Volvo begins production of C30 Electric

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How To Restore Headlights On Your Car

How To Restore Headlights On Your Car Because Sunny Days Create Cloudy (And Dangerous) Nights For Your Car’s Headlights.

Did you know that your car's headlights needed any care other than a routine cleaning? The experts at Sylvania have some important and very interesting information about a headlight restoration kit and your car's headlights.

(NAPSI)—To stay on the road to safety, you need to inspect your vehicle’s headlights after they’ve been out in the sun. Its heat can cause damage to them and make driving unsafe.

In fact, if you are out cruising at night, the odds are good that you can’t see anywhere near as well—or as far—as you could when your car was new. Why? Over time, your headlights get dull and cloudy, a condition somewhat akin to human cataracts. This cloudiness, caused by degradation from the sun’s bright rays, reduces and diffuses the light going through the headlight lens. This makes it difficult to see when driving in the dark and creates an unsafe situation for many Americans, most of whom don’t even realize it’s happened. In addition, the buildup actually creates an unusual beam pattern that can be a major distraction for oncoming traffic.

Most likely, if your car is five years old or older, the headlights are already showing visible signs of weathering and hazing. Folks who live in warm climates are likely to experience the problem much sooner.

So take a step outside and look at your headlights. If they are hazy or cloudy, there’s a good chance your visibility is being greatly compromised. But there is a solution—and it’s a simple one. A headlight restoration kit, such as the one offered by Sylvania, takes only about 30 minutes per lens to restore them. You do not need to be a mechanic. You don’t even need to be mechanical. If you can wash your car, you can clean and restore your headlights.

Before heading outside on a hot day, you probably slather on some sunscreen and throw on a pair of shades to protect your skin and eyes from too much exposure. The headlight restoration kit does the same for your headlights with its unique UV Block Clear Coat, a specially formulated coating designed to extend the life of your headlight lenses. Plus, it takes years of degradation away, provides up to three times more light on the road and, most importantly, provides you with greater visibility and a safer nighttime driving experience. Certainly a case where a little elbow grease goes a long way.

For more information on restoring your headlights, visit www.sylvania.com/auto.

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First Drive: 2011 Toyota Camry SE V-6

Good Sport: America's Family Sedan is One Humble Ride Take a stab at guessing the top-selling car in the United States. Played-out request, you say? That's only because the answer has been the same for so long. Toyota, maker of the benchmark midsize sedan/sales stalwart, assembled 99.1 percent of all Camrys sold through March in America. Thanks, Indiana and Kentucky. Through the first quarter of 2011, the Camry found new owners 76,821 times (up 10.5 percent over 2010, though the first three months of 2010 were impacted by recall scares). It might as well get a big bull's-eye painted on its honestly hewn, Vibrant Clarity-themed sheetmetal.

The bull's-eye works two ways. Many consumers find their driving needs fulfilled by Camry, making the family car an invaluable company asset. Second, the Camry is an easy target for certain, um, enthusiasts who feel the urge to publicly proclaim their disapproval. Common descriptors thrown around include "appliance," "beige," and "boring." Example: This Camry is a boring, beige appliance. Is it all blind hatred? Allow us to present another perspective. What the Camry lacks in flair and curb appeal it makes up for in sincerity, wrapped in a forgivably ordinary-looking package. The SE V-6 we drove employs Toyota's 3.5-liter six-cylinder, which made quite the name for itself at its debut, easily banging out 268 horsepower and 248 pound-feet of torque in the Camry's service. It's among the best-endowed midsize sedans (engine-wise) available, and the enthusiast can't fault it for its intended acceleration time: an estimated 6.1 seconds from 0-60 mph.

Motor Trend Rating:  

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First Test: 2011 Kia Forte SX five-door

The Stylish, Sporty Hatchback that Kia Always Wanted is Finally Here The Angelenos we encountered couldn't get enough of Kia's newest hatchback, the Forte SX. Dog walkers and people dining streetside peered and pointed at this people-mover. For a few seconds, their foreheads wrinkled and their eyes widened in wonder, trying to put a badge to the form. Only a few hatchbacks today priced under $25,000 can compete with the Forte five-door's well-proportioned physique. Its nose, garnished with a trademark Kia family grille and large badge, carries over from the sharp-looking sedan, as do the chiseled front shoulders. The all-new rump had many staffers thinking it hailed from Ingolstadt, which isn't surprising given the sculptor, Peter Schreyer, who penned numerous Audis.

The cabin is an appropriate match for the modern and attractive exterior. Within its confines are soft, black-colored plastics and rubbery trim pieces. Features include power everything, 60/40 folding seats, Bluetooth connectivity, faux metal accents, and paddle shifters. A full barrage of airbags and safety systems spoil passengers. Our tester had a power sunroof ($750) and SX technology package ($1800) with navigation, push-button start, and chrome door handles. We especially liked the twin power outlets set below the climate controls; when toting multiple passengers playing with multiple electronic toys, they proved crucial. Simply put, this $23,000 (and change) Kia packed all the goods.

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GM to invest $130M in Warren Technical Campus

General Motors has announced it will be investing $130 million in its Warren, Michigan Technical Campus. The investment, which will add 25 high-tech jobs, will transform the former administrative building into a state-of-the-art Information Technology Operations and Command Center.

Once complete the facility will contain IT laboratories and serve as a worldwide hub of GM’s digital applications. Given its high-tech nature, GM is using a modular design for the campus, allowing for future expansion.

“This new facility and other GM data centers around the world support the tools the company needs to design, build and sell the world’s best vehicles through digital applications enabling all business functions,” said Terry Kline, GM vice president and chief information officer.

GM says the new facility will help streamline its IT infrastructure, thereby reducing operating costs. The new tech center will also cut energy use by 40 percent, which should qualify the facility for Leadership in Energy and Environmental Design (LEEDS) certification by the U.S. Green Building Council.

The entire project is expected to be completed by 2015.

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Porsche Presents 918 Spyder High-Performance Concept Sports Car in Geneva

Presenting a high-performance mid-engined concept sports car with ultra-efficient, low-emission drive technology, Dr. Ing. h.c. F. Porsche AG, Stuttgart, is further increasing the Company’s competence in hybrid technology.

The 918 Spyder prototype combines high-tech racing features and electro-mobility to offer a fascinating range of qualities: An emission level of just 70 grams CO2 per kilometre on fuel consumption of three litres/100 kilometres (equal to 94 mpg imp) truly outstanding even for an ultra-compact city car, on the one hand, combined with the performance of a super sports car and acceleration from a standstill to 100 km/h in just under 3.2 seconds, top speed of 320 km/h (198 mph) plus, and a lap time on the Nordschleife of Nürburgring in less than 7:30 minutes, faster than even the Porsche Carrera GT, on the other.

The 918 Spyder is one of three Porsche models with hybrid drive making their world debut at the 2010 Geneva Motor Show. This trio – made up of Porsche’s new Cayenne S Hybrid SUV with parallel full-hybrid drive, the 911 GT3 R Hybrid racing car with electric drive on the front axle and a flywheel mass battery, and the two-seater high-performance 918 Spyder mid-engined sports car with plug-in hybrid – clearly demonstrates not only the great bandwidth of this new drive technology, but also the innovative power of Porsche as a genuine pioneer in hybrid drive.

The highly innovative 918 Spyder concept car combines Porsche’s Intelligent Performance technology, high-tech in motorsport, and classic but modern design to make a truly convincing statement.

The Porsche 918 Spyder with plug-in hybrid provides the performance of a thoroughbred super sports car on fuel consumption of just three litres/100 kilometres in the New European Driving Cycle, equal to a
CO2 emission rating of 70 g/km.

This open two-seater is powered by a high-speed V8 developing more than 500 bhp and running at maximum speed engine of 9,200 rpm as well as electric motors on the front and rear axle with overall mechanical output of 218 bhp (160 kW).

