming stiffness of the frames is increased 92 percent and 20 percent, respectively, with the fully boxed sections enhancing torsional stiffness by a factor of five. Also, larger engine and transmission mounts, coupled with a 125-percent-stiffer front frame structure, provide greater vibration control, while hydraulic body mounts are incorporated under the cab section on extended and crew cab models for a more isolated feel inside. Engineers addressed common customer and aftermarket uses when designing the new frames, including adding access holes to the rear frame section to enable easier installation of fifth-wheel/gooseneck-style hitches. Also, the frame-mounted hitch for conventional trailering is stronger, with a box-tube design. It supports up to 16,000 pounds (7,257 kg).

Sierra HDs feature a new, stronger independent front suspension – enabling snow plow installation on all 4WD models.

The details: A completely redesigned independent front suspension system offers up to a 25-percent greater front axle weight rating – up to 6,000 pounds (2,721 kg) front gross axle weight rating (FGAWR) – so a snow plow can be used on all 4WD cab configurations with the available snow plow prep package. Sierra’s signature short-long arm/torsion bar front suspension design is retained, but now features new, forged steel upper control arms that are stronger and lighter than their predecessors. The new lower control arms are made of precision-machined cast iron to handle the greater loads. Five different torsion bar rates support five different front gross axle weight ratings (a single torsion bar was previously used for all models). This helps stabilize the range of trim heights of various models under load, while enhancing appearance, handling, durability, tire wear and alignment. The trim height is adjusted on each bar via a single bolt, easily allowing the height to be changed to account for the weight of a snow plow or other accessories. The Sierra HD front suspension now uses a pair of urethane jounce bumpers on each side, instead of one, for improved load management; and there’s a new upper shock mount attachment design that’s positively connected to the frame with two fasteners. This design eliminates squeaks and clunks, while supporting higher load capability and increased durability.

COMPETITIVE FACTS: Compared to competitors’ beam-axle front suspensions, the Sierra’s independent front suspension provides a better ride, more accurate trim height control (with fewer parts) and greater flexibility to adjust the alignment for weight and tire sensitivity.

A new asymmetrical leaf-spring rear suspension supports greater loads.

The details: Matching the Sierra HD’s greater strength and capability is a rear suspension designed to support greater loads. It features a new, larger asymmetrical leaf-spring design that also contributes to improved ride and handling characteristics. The asymmetrical design is derived from unequal front and rear spring half lengths, which minimize axle hop and enhance traction control efficiency. 2500HD models feature a two-stage leaf-spring design, while 3500HD models have a three-stage design. All models feature 3-inch-wide (76 mm) leaf springs that are 20-percent wider than previous models. The larger leaf-spring design supports increased rear gross axle weight ratings across the board. On the 2500HD models, the rating is 6,200 pounds (2,818 kg) – up from 6,084 (2,765). On 3500HD models, the rating increases to 7,050 pounds (3,204 kg) on single-rear-wheel models and 9,375 pounds (4,261 kg) on dual-rear-wheel models – the latter representing a nearly 14-percent increase over the previous 8,200-pound (3,727 kg) rating.

Sierra HDs deliver a more refined driving experience, with more capable ride, handling and steering.

The details: Longer wheelbases – ranging from 133.6 inches (3,395 mm) to 167.7 inches (4,259 mm) – and wider front/rear tracks enhance the ride and handling characteristics of the Sierra 2500HD and 3500HD, giving them a greater feeling of smoothness and control. The longer wheelbases and wider tracks are complemented by the new, stiffer frames, new jounce bumpers, shock mounts and hydraulic body mounts to provide a solid, smooth and isolated driving experience. New shocks were specially valved to support the new trucks’ weight ratings, while balancing excellent ride characteristics. Also enhancing the driving experience is a revised steering system designed to support the trucks’ greater front gross axle weight rating. It includes a new, larger steering gear, power steering pumps and linkages. The pumps (different parts for gas and diesel models) deliver greater pressure for reduced steering effort in low-speed and parking maneuvers; they are also quieter. On some models, the new linkages feature a compliant joint added at the pitman attachment to enhance handling.

The new 6.6L Duramax turbo diesel delivers segment-leading torque and up to 63-percent lower NOx emissions; and is B20-capable.