The V8 combustion engine is a further development of the highly successful 3.4-litre power unit already featured in the RS Spyder racing car and positioned midship in front of the rear axle, giving the car the right set-up for supreme performance on the race track through its good balance.

Power is transmitted to the wheels by a seven-speed Porsche-Doppel-
kupplungsgetriebe also feeding the power of the electric drive system to the rear axle. The front-wheel electric drive powers the wheels through a firm transmission ratio.

The energy reservoir is a fluid-cooled lithium-ion battery positioned behind the passenger cell. The big advantage of a plug-in hybrid is that the battery can be charged on the regular electrical network. A further point is that the car’s kinetic energy is converted into electrical energy fed into the battery when applying the brakes, thus providing additional energy for fast and dynamic acceleration.

A button on the steering wheel allows the driver to choose among four different running modes: The E-Drive mode is for running the car under electric power alone, with a range of up to 25 km or 16 miles. In the Hybrid mode the 918 Spyder uses both the electric motors and the combustion engine as a function of driving conditions and requirements, offering a range from particularly fuel-efficient all the way to extra-
powerful.

The Sport Hybrid mode uses both drive systems, but with the focus on performance. Most of the drive power goes to the rear wheels, with Torque Vectoring serving to additionally improve the car’s driving dynamics.

In the Race Hybrid mode the drive systems are focused on pure performance with the highest standard of driving dynamics on the track, running at the limit to their power and dynamic output. With the battery sufficiently charged, a push-to-pass button feeds in additional electrical power (E-Boost), for example when overtaking or for even better performance.

With the hybrid drive system offering this wide range of individual modes and applications, the 918 Spyder is able either to achieve lap times comparable to those of a thoroughbred racing car – such as less than 7:30 minutes on the Nordschleife of Nürburgring – or, focusing on a more economical style of motoring, with a reduction in emissions to just 70 grams of CO2 per kilometre.

Like the drivetrain, the lightweight body structure of the 918 Spyder also bears out the car’s DNA carried over directly from motorsport: The modular structure with its monocoque bodyshell made of carbon-fibre-
reinforced plastic (CFP) and the appropriate use of magnesium and aluminium not only reduce weight to less than 1,490 kg or 3,285 lb, but also ensure supreme driving precision thanks to the very high level of torsional stiffness.

Reminiscent of highly successful, legendary racing cars such as the Porsche 917 Le Mans and the current Porsche RS Spyder, the
918 Spyder with its design concept so typical of Porsche arouses powerful emotions. The combination of racing car dimensions, clearly structured design with perfectly balanced surfaces, and innovative details all round creates an overall pattern of aesthetic, perfectly balanced harmony in design full of power and dynamics. This indeed is the ideal synthesis of form and function following Porsche’s design DNA.

The smooth balance of tradition and progress gives the car a powerful stance on the road in its combination of dimensions. Variable aerodynamics typical of Porsche ensure both visionary and traditional highlights especially around the rear spoiler. The striking rear hoods extending out of the headrests, in turn, not only fulfil an aerodynamic function on the 918 Spyder, but also accommodate retractable air intakes with a ram air function.

The driver and passenger are not only perfectly embedded in contoured sports bucket seats, but also form part of the cockpit with its synthesis of efficient function and ergonomic high-tech operation offering an outlook at the interior architecture we may possibly see in super sports cars of the future. The three free-standing circular dials for road speed (left), engine speed (middle) and energy management (right) would appear to come directly from a racing car in the ‘60s, bearing out that unique philosophy of driver orientation so characteristic of Porsche.

The centre console rising up towards the front in the 918 Spyder houses a touch-sensitive surface for intuitive control of the car’s functions, serving consistently to reduce the number of visible controls and maintain the principle of direct operation.

The control units relevant to the driver are concentrated in particular on the three-spoke multifunction sports steering wheel, while the variable driving modes, again so typical of Porsche, are supplemented by a map switch enabling the driver to call up various drive programs and serving as the push-to-pass button for E-boosting, for example when overtaking. Instrument illumination, finally, varies from green for the consumption-oriented running modes to red for the performance-oriented driving programs.

The 918 Spyder also comes with further innovative functions such as the Range Manager. After being activated in the Center Display, the Range Manager uses the map in the navigation system to present the remaining range the car is able to cover, naturally allowing the driver to influence that range through the appropriate choice of power and performance. In cities with environmental alert areas the Range Manager also states whether the driver is able to reach a certain destination on electric power alone.

Applying this information and using further info on the availability and location of special energy filling stations, the driver is then able to choose his personal style of driving as well as the right battery charge and filling strategy.

Offering a unique combination of extremely low fuel consumption, supreme performance and long electric range, the Porsche 918 Spyder represents an essential milestone in Porsche’s strategy on the way to genuine electro-mobility.

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Big Three regaining lost ground in California

California, the United States market most attuned to import cars, has long been a challenge for Detroit automakers – but it looks like the tides are turning, especially when it comes to compact cars.

General Motors’ Chevrolet Cruze has tripled retail market share in California compared to the outgoing Chevrolet Cobalt. Where the Cobalt had just a tiny sliver of the market – a mere 1.1 percent share – the Cruze has already captured a 3.3 percent stake. That’s still well behind regional leader Honda Civic, which, reports the Los Angeles Times, represents about one in every five compact car purchases.

Buoyed by more competitive products with a higher level of technology than most rivals, Chevrolet took home 8.3 percent of the California new car market during the first three months of 2011 – a big jump over last year’s 7.4 percent.

But the growth isn’t just from the bowtie brand. Ford and Chrysler have both seen sales grow or at least stay solid, which has helped drop Japanese brands to below 50 percent for the first time in years. Ford’s sales are up 37 percent in California so far this year (from 11.3 to 11.6 percent), a gain that is outpacing its national 25 percent gain. Chrysler has stayed put at just under 6 percent of the overall market, a victory on its own considering the Pentastar brand doesn’t have a competitive small car.

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The Flying iCar Concept

The Flying iCar Concept vehicle makes us ask that age old question..."If George Jetson has a flying car, why don't I?"

42 years ago we put a man on the moon; Today the Voyager 1 probe is sending us information from outside the solar system. 100 years ago humans lived half as long as they do now. Back then the Model T was just entering production, while today we can buy cars with everything from hybrid drivetrains to air-conditioned seats. Despite all this advancement, there's one question that has been asked continually since this progress started:

"Where's my flying car?"

Control issues aside, the flying car has always been hampered by the wingspan necessary to get a vehicle aloft. The flying cars that have been built all use removable wings which must be bolted on before takeoff and taken off again after landing. It's this inconvenience that has been the major road block in flying car development.

The iCar 101 gets around this problem by taking advantage of the Magnus effect: If an object spins in a fluid it creates a whirlpool effect, creating a line of force perpendicular to the line of motion. This how a curveball is thrown: The pitcher puts a spin on the ball as it's thrown which creates a whirlpool of air, pulling the ball out of its straight trajectory.

The iCar replaces traditional wings with a pair of Flettner rotors, tubes covered in small flaps that generate lift using the Magnus effect. While driving, these rotors fit inside the rear wheel hubs while a pair of electric hub motors drive the front wheels. Power is provided by a turbine engine which generates electricity in this mode. To fly, the rotors slide out of the hubs to be powered directly by the engine. The front electric motors slide out and forward, spinning propellers for forward momentum. After flight, the car can land on a normal roadway and the flying components can fold back into the vehicle.

Unfortunately, the iCar 101 is as real as George Jetson's aerocar. The Flettner rotor was first used to propel ships in the 1920s, but no one has successfully adapted them for use on an airplane. Earlier attempts at drivable planes had a limited market in part because licensing something that is both an automobile and and aircraft is a tremendous headache.

The developers realize this, stating "Hopefully, universities, industrial companies and research centres will take up the challenge and start their own investigation on spinning wings." If we ever do get a flying car, it won't be George Jetson's dome-topped flying saucer, but it may be something very similar to the iCar concept.

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How Smart Truck Drivers Get Better Gas Mileage

How smart truck drivers get better gas mileage is something you should read. If truckers can get better gas mileage, you can too. Read and find out how you can save money and be more fuel efficient.

(ARA) - If your family has started to rethink your travels because of fuel prices, you may be looking for ways to save a few dollars at the gas pump when you fill up your truck. And if purchasing a new, more fuel-efficient truck isn't an option for your family, here are some ways you can save gas money now.

* Fuel Choice:

The first place to start saving is at the pump. Choose the fuel with the lowest octane level possible for your vehicle. Passing on pricey premium gasoline could save you hundreds of dollars a year, according to the Car Care Council (CCC), while using it won't boost your truck's performance. Once your tank is filled, make sure you tighten your gas cap to prevent fuel from evaporating. Loose, missing or damaged gas caps cause 147 million gallons of gasoline to evaporate each year, according to the CCC.

* Driving Style:

The less you drive, the less you'll spend on gasoline. When you must get behind the wheel, consider your driving style. If you like to get up to speed quickly, and slow down at the last minute for a stop light or sign, you're likely burning extra fuel. Instead, stop and start gently, use cruise control when possible and reduce the amount of trips you make each day to reduce your gas consumption.

* Reduce Drag:

Smooth out the aerodynamics of your truck with a truck bed cover, or a tonneau cover. Such covers, like the Access Roll-Up Cover, manufactured by Agri-Cover Inc., a North Dakota truck accessory company, are the easiest step you can take to see immediate gas mileage improvement. The roll-up cover is lockable, so not only does it help reduce your drag while traveling at high speed, it also protects your gear and improves the look of your vehicle. This cover installs easily with a clamp-on installation and can be rolled up behind the cab when not in use. For more information on the Access Roll-Up Cover and to find out how much gas money you could save, visit www.accesscover.com.

* Maintenance:

Checking and changing your oil is one of the most overlooked maintenance items, according to most auto body technicians. Oil is responsible for reducing wear caused by friction between moving parts in your truck's engine. It also helps to remove harmful substances from the engine. But if your oil isn't clean, it can't do its job appropriately. Also make sure the oil, air and fuel filters are clean as well. Once you're finished checking your truck's engine components, check your tires to see if they have the proper air pressure as recommended by your truck manufacturer. Proper inflation can improve your gas mileage by up to 3 percent.

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Chevrolet prices Sonic subcompact from $14,495

Replacing its dated Aveo, the Chevrolet Sonic will go on sale later this year beginning at $14,495 including a mandatory destination charge.

Still set to be known outside of North America as the Aveo, the small car gains a new badge in this market in an effort to differentiate it from its rather pedestrian predecessor.

Available in both four-door sedan and five-door hatchback configurations, the Sonic can be ordered in three different trim levels – base LS, midlevel LT and upscale LTZ. Surprisingly well-equipped even in base configuration, the Sonic is designed to give entry-level buyers a more premium vehicle than they might expect. It’s a recipe that has been successful so far for the larger Chevrolet Cruze compact sedan and GM is optimistic that it will work on a smaller subcompact.

LS models come standard with 15-inch alloy wheels, 10 airbags, stability control, OnStar, air conditioning, power locks, keyless entry and a tilt/telescoping steering wheel. Sedans list from $14,495, while hatchbacks start at $15,395.

For $15,695 (sedan) or $16,495 (hatchback), buyers can step up to the LT, which adds a six speaker audio system with a CD player and three months’ worth of XM Satellite Radio, power windows, heated power side mirrors, Bluetooth connectivity, a USB adapter, steering wheel radio controls, heated front seats, cruise control, fog lamps and 17-inch alloy wheels.

GM hasn’t priced or detailed the range-topping LTZ trim level.

What makes a Sonic?
Chevrolet has been sure to tout its upcoming Sonic model in hatchback trim, starting with the reveal of the sport-minded Aveo RS concept, but little had been said about a sedan variant until its debut earlier this year at the North American International Auto Show in Detroit..

The North American version of the Sonic will come standard with a 1.8-liter four-cylinder engine backed by either a five-speed manual or six-speed automatic. Putting out 138 horsepower and 125 lb-ft. of torque, it bests both the Ford Fiesta and Honda Fit for grunt. A 138 horsepower 1.4-liter turbocharged engine will also be on offer for $700 on LT and LTZ models, and although its horsepower rating is identical to the smaller engine, it will offer a broader and higher torque curve offering 148 lb-ft. at just 1,850 rpm. With the 1.4-liter, buyers have the choice of a six-speed manual or automatic gearbox. Given the Sonic weighs about 500 pounds less than the Chevrolet Cruze, it should offer above average performance.

A higher-performance model based on the Aveo RS show car is still likely to debut in the future.

Inside, the Sonic gains a much more upmarket interior than before, including more premium materials and a much sportier design. Its instrument cluster is said to have been inspired by motorcycles.

Both Sonic models will be built for North American buyers at the automaker’s Orion Township, Michigan, assembly plant, which makes the Sonic the only subcompact built on United States soil.

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Chrysler’s SRT division is officially reborn, management gets shuffled

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Why Ford is Learning to Love Lincoln. Again.

Since joining Ford in September 2006, Alan Mulally has done a tremendous job of slimming, trimming, and refocusing the company. The expensive distractions of Jaguar, Land Rover, and Aston Martin are gone. Moribund Mercury’s finally been given the bullet, and Mazda, which has been a mixed blessing at times, has been sent on its way. Now it’s One Ford, one Blue Oval, worldwide.

Well, almost One Ford. There is, of course, still Lincoln.

As I’ve noted several times before, Ford’s treatment of what was one of America’s great luxury brands has been a travesty. America’s presidents and captains of industry once rode in Lincolns; today most people think of Lincolns as glorified taxicabs rattling around the streets of Manhattan or gussied-up Fords with delusions of grandeur.

But there’s a growing realization inside World Headquarters in Dearborn that Ford really needs Lincoln. Not the Lincoln of the cynical badge-engineering, or the stone-age technology, or the muddled product planning that we’ve been subjected to over the past few decades, but a Lincoln that is a genuine, high-value American luxury car brand. Here’s why: The golden age of the pickup truck is over.

Back in 2005 Ford sold 901,463 F-series trucks. Sales have declined every year since – 796,039 in 2006, 690,589 in 2007, 515,513 in 2008, and collapsing to 413,625 in 2009 as the recession bit deep. Last year saw a rebound, with sales reaching 528,349, and to the end of May this year F-series sales were up 10 percent on the same period in 2010. But no-one inside Ford expects a return to the big numbers of 2005. The world has changed.

Former Porsche CEO Wendelin Wiedeking once famously declared: “No-one needs a Porsche.” Now an F-150 is certainly more useful than a 911, but a significant number of people who purchased one in the past 20 years didn’t really need its hard-working load carrying or towing capacity, either. F-150s were relatively cheap to buy, delivered the relaxed driving experience many Americans liked, and looked cool, especially as alloy wheels, metallic paints and lavishly equipped interiors became commonplace. But as gas prices continue to increase, an F-series truck that doesn’t actually work for a living – whether on a construction site, or hauling the family boat to the lake every weekend – starts to look like an indulgence.

The F-series also faces major challenges meeting new CAFE rules that mandate a 19-20 percent improvement in fuel economy by 2016. The new rules don’t mean the end of the road for full-size pickups, but they will become more expensive and specialized as manufacturers spend money on more efficient powertrains and mass reduction to help meet the fuel economy targets. Those who once bought an F-150 just for the tough-guy image will be even less inclined to do so in the future.