The details: The workhorse Duramax 6.6L turbo diesel V-8 is more powerful and durable for 2011, delivering segment-best horsepower and torque – 397 horsepower (296 kW) at 3,000 rpm and 765 lb.-ft. of torque (1,037 Nm) at 1,600 rpm – lower emissions and B20 biodiesel capability that promotes a domestically produced renewable fuel. The new Duramax 6.6L features:

NOx emissions reduced at least 63 percent over 2010 models Quieter operation High-pressure (30,000 psi/2,000 bar) Piezo-actuated fuel system for greater fuel efficiency, improved performance and reduced emissions “Smart” exhaust brake feature that enables controlled vehicle slowdown on downhill grades without actuating the brakes Selective catalytic reduction after-treatment system using diesel exhaust fluid (DEF) injection to provide the best overall diesel characteristics and performance – with a range of about 5,000 miles (8,000 km) between DEF refills Combustion and after-treatment have been optimized to provide about 700 miles (1,125 km) between diesel particulate filter regenerations – a 75-percent improvement over the previous system and a significant contributor to improved fuel efficiency, as the regeneration process requires additional fuel B20 biodiesel capability for an alternative fueling option Internal revisions that improve durability.

With nearly 1.3 million Duramax 6.6L engines produced since 2000, they have proven exceptionally durable and dependable. The internal elements that helped build its reputation are enhanced for 2011, including:

Main bearings’ profiles changed to enhance oil film thickness Oil pump flow increased for increased pressure at low speeds Modified turbocharger oil circuit for increased pressure at the turbo and faster oil delivery The connecting rods’ pin ends are modified to provide increased piston support New, higher-strength piston design that eliminates bushings to provide lower reciprocating weight An EGR cooler bypass reduces high-mileage soot deposits in the cooler and EGR circuit.

COMPETITIVE FACTS: Compared with Ford Super Duty’s urea-based system, Sierra HD’s selective catalytic reduction after-treatment system delivers better overall diesel performance, with a range of about 5,000 miles (8,000 km) between DEF refills. Its optimized combustion and after-treatment process provides about 700 miles (1,125 km) between diesel particulate filter regenerations – a better capability than Ford’s.

New Allison 1000 six-speed automatic transmission works with the Duramax 6.6L to deliver greater fuel economy, quicker acceleration, greater towing capability and exhaust brake system.

The details: The enhanced Allison 1000 is strengthened to handle the higher torque capability of the new 6.6L Duramax engine, while also helping to improve fuel economy and provide seamless assistance with a new exhaust brake system. Greater efficiency is delivered through reduced “spin loss” – meaning, the transmission channels more of the engine’s power to the axles, allowing it to do more with less fuel. The Allison 1000 also features driver shift control with tap up/tap down shifting and a patented elevated idle mode cab warm-up feature. Also, the tow/haul mode reduces shift cycling for better control and improved cooling when towing or hauling heavy loads. The six-speed configuration retains its two overdrive gears for optimal efficiency. Performance with the Duramax/Allison combination is also improved over previous models, with preliminary testing showing 0-60 mph times of less than 9 seconds and quarter-mile times of less than 16 seconds in 2500HD models. That’s about 0.3-second and 0.5-second quicker, respectively, than previous models.

A strengthened Vortec 6.0L/Hydra-Matic 6L90 six-speed powertrain is standard in all models.

The details: The Vortec 6.0L gas V-8 with variable valve timing returns to the new Sierra HDs, along with a strengthened version of the Hydra-Matic 6L90 six-speed automatic transmission. This combination delivers excellent performance and efficiency, with a greater emphasis on low-rpm power. It is enhanced for 2011 with greater idle refinement.

The engine is rated at 360 horsepower (268 kW) at 5,400 rpm and 380 lb.-ft. (515 Nm) at 4,200 rpm in trucks with GVWRs up to 10,000 pounds. It is rated at an estimated 322 horsepower (240 kW) at 4,400 rpm and 380 lb.-ft. of torque (515 Nm) at 4,200 rpm in trucks with GVWRs greater than 10,000 pounds.

The 6L90 is enhanced for greater strength, smoothness and quietness via:

Adding four attachment bosses to the transfer case adapter (4WD models) for increased strength and smoother, quieter performance Increasing the cross section size of the transfer case adapter for greater strength Adding a new, stronger output shaft Adding a new heat shield and vent hose.

COMPETITIVE FACTS: Ford’s new Super Duty models share the same transmission between their gas and diesel engines. Sierra HDs’ Allison 1000 and Hydra-Matic 6L90 transmission were developed for the specific horsepower, torque and operating range differences that distinguish the diesel and gas engines.

Brake feel and performance is greatly improved.

The details: The standard four-wheel disc system is completely revamped to deliver smoother, more immediate and confident-feeling performance. Four-wheel, four-channel ABS is standard on all single-rear-wheel models and a three-channel system is standard on dual-rear-wheel models. The front and rear rotors are larger in diameter – 14 inches (355 mm) – and width on all models to support their increased capacity, weight ratings and trailering ratings, while the calipers are stiffer and stronger. The hydroboost brake booster calibration is revised for reduced pedal effort, and the travel of the pedal is also revised for a more comfortable, confident feel. Larger wheel hub and bearing assemblies complement the new brake system, and the rear rotors attach to the wheel hubs for easier servicing.