Like all full-size pickups, F-150s are hugely profitable, partly because they are built in large volumes, partly because they are relatively low-tech, and partly because their development and manufacturing costs can be amortized over a much longer lifecycle than a car. What Ford insiders have realized is the slow-down in full-size pickup sales means the company is facing a disproportionately large – and most likely permanent – impact on its profitability.

This is where Lincoln comes in. While not in the full-size pickup truck league, luxury cars can also deliver juicy profits. While the precise numbers are a closely guarded secret, there’s surprisingly little difference between the cost of the materials used to build a Ford Fusion and those used to build a BMW 3-series, for example. Yet one sells for a considerable premium over the other. All Ford needs to do is build a Lincoln it can sell for BMW money. Which is easier said than done.

“They are trying like hell to resurrect Lincoln,” GM CEO Dan Akerson recently told the Detroit News. “Well, I might as well tell you, you might as well sprinkle holy water. It’s over.” Of course the GM boss is going to diss the opposition, but Akerson also speaks from the perspective of a man whose own company is trying to execute basically the same profit substitution strategy with Cadillac – and is learning just how damned difficult it is even with a brand that has a 10-year head start on Lincoln in terms of its resurrection.

Akerson’s contention in the same Detroit News story the new small Caddy sedan (which won’t be called ATS) and the new XTS “won’t blow the doors off” the luxury car opposition is refreshingly realistic. BMW was not built in a day: The company that is now one of the world’s blue-chip automotive brands was basically broke and building tiny cars under license from an Italian scooter manufacturer at the start of the 1960s. It took more than a decade for BMW to discover its mojo, in the form of the BMW 2002, and two more decades of consistent application and execution to embed it deep in its brand DNA.

I would argue the current CTS – sedan, wagon, and coupe – is the reborn Cadillac’s mojo car, its BMW 2002, if you will. And, as Dan Akerson clearly realizes, it’s going to take another 10 years of hard work before Cadillac is truly considered a BMW, Benz and Audi rival on a portfolio basis. Lincoln’s mojo car; the car that defines it as a credible 21st century luxury brand? As of right now, it doesn’t exist.

An even bigger problem, though, is a shortage of suitable vehicle architectures to underpin a re-invented Lincoln line-up. Audi has proven rear-drive is not necessarily de riguer for a luxury brand (though prior to the development of the current A4, A5, A6 and A7 models, moving those cars to a rear-drive platform was seriously studied). Ford could build a 3-series sized, front-drive Lincoln on the new Focus hardware, and a 5-series sized, front-drive model on the forthcoming Fusion/Mondeo platform (and as GM has finally understood after two generations of “tweener” CTS models, there is no point trying to buck the system that has worked so successfully for the Germans).

But what about a Lincoln flagship? The D4 platform that underpins the slow-selling MKS sedan (just 908 were sold in May, compared with 4288 Cadillac CTS models) and that bizarro MKT thingy is old, heavy, and simply not big enough to deliver the broad shouldered interior package expected of a luxury sedan intended as an all-American 7-series, S-class alternative – shortcomings amply evident in the new Explorer. And as far as I am aware, that platform’s not going away soon: a Ford source told me in Europe a few months back the D4 “gets one more go ’round”.

Ford has nothing else it can use for a big car. The arthritic Panther platform, which has done sterling service under the Town Car and the Crown Vic, is finally being pensioned off after an epic 31-year run. The next-gen Mustang, which will appear in time to celebrate the 50th anniversary of the Ford’s storied ponycar in 2014, will likely use a revised version of the current platform, probably with a new independent rear axle. Ford Australia’s unique , locally developed rear-drive Falcon platform is due for replacement, but with Falcon sales at their lowest level in 51 years, that no longer makes economic sense. Heavy hints from senior Ford sources suggest the current Falcon will stay in production until 2016 or 2017 and then be merged with the next-gen Taurus.

That may give Ford the volume to justify a new large FWD/AWD platform to replace the D4; a new platform that could conceivably also underpin a credible Lincoln flagship. But can it afford to wait that long? Especially as whispers out of Detroit Cadillac will almost certainly have a new 7-series, S-class sized flagship – a car bigger than the forthcoming XTS – on the road by 2015 (along with the 3-series sized Alpha models that begin to arrive 2013).

Being unfashionably late to the luxury car party is just one of the potholes on Lincoln’s road to redemption, however. Total Lincoln sales last year totaled just 85,828 vehicles, down from 131,487 in 2007, and this year’s running rate looks worse. Lincoln also has no market presence outside North America. Ford has a lot of rebuilding to do, and it’s difficult to see Lincoln offsetting anything more than a fraction of its lost truck sales revenue anytime soon.

The decades of cynical neglect and cheapskate product planning are coming home to roost. Lincoln is in a pitiful state. It desperately needs Ford’s love. But not as much as Ford now needs to love Lincoln.

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Could BMW take aim at Miata with AWD Z2?

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Dodge rocks San Diego Rock ‘n Roll Marathon with flash mob [Video]

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In depth: How IIHS makes your car safer in an accident

When the assembly line workers in Wayne, Michigan, put the final touches on this 2012 Ford Focus sedan, they might have envisioned the life it would lead. Would it be a first new car for someone – say, a recent college graduate? How about a new ride for a young family? Maybe it would be a sporty-but-sensible choice for a retiree?

But this bright red Focus four-door wasn’t bound to create many memories for anyone other than a team of engineers and a few observers. Instead, it spent its last moment on earth as a usable sedan sitting in a well-lit laboratory in otherwise tranquil rural Virginia before a vaguely car-like barrier plowed into the side of it, rendering it useless for anything but research.

Flash back to before the Focus’ life came to a smashing halt. Lights in the hangar-sized lab dimmed, illuminating only the red sedan. The room, which was full of hushed conversation fell silent. A garage door clanged open. A countdown began. 10… 9… the Focus sat undisturbed, only black and yellow tape and some wires attached to sensors suggesting it wasn’t parked here by chance…6…5… it is ominously lit, the low glare lights making it look more like a model at a fashion shoot…3… 2… 1…

Zip! Wham! Pop!

A 3,300 lbs. barrier attached to a frame plows into the side of the Focus, pushing its tail out. Its hazard lamps automatically begin flashing to warn nearby drivers that something is amiss. The once-unruffled Focus is crumpled in on its drivers side and the side curtain airbags, which deployed and inflated as quickly as they deflated, dangle in place.

A team of engineers rushes over to the car, clipboards in hand. The lights come up, revealing the immense size of this lab, and the chatter resumes. The team pokes at the car, but doesn’t disturb anything since a photographer still needs to make his rounds. They feverishly take notes, like detectives at a crime scene. The conclusion? The Focus appeared to have performed admirably, something the data gleaned from the sensors will later confirm. A nearby Ford engineer looks smug.

Smashing cars and trucks
This Focus didn’t have a choice. It was plucked from a dealership lot in Charlottesville, Virginia, as a random Ford four-door not specially prepared to perform better than any other assembly line sibling. Instead of being loaded up with groceries and family members, it carried a crew of dummies – the research kind, not the “hey y’all, watch this!” kind – and more sensors and computers than R2D2's fantasy girlfriend.

It will be one of around 80 vehicles expected to give its life in this side impact test this year at the Insurance Institute for Highway Safety, an independent vehicle safety-evaluating facility funded primarily by the nation’s insurance providers, both large and small.

IIHS’ Vehicle Research Center is located in beautiful, hilly terrain a short drive from bustling college town Charlottesville. Since the mid-1990s, IIHS has slammed brand new cars into barriers in the interest of research. It might look like an eight-year-old’s Hot Wheels dream come true, but the VRC, as IIHS acronymically calls it, is probably the world’s most advanced vehicle safety facility.

IIHS fine tuned offset frontal impacts by the late 1990s and then set out to evaluate far more deadly side impacts. From there, rear impacts – which can induce devastating whiplash – became a focus. Most recently, IIHS has turned its attention to roof strength, a measurement that can indicate crashworthiness in the event of a rollover. To say that the testing is comprehensive is an understatement – one underscored by its traffic data research.

Unlike the National Highway Traffic Safety Administration, IIHS’ testing is entirely independent. IIHS invites automakers to send engineers to witness their tests, but only as observers. Until recently, some automakers complained that the tests were “too hard,” but IIHS countered, saying that offset front and direct side impacts were based on real-world experience.

Designed for safety
Early on, few cars performed well in IIHS’ testing – so poorly, in fact, that early crash test footage could send shivers down the spine of even the most hardened highway patrol officer or paramedic.It wasn’t until the latest crop of designs that cars began acing the tests. Perform well in front, side and rear collisions and have a roof capable of withstanding four times the vehicle’s weight, and a car will be honored with a Top Safety Pick award.

If you’ve been paying attention to Leftlane, you’ve probably noticed that an increasingly large number of new designs are Top Safety Picks. This begs the question – are automakers designing cars specifically for the tests?

IIHS spokesman Russ Rader gives an emphatic affirmative as we poke around the mangled red Focus in the engineers’ footsteps. But then he reminds us that the tests are designed to mimic actual crashes, even if they are conducted in a lab setting.

“The data is backed up by real world crashes,” Rader tells us. “We’re always studying real accidents to improve our testing.”

And with that, Rader gives us a sneak peak of an upcoming test IIHS is hoping to implement. Rather than the typical frontal offset, where a car is plowed directly into a barrier designed to represent a larger SUV, the new test would send the car into the barrier at somewhat of an angle. As a result, the impact would rip away the fender and the side of the hood, while pushing the engine and the front wheel into the passenger compartment. The test, Rader tells us, represents two cars headed for one another with a split-second, but still too slow, reaction from at least one of the drivers.

The test is officially called “frontal oblique overlap,” although Rader refers to it as the “can opener” for the way it rips sheetmetal away from a car’s structure, which is intentionally avoided by the test. IIHS hopes that the test’s upcoming implementation will be the next step needed toward further reducing highway fatalities, something that’s good news to both its benefactors – the insurance companies – and the buying public, a group much more attuned to safety now than they were 10 years ago.

Heavy hitting
As we’ve said, few new designs don’t earn close to top marks in most of IIHS’ tests. Rader reminds us that the Top Safety Pick rating is applicable to cars within a class. In other words, a Ford Fiesta, the smallest Top Safety Pick, probably isn’t as safe as a Toyota Tundra, one of its largest award-winners.

“The laws of physics are always in play,” Rader says. “It’s a myth that small, light cars are just as safe.”

As a result, IIHS is disheartened with automakers’ efforts to drastically cut weight from vehicles. While a lighter car consumes less fuel and, theoretically, drives better, it doesn’t perform well in crash tests.

Still, IIHS is almost single-handedly responsible for a vast surge in vehicle crashworthiness. Buyers no longer have to shop wisely to get access to important safety tech – like airbags and solid safety structures. And that’s a win for everyone involved, even if it might irk a few enthusiasts and shadetree mechanics who yearn for simpler vehicles – like the 1959 Chevrolet Impala IIHS slammed into a 2009 Chevrolet Malibu.

Boldly displayed in the laboratory’s entryway, the Impala and Malibu illustrated safety advances better than any chart or data sheet ever could. The Impala’s driver almost certainly wouldn’t have survived the modest wreck, while the Malibu’s might only have had to shrug off a daze from the fast-deploying airbag.

That certainly seems to make the red Focus’ sacrifice worthwhile.

Words and photos by Andrew Ganz.

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Long Term Update 4: 2011 Mazda2 Touring

The Green Goblin, the Jolly Green Rancher, Kermit, the Appletini, or the Mighty Green Machine / Photography by Motor Trend Staff Hi, I'm Emiliana, the contented caretaker of MT's long-term Mazda2 Touring. Or, as my sister and I call it, the Green Goblin, the Jolly Green Rancher, Kermit, the Appletini, or the Mighty Green Machine. It's small and cute with a smiley-faced grille, and it's painted bright, pearly Spirited Green, which the women on staff love and the men definitely don't. The Mazda2 shares a platform with the Ford Fiesta, and when it rolled into the MT garage everyone was curious how it would compare to its Detroit sibling. Turns out it's about 5 inches shorter and 220 pounds lighter, and just a little bit faster. Those of us who drove both of them at Car of the Year thought the '2 had a slight handling edge over the Fiesta. It's a zippy little hatchback, easy to drive, easy to park, and, with a base price of $16,230 for the Touring, easy on your wallet.

The 1.5-liter, four-cylinder five-speed '2 is well-suited to my daily commute, which is about three miles of surface streets and eight miles on the 405. In the past month I've averaged 33.6 mpg combined, according to the dash calculator. That's a very good thing with gas prices climbing ever-upward. The clutch is light and relatively easy to engage, but more often than not I lurch forward awkwardly when heading into first gear. While I'm not a racetrack-caliber driver, I am a good shifter, so I'm blaming the stutter on the transmission. With only 100 horses, the Mazda2 isn't a speed demon, but it wasn't meant to be one. Road noise, engine noise and vibration increase exponentially when the speedo passes 80 mph. The nimble little car keeps up with L.A. freeway traffic no problem, but whenever I have to merge up a hilly on-ramp into 70-plus-mph rush hour traffic, I floor it and hope there aren't any semis approaching. And though I've never been given a reason to doubt its braking prowess, I'm careful to make sure I have more than enough room to halt suddenly if needed.

Inside, the Mazda2 definitely feels like a budget car. The Touring package's seats are plenty supportive if you weigh 110 pounds. They're black fabric with red piping, which I guess is supposed to look sporty, but it's a weird contrast with the green exterior. My biggest interior gripe is the lack of a USB port. This car's demographic is the iPod generation. While you can plug your MP3 player into the aux outlet, you can't control it with the stereo tuner buttons, and to recharge your iPhone/iPod while listening, you have to also plug it into the power outlet. Shifting gears and operating an iPod with the same hand while going 70 mph is risky behavior. There is a CD player, but who under the age of 30 even owns CDs? I'm perfectly happy with the headroom and legroom up front, but I'm only 5 feet tall. Adults of average size won't want to spend much time sitting in the back. Parents who are shopping for their teen's first car should take note: Nobody will get any action in the rear of a Mazda2, unless they're skinny, short, and an expert contortionist. Next month I'm moving, so it'll be interesting to see how much cargo I can cram into the back, and a drive to Disneyland is around the corner. For now, the '2 gets a bright green thumbs-up.
$73.52 (1-oil change, inspection, rotate tires)

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Gas Prices Steer Buyers To Fuel-Efficient Cars

Gas Prices Steer Buyers To Fuel-Efficient Cars. Take a look at some of the more fuel-efficient cars that are available to you today. You can buy a new car and save money on gasoline.

(NAPSI)—With oil hovering around $100 per barrel and gasoline prices continuing to rise, more car buyers are interested in cars, trucks and utilities that offer fuel economy, especially those with EPA-certified ratings of 40 mpg or more.

To achieve this, car manufacturers are working to improve aerodynamics and fuel-saving technologies.

For example, Ford recently designed the PowerShift, a dry dual-clutch automatic transmission, six-speed automatic transmissions, electric power-assisted steering (EPAS) and EcoBoost engines that save on fuel with no compromise to driving excitement.

One of their newest cars is the Focus SFE, EPA certified at 40 mpg highway and 28 mpg city. Focus joins the 41-mpg-city Fusion Hybrid and 40-mpg-highway Fiesta in the 40-mpg-and-over club.