Sierra HD’s ‘smart’ exhaust brake feature provides greater control and reduces brake pad wear.

The details: A new standard feature on Duramax-equipped models is the “smart” exhaust brake. This driver-selectable feature uses the turbine control of the variable geometry turbocharger and the compression of the engine to generate backpressure, slowing the vehicle without applying the brakes. It is integrated with the cruise control feature and varies the braking to account for the grade and vehicle load. The exhaust brake allows for virtually effortless driving and towing, with seamless and quiet operation. It also helps prolong brake life and prevents overheating the brakes on long, downhill grades.

Comprehensive safety features and functional technologies include trailer sway control system and hill start assist.

The details: The 2011 Sierra 2500HD and 3500HD models have a comprehensive roster of safety features and functional technologies that include:

StabiliTrak electronic stability control system on all single-rear-wheel models Larger, four-wheel disc brakes with standard four-wheel ABS A new high-strength steel tubular frame cross member that enhances safety and improves crashworthiness Seat pelvic/thorax and head curtain side air bags available on 2500HD Available rear backup camera Segment-exclusive OnStar 9.0 Trailer sway control system on all single-rear-wheel models Hill start assist (standard on single-rear-wheel models)

The trailer sway control system provides an added measure of confidence when towing a trailer. The system senses conditions of trailer sway and intervenes with braking and/or reduced engine power to bring the trailer under control and keep it on its intended path. The system uses electric trailer brakes when a trailer is plugged into the standard wiring harness of the truck and its performance requires no input from the driver. The hill start assist system is automatically engaged when sensors detect the vehicle is on a grade of about 5 percent or greater. It holds the brakes for about 1.5 seconds or until the gas pedal is pressed, preventing rollback – it is particularly effective when towing, giving the driver time to switch from the brake pedal to the gas pedal without rolling.

The GMC Sierra HD lineup is broader than ever.

The details: For 2011, the Sierra heavy-duty lineup expands to include 11 2500HD models and eight single- and dual-rear-wheel 3500HD models – including a new 3500HD Crew Cab with a 6.5-foot cargo box. Other models are offered in WT, SLE and SLT trim levels, while popular features such as the EZ Lift tailgate and rearview camera system are retained.

Sierra HD professional-grade interiors are refined and well-appointed – and ready to work.

The details: From the available remote starting feature to the unimpeded access offered by the 170-degree-opening rear access doors on extended cab models, the 2011 Sierra HD models reflect the professional grade blend of refinement and functionality for which GMC is known. The interiors have excellent attention to detail and are quieter – thanks to the range of the truck's enhancements. The stronger chassis, quieter Duramax engine and even details like a quieter power steering pump contribute to the Sierra HD delivering exceptional quietness.

Along with quietness, Sierra HD models are designed for work. The interiors feature numerous storage compartments, providing covered access for everything from work gloves to laptops. For those who use their truck as a mobile office, Sierra HDs deliver with available mobile WiFi, USB connectivity, Bluetooth connectivity, XM Satellite Radio and a navigation system. Multiple charge points enable multiple electronic devices to operate simultaneously; and when equipped with the available navigation system, XM NavTraffic offers real-time updates of traffic conditions (in selected areas) that can help plan the most effective route to the job site.

Sierra HDs are ready for the long haul – and the cold.

The details: The 2011 Sierra HDs drive farther without stopping to refuel. A new, 36-gallon (136 L) fuel tank is standard on all models and, with the improved fuel efficiency of the powertrains, enables a cruising range of about 680 miles (1,090 km) with the Duramax 6.6L. Cold-weather customers will appreciate the Duramax 6.6L’s quick, reliable start-up, with a starting time on par with gas engines. Its glow plug cycle time is the segment’s best in all temperatures, taking no more than 3 seconds in temperatures as low as -20 F (-29 C). There’s also a cab heat-up feature that allows the engine to idle faster in low temperatures to warm the interior more quickly.

The 2011 Sierra HD lineup has the best warranty coverage in America.

The details: All 2011 Sierra 2500HD and 3500HD trucks work under the best warranty coverage in America: a five-year/100,000-mile limited powertrain warranty, plus roadside assistance, courtesy transportation and other features that provide assurance that GMC backs its trucks for everything the road offers.

About GMC

GMC is evolving to include more fuel-efficient trucks and crossovers. The GMC Terrain is a smaller SUV that offers 32 mpg highway fuel economy along with the capability, engineering expertise and refinement that have defined GMC for more than a century. Complementing the Terrain are the Acadia eight-passenger crossover, Yukon and Yukon XL and Sierra pickups. Today GMC is the only manufacturer offering three full-size hybrid models. Details on all GMC models are available at www.gmc.com.