In addition, Lincoln MKZ Hybrid is the most fuel-efficient luxury sedan in America, with its 41-mpg-city EPA-certified rating.

The arrival of the 2.0-liter EcoBoost engine later this year in the Edge crossover and Explorer SUV will see two more nameplates join the best-in-class mpg club.

More of the company’s fuel economy stars include:

• Mustang V6: the first car in history to deliver the combination of 300-plus horsepower and more than 30 mpg.

• F-150: Its 302-horsepower 3.7-liter V6 engine and six-speed automatic deliver a best-in-class 17 mpg city and 23 mpg highway.

• Fiesta: The combination of a 120-horsepower 1.6-liter four-cylinder and available six-speed dual-clutch PowerShift automatic transmission delivers 40 mpg on the highway.

• Super Duty: The 6.7-liter Power Stroke diesel engine delivers as much as 20 percent better fuel economy than the 6.4-liter it replaced.

• Edge: Edge delivers 19 mpg city and a best-in-class 27 mpg highway. The upcoming 2.0-liter EcoBoost engine in the 2012 Edge is expected to deliver even greater economy.

• Fusion Hybrid remains America’s most fuel-efficient midsize family sedan, topping the Toyota Camry Hybrid by 10 mpg in the city, according to the EPA.

• Escape Hybrid, Transit Connect, Ranger and Lincoln MKZ Hybrid also lead their segments.

Car buyers will be paying close attention to mileage numbers in the near future and these efficient cars are likely to benefit from that trend.

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A Million Miles, Fifteen Years And A Honda Accord

Million Mile Joe and his 1990 Honda Accord. Image: Honda

The average American driver racks up 13,476 miles per year on their odometer. That makes “Million-Mile” Joe, of Norway, Maine, well above average; Joe has accumulated nearly one million miles on his 1990 Honda Accord over the last fifteen years.  That works out to be nearly 4,700 miles of driving per month, meaning that Joe drives as much in a season as the average American drives in a year. 

A former automotive service technician turned insurance claims adjuster, Joe is meticulous about his car's maintenance, and keeps detailed records of all services performed. He’s got notebooks full of data, and Honda reports that he’s taken nearly 700 pictures of his odometer to document the mileage.  If nothing changes, Joe is on schedule to cross the one-million-mile mark this September, and Honda will be documenting his progress on their Facebook page.

Ironically, Joe bought his Accord as a six-year-old used car in 1996 with 74,000 miles on it. His obsession with keeping records didn’t start until he crossed the 300,000 mile mark, but it’s safe to assume that Joe followed the car’s maintenance schedule religiously even if he didn’t document it. As remarkable as Joe’s achievement is, it really highlights the fact that manufacturers publish recommended maintenance schedules for a reason; stick to them, and you may have a million mile car in your own garage.

[YouTube, via Honda]

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Volvo recalling 2012 S60 for faulty fuel pump software

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First Drive: 2012 Volkswagen Tiguan

Mid-Cycle Tweaks Take VW's Small SUV To All-Star Status Chuck Taylors are far from the best choice for hiking shoes. Especially a worn-out pair with more miles on them than many cars built in the previous decade. This thought is stuck to the top of my skull like a passenger inside an elevator in freefall as I am quickly transferred from a state of vertical to horizontal. I'm in the Austrian woods to drive the revamped 2012 Volkswagen Tiguan, but more important, I'm accelerating towards wet, spongy ground that is too much for me and my Chucks. I shouldn't have gotten out of the SUV, because it doesn't seem to be having any problems. The Wild Cherry Red Tiguan looks like a waxed metallic forest fire set amongst the mossy trees in what will be an off-limits section of a ski resort in another few months. For our press drive, the VW guys gave us a route that included several miles of dirt and gravel roads, but my co-driver and I decided we needed photography in a real off-road setting. A long, overgrown access road presented itself along the route and we couldn't pass it up. The ground here is a combination of peat and bugs. It feels like ground-up Super Balls, and has no visual indication of just how solid it is. I find out firsthand while trying to get back down a 25-foot hill overlooking the parked Tiguan with my right hand filled with five pounds of dirt-hating camera. With every step my foot sinks three inches into the luxurious alpine sludge before coming to a semi-solid stop. This time, however, as I lift my left foot the ground gives way under my right. I slide heel first, and serene alpine cliffs and valleys normally echoing with yodels and cowbells are now filled with the sound of snapping twigs and a single prolonged and profane exclamation in English.

Motor Trend Rating:  

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Chrysler recalls 12 different 2011 models for faulty steering column

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Watch Tanner Foust nearly flip his truck during Hot Wheels practice jump [Video]

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Pickup Vs SUV: Which Is The Safer Choice?

Recently we reported on a new Insurance Institute for Highway Safety (IIHS) study that compares the relative safety of SUVs and passenger cars—and finds that SUVs are now the safer choice. Adjusted fatality rates are about 50 percent lower overall for them than for passenger cars.

After reading that piece, Boyd Miner in Gray Court, South Carolina, wrote us to ask about how pickups stack up, comparatively—especially when looking at full-size pickups like the 2011 Dodge Ram 1500 Crew Cab.

Unfortunately, we don't have such a clear, general answer for Mr. Miner, or other shoppers who are debating between a pickup and an SUV—or to those curious about whether they might be safer in a pickup versus a car.

Looking at driver deaths per million registered vehicle years—adapted for how far vehicles are driven—pickups in the 3,000-pound to 4,000-pound range (unladen) are still considerably more dangerous than passenger cars and SUVs. As soon as you get over 4,000 pounds and into full-size pickup territory, trucks are about on equal ground with cars (38 overall, versus 41 for cars and 30 for SUVs). Getting even heavier, to the 4,501-pound-and-up range (where there aren't enough cars, statistically), SUVs are significantly safer than full-size trucks of the same weight (20 for SUVs, versus 49 for pickups, in the over-5,000-pound category).

So one generalization is that large, heavy pickups tend to be safer than passenger cars, even including the heaviest passenger cars.

But there are plenty of confusing numbers in tackling the SUV-versus-pickup question. For instance, the Nissan Armada 4WD has one of the lowest rates of driver deaths of any vehicle—a statistical round to zero—yet the Nissan Titan Crew Cab 2WD, which is structurally related to the Armada, has the second-highest fatality rate of any vehicle, after only the Nissan 350Z, and in the company of risky rides like the Chevrolet Aveo and Cobalt. Even among large pickups, there's lots of variance, with the Titan having well over a hundred deaths per million vehicle years and the Toyota Tundra having just 23 (the Dodge Ram 1500 that Mr. Miner inquired about has a slightly riskier rate of 40). All the data is from 2005-2008 models in the 2006-2009 calendar years.

Pickups lag, mainly because they've lacked stability control

According to the IIHS, much of the difference between SUVs and pickups (and probably, the difference between the Armada and the Titan) comes down to one important safety feature: electronic stability control (ESC), which can smartly prevent regain control during a skid, or prevent one from happening altogether—and preventing a deadly rollover.

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Ford sales in China growing at triple the industry rate

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Rumor mill: Audi readying flagship A9 coupe/convertible

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Chevrolet Colorado Rally Concept adds spice in Argentina

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Toyota: N. American production to return to normal in September

The nation of Japan was rocked by a massive 8.9 magnitude earthquake followed by a devastating tsunami in the month of March, crippling Japanese automakers and their integral supply networks. As a result, global production was either temporarily halted or significantly slowed across automakers, including Toyota, for the months that followed.

Specifically at Toyota, the impact of the devastated supply network reached North American production, keeping it at its current rate of about 80 percent of normal output. Today, the automaker confirmed that it returned production for eight out of 12 North American models to full capacity as of June 6, with September the target month to return all 12 models to full production.

“After September we will focus on making-up lost production as much as possible,” said Steve St. Angelo, executive vice president of Toyota motor engineering & manufacturing, North America. “Our team members and suppliers here and in Japan have worked tirelessly to get us back to 100 percent, overcoming many challenges. The effort in Japan has been incredible, especially in the midst of such tragedy and devastation.”

The world’s top automaker has suffered sizable sales losses as a result of reduced supply and public perception, keeping potential buyers away from “empty” lots.

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First Drive: 2012 Volkswagen Passat [Review]

It’s now built in Chattanooga, Tennessee, and maybe even speaks with a decidedly Southern drawl (Achtung, Y’all!) But with the 2012 Volkswagen Passat, the people’s carmaker is making its second attempt in gaining a U.S. manufacturing presence.

According to VW officials, the new Passat is designed, engineered and tested in Germany for North American tastes. (The Passat will also be sold in Canada and Mexico.) VW has been here before and success was less than palpable, but the automaker hopes that a couple of decades of experience will turn the tables in this, one of the most competitive segments in the industry.

So hop in, turn on the Fender-branded audio system and let’s hit the road as Leftlane checks out the 2012 Volkswagen Passat.

On the map
Chattanooga is not totally foreign to foreign cars, or domestics for that matter. An automotive landmark that goes by the name of “Honest Charley’s Speed Shop,” is here, offering everything for the hot rod aficionado in search of a needed part or to channel the ghost of “Honest Charley, Hisself.”

Next door is tire manufacturer Coker Tire Company, which is known worldwide for its continuation series of obsolete and out-of-manufacture tires for classic and collector cars. With character Corky Coker at the helm of both businesses, the city of Chattanooga has long been a part of the automotive landscape.

The Passat, meanwhile, is a new look for a venerable nameplate. A five-passenger sedan, it will be available in three trim configurations and three engine choices. Look for a base 2.5-liter five cylinder, a 2.0-liter turbodiesel TDI and a 3.6-liter VR6 naturally-aspirated V6 engine.

The Passat is up against some pretty stout – and conservative- competition in this, the most competitive segment of the market: Midsize family sedans.

New and improved
It’s a cliché for certain, but one that V-Dub hopes to drive home to prospective buyers when the car goes on sale mid-summer. Of note right up front: The 2008 Passat offered 128 build combinations. The 2012 model offers 15. By combining options into various trim packages and option groupings, VW has managed to become more efficient in the build- and buying process at the same time.

If you liked the old Passat (and, judging by sales figures, you’re pretty much alone), VW is selling an updated version in Europe, where this ‘Mericanized Passat won’t be on offer.

The hope is that all markets will be taken care of by offering something for potentially every type of buyer. Just a hint of that something includes three choices of engine and four transmissions: A five-speed stick or six-speed Tiptronic automatic for the 2.5-liter, a six-speed stick or DSG automatic (a dual clutch unit with ultrafast shifts) for the TDI and only the DSG for the VR6. Enough acronyms? Let’s make it simple: The TDI and VR6 both offer the more advanced transmissions.

On the safety side of things, this new Passat manages a new intelligent safety function, which unlocks doors, and turns on the four-way flashers, presumably after the ABS and active head restraints have helped you survive a crash.

Brooks Brothers meets Southeastern Tennessee
The overall appearance of the 2012 Passat verges on excessively conservative. But the question is, “will it play in Peoria?” We think it will, something the sleeker outgoing model never did. The Passat was designed in Wolfsburg, Germany, with U.S. sensitivities such as size, interior space and other considerations all in place. We also think they paid attention to the size of their prospective customers/occupants.

A very upright-styled grille starts things off with horizontal chrome bands and the large VW crest. Featuring horizontal designs, the new Passat displays a visual strength in profile that starts from the multi-terraced hood and drops down through many layers. In fact, we count nine different layers of horizontal lineage from the roof to the rocker panels.

Conservative for sure, but it should definitely have more legs (longer life) as a result. In many ways, it’s the complete opposite of what we’re seeing from South Korea’s Hyundai and Kia. It’ll be interesting to see how it all plays out in the long run, that’s for sure.

A traditional pod dashboard starts things off inside with an available faux wood trimming. Inspired by the dashboard found in the VW Touareg, the Passat’s dash features a two-gauge binnacle that offers the driver a tachometer and speedometer with LCD screen in between that displays navigation, audio and vehicle information. A multi-function display operates available Premium VIII navigation, audio, and Bluetooth functions.

Overall, the Passat is loaded with upscale cues throughout. We liked the feel and thickness of the leather-wrapped steering wheel and the use of soft-touch material in all the right places, something we can’t say about the Passat’s little Jetta brother. But not all was perfect. An analog clock sits at the top of the center stack. A little cheesy at the moment, it would look much better with the addition of some chromed hands instead of the plastic pieces in place right now.

Seats were comfortable for the four-hour drive that took us from Chattanooga through Lynchburg (say hello to Jack Daniels). We do think the adjustable front seats would be that much better with a seat-bottom height adjustment instead of the limited movements they currently offer. We arrived at our destination of Tootsie’s Orchid Lounge in Nashville, Tennessee, where live music is always on tap. Conversely, the Fender Audio System, which our tester was outfitted with, gave us a live concert hall experience inside our own private rolling listening room.

The surprising take-away from the Passat was the cavernous rear seating area. We were totally chuffed by how much legroom was really there.

Motivation
The base, and most popular engine, VW reckons, will be the 2.5-liter inline, five-cylinder engine with multiport fuel injection. It produces 170 ponies at 5,700 rpm, and 177 lb–ft. of torque at 4,250 rpm. This is the one engine that we think might be left wanting in a car this size, although the 21/32 mpg EPA ratings aren’t a great tradeoff compared to some more powerful and less thirsty rivals.

Next in line is the 2.0-liter, four-cylinder, turbocharged direct-injection TDI diesel. It cranks out 140 ponies at 4,000 rpm and a stump-pulling 236 lb-ft. of torque. VW mileage estimates have the TDI achieving 43 mpg highway (31 in town), with a range of nearly 800 miles per fill-up.

The final engine is a 3.6-liter VR6 V-6 fuel-stratified injection (FSI) engine that makes a segment leading 280 horsepower and 258 lb-ft. of torque. A great and powerful performer, our only wish is that it did not require premium fuel for optimum performance. Speaking of fuel, Volkswagen estimates 20/28 mpg for the 3,446 lbs. VR6.

The Passat is a unibody construction with a pair of struts with lower control arms, coil-overs and anti-roll bars. The rear is a multi-link kit with telescopic shock absorbers, an anti-roll bar and an acoustically decoupled rear axle. A hydraulically-controlled rack and pinion steering system is speed sensitive and builds up resistance, as speed increases as well as when the vehicle is shifted into sport mode.

VW officials were very quick to point out how the Passat suspension has been tuned for US roadways, while keeping the characteristic fun-to-drive German sensibilities in place. For the most part we would agree. But we did notice a couple bugs: Steering in the range of 50 mph seemed a bit sloppy. When shifting into sport mode it offered a marked improvement.

Further up the road, we observed the DSG holding gears longer than we found appropriate, at one point even past redline, at which point we took matters into our own hands with the use of the steering wheel mounted paddle shifters. We pulled the car over at a driver’s change point and shut it down. After restart, the problem never appeared again, so we will chalk it up to electronic gremlins at work.

Seeing that the Passat is not scheduled for sale until September, they have ample time to address the issues – something VW is no doubt trying its best to do in order not to repeat its last U.S. manufacturing experience.

Leftlane’s bottom line
Bugs aside, we think V-Dub really has a contender with the 2012 Passat. Improved at most every turn, it is not the sexiest design out there, but that could help its longevity in the marketplace.

Add to that, the fact that VW Group is cognizant of climbing fuel costs and rightly aware of the diesel engine’s place in the segment. Combine all of that with a priced-right starting point of $19,995, and no-charge three-year/36,000 mile Carefree Maintenance program and it’s clear that VW is going for “Great for the price of good, v2.0.”