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SPECIFICATIONS
2011 SIERRA DENALI HD

Overview

2500HD Denali crew cab std. box, 4WD

5-passenger crew cab; 3/4-ton; 4-wheel-drive heavy-duty pickup

Ford Super Duty Series pickup, Ram heavy-duty pickup

Engines

Duramax 6.6L Turbo Diesel V-8 (LML)

overhead valve, two valves per cylinder, variable valve timing

overhead valve, four valves per cylinder

coil-near-plug, platinum- tipped spark plugs, low-resistance spark plug wires

compression, glow plug start aid

direct injection diesel with high-pressure common rail

three-way catalytic converter, positive crankcase ventilation, evaporative collection system

cooled exhaust gas recirculation (EGR), EGR cooling-bypass system, diesel particulate filter system (DPF), selective catalyst reduction (SCR)

Transmissions

six-speed automatic
(with Vortec 6.0L)

six-speed automatic
(with Duramax 6.6L)

Chassis/Suspension

all models: std long- and short-arm independent front torsion bar suspension

semi-elliptic two-stage multi-leaf spring

integral power-assisted recirculating ball

Steering wheel turns, lock-to-lock:

Turning Circle

Turning circle, curb-to-curb (ft/m):

Brakes

power-assisted, Hydroboost brake-apply system, four-wheel disc, four-wheel ABS

Rotor diameter x thickness (in/mm):

front: 13.97 x 1.57/355 x 40
rear: 14.17 x 1.34/360 x 34

Total swept area (sq in/sq cm):

front: 277.7/1791
rear: 277.5/1790

Wheels/Tires

18 x 8.0-in aluminum
20 x 8.5-in aluminum

LT265/70R18 all-season
LT265/60R20 all-terrain

Dimensions
Exterior

Min. ground clearance (in/mm):

front: 9.7/247
rear: 8.2/209

Weight and payload ratings

6.0L: 9500/4173
6.6L: 10000/4173

6.0L: 6377/2892
6.6L: 7208/3269

6.0L: 2959/1342
6.6L: 2792/1266

Cargo box

Width between wheel housings (in/mm):

Interior

Capacities

6.0L: 16.4/15.5
6.6L: 25.4/24

Trailering

Trailer towing maximum with ball hitch (lb/kg)

Trailer towing maximum with fifth-wheel hitch (lb/kg)

6.0L (3.73 axle): 9300/4218
6.0L (4.10 axle): 13000/5897
6.6L (3.73 axle): 13000/5897

6.0L (3.73 axle): 9300/4218
6.0L (4.10 axle): 13700/6214
6.6L (3.73 axle): 15600/7076

*SAE certified.
Note: Information shown is current at time of publication.

SPECIFICATIONS

2011 SIERRA 3500HD

Overview

3500HD reg. cab, long box, 2WD & 4WD

3500HD ext. cab, long box, 2WD & 4WD

3500HD crew cab, long box, 2WD & 4WD

3500HD crew cab, std. box, 2WD & 4WD

2-3 passenger regular cab or 5-6 passenger extended cab,

1-ton; 2- and 4-wheel-drive heavy-duty pickup

Ford Super Duty Series pickup, Ram heavy-duty pickup

Engines

Duramax 6.6L Turbo Diesel V-8 (LML)

overhead valve, two valves per cylinder, variable valve timing

overhead valve, four valves per cylinder

coil-near-plug, platinum- tipped spark plugs, low-resistance spark plug wires

compression, glow plug start aid

direct injection diesel with high-pressure common rail

360/268 @ 5400 < 10,000 GVWR
322/240 @ 4400 > 10,000 GVWR

three-way catalytic converter, positive crankcase ventilation, evaporative collection system

cooled exhaust gas recirculation (EGR), EGR cooling-bypass system, diesel particulate filter system (DPF), selective catalyst reduction (SCR)

Transmissions

6-speed automatic (with Vortec 6.0L)

6-speed automatic (with Duramax 6.6L)

all models: std long- and short-arm independent front torsion bar suspension

semi-elliptic three-stage multi-leaf spring

integral power-assisted recirculating ball

Steering wheel turns, lock-to-lock:

Turning Circle

Turning circle, curb-to-curb
(ft/m):

SRW: 44.9/13.7
DRW:45.6/13.9

SRW: 51.8/15.8
DRW: 52.8/16.1

SRW: 54.8/16.7
DRW:55.4/16.9

Brakes

power-assisted, Hydroboost brake-apply system, four-wheel disc, four-wheel ABS

Rotor diameter x thickness
(in/mm):

front: 13.97 x 1.57/355 x 40
rear: 13.97 x 1.57/355 x 40

Total swept area (sq in/sq cm):

front: 278/1793
rear: 278/1793

Wheels/Tires

18 x 8.0-in steel
18 x 8.0-in aluminum

LT265/70R18 all season or all terrain

LT235/80R17 all season or all terrain

Dimensions
Exterior

Ov

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