2012 Volkswagen Passat base price range, $19,995 to $28,995.

Words and photos by Mark Elias.

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Keep Your Engine Cool When Temps Heat Up

Keep your engine cool when temps heat up with sound and simple car cooling system information. Make sure to use the right coolant by checking your owner's manual or checking under your vehicle's hood. You can prevent roadside breakdowns by maintaining your car's cooling system.

(ARA) - You've waited so long for summer vacation, and now you're ready for that family getaway or road trip. Whether you're cruising down the open road or taking the kids to summer camp, the last thing you want is a vehicle problem that leaves you stranded on the side of the road.

Cooling system issues are the leading cause of roadside breakdowns, according to the U.S. Department of Transportation. To make matters worse, an estimated 23 million people are operating their vehicles with the wrong kind of coolant.

During the hot months of summer, it's just as important to hydrate your car as it is your body. Using the wrong coolant for your car could result in radiator and pump damage. Not sure which coolant is right for your car? Check the label under your hood or your owner's manual. If you are buying coolant for your vehicle, make sure to read the label to confirm the product is made for your vehicle's make and model.

An excellent method of preventative maintenance for your cooling system is to have it flushed. Refer to your owner's manual for recommendations. The frequency of how many times a year you have it done depends on the vehicle you drive and the conditions you drive it in. If you're in a state that has sweltering summers, you may need to change your coolant twice a year or just before summer and winter. If your weather is moderate, an annual cooling system flush will be sufficient.

Other checks are simple. Make sure your hoses are attached properly and that they do not have leaks and are not cracked or brittle. Look for signs of corrosion on your radiator and check to see if the radiator cap fits tightly. Are the coolant levels correct? Is your coolant clean and free of oil and sediment? Incorrect coolant levels and dirty coolant could also lead to your engine overheating.

If you're just running water through your radiator, consider using an anti-freeze. It may seem a strange product to use during the heat of summer, but antifreeze contains corrosion inhibitors that have a higher boiling point than water. When having your cooling system flushed, ask the mechanic to check the thermostat. If for some reason your thermostat is stuck, an incorrect reading could lead to your engine overheating.

Another way to prevent your engine from overheating is to use a radiator coolant additive like Royal Purple's Purple Ice. Purple Ice is a high-performance, synthetic radiator coolant additive that reduces engine heat in gasoline or diesel engines by optimizing coolant flow and lubricating water pump seals. "Purple Ice not only helped cool my engine, but it also made a noticeable improvement in its daily performance," says Leo Nelson of Beaumont, Texas. Purple Ice also reduces engine heat in vehicles that are towing campers and boats.

Although gas prices at the pump are higher than last summer, Americans are still relying on their cars to travel to their destinations whether it is for work or vacation. Taking the time to make sure your car is ready for the summer drive will keep you on the road instead of stuck on the side of it.

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A Few Saudi Women Drive Openly In Protest Of Religious Ban

Saudi Prince speaks out against ban on female drivers

Enlarge Photo

Reports coming out of Saudi Arabia today indicate that a few dozen women braved the country's religious ban on women drivers and took the wheel.

About 50 women reported, mostly on Twitter, that they had driven, with some posting videos on YouTube of their drives.

Their actions are the culmination of several weeks of calls for women who have legal driving licenses from other countries to defy the prohibition.

Reports from The New York Times, the Associated Press, and other media indicate little interference with many of the drivers.

Lynsey Addario, a reporter who rode with one Saudi woman driver as a part of the protest, said their car had been stopped by no fewer than six police cars.

Ultimately, she said, the Saudi woman behind the wheel was ticketed for driving without a license and let go.

Two days ago, dozens of women circled the Saudi embassy in Washington, D.C., in their cars to call attention to the ban and highlight today's protest.

No other country in the world forbids women from driving, but interpretation of Shariah religious law in the Kingdom of Saud is aggressively enforced by the nation's religious police. They have been seen to beat women whose clothes or hair they deem to be insufficiently modest.

Today's protest had been promoted via social media by a Saudi woman, Manal Al-Sherif, who was arrested, twice, and held for nine days before being released by police.

Also before the protest, a group on Facebook called "the Iqai Campaign" sprung up against the right of women to drive. It suggested, among other actions, that women be whipped if they drove--today or any other day.

While today's action appears to have been peaceful by the reports received so far, repression continues. Only last week, six women were arrested and questioned on charges of that they had driven.

It is unclear how much impact today's action had. A speech against the ban earlier this year by the far more influential Saudi Prince Alwaleed bin Talal has had little effect as yet.

But at least it brings to the world's attention the persistence of an absolute ban that clearly deprives the women of Saudi Arabia of freedom, movement, and independence.

Which is most likely the idea.

[The New York Times, Christian Science Monitor, AP via Fox News]

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NHTSA Puts Industry On Notice: A Car Is Not A Mobile Device

Continuing a campaign initiated by Secretary of Transportation Ray LaHood, the administrator of the National Highway Traffic Safety Administration (NHTSA) addressed the Telematics Detroit 2011 conference with harsh words on the growing trend to integrate infotainment technology into cars.

David Strickland told those assembled, “I’m just putting everyone on notice. A car is not a mobile device. I’m not in the business of helping people tweet better. I’m not in the business of helping people post on Facebook better.”

That’s not to say that the NHTSA and DOT are opposed to all telematics applications. In fact, the agencies support systems that provide remote vehicle diagnostics, on-board navigation and automated crash response (like GM’s OnStar and Hyundai’s Blue Link). What the agencies oppose is any on-board system that leads to distracted driving, frequently citing that 995 of the 30,797 fatal crashes in 2009 involved drivers using cell phones. 

Automakers, on the other hand, are caught between what the government requires and what their customers want. Generation Y drivers are focused on in-car technology and don’t see texting as a distraction to driving; instead, they see driving as a distraction to texting, which is an alarming trend by itself.

Unless--or until--cars become automated transportation pods requiring no driver involvement, this clash between technology, the NHTSA and automakers won’t find an easy resolution.

[Detroit Free Press, CNBC]

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Take and Give: To Give Performance, Take Pounds

I’ve been covering cars for well over a decade, and never have I seen what I’m witnessing now: myriad new vehicles that are actually lighter and smaller (or at least no bigger) than the ones they’ve replaced. For as long as I can remember, next-gen cars have always been heavier and larger than their predecessors.

Some of the corpulence can be attributed to such newfound goodies as airbags, side-impact beams, navigation units, and megawatt stereos, but most of it is due to America’s idea that bigger is always better. This is why today’s Jetta is the size of yesterday’s Passat, and why the five-passenger Odyssey MPV has ballooned into the eight-passenger Odyssey B-U-S. Consumers may very well have wanted these bigger rigs, and automakers were more than willing to oblige them.

Not anymore. Sure, automakers are still out to satisfy the customer and make a buck-it is the car business, after all — but in many instances they’re doing so without upsizing a new model. And, yes, even the gluttonous American consumer, in a time when volatile crude prices have pushed gas and diesel to around $4 per gallon nationally, is redefining “size matters.” Small and light are in, especially for performance vehicles, and automakers are hopping onboard. Want proof?

Let’s start with a gaudy example, the all-new Lamborghini Aventador. Never known for caressing a scale, Lamborghini’s past supercars were always relatively heavy machines, a fact that didn’t matter much because they housed the auto equivalent of a Pratt & Whitney turbofan behind the front seats. At around 3600 pounds, the Aventador weighs about 300 pounds less than the previous Murciélago SV. Jenny Craig isn’t a Lamborghini spokesperson, but if she were, she’d tout the Aventador’s feathery 325-pound carbon monocoque body cell, and point out that it isn’t any taller and is actually slightly skinnier than the Murciélago.

Moving from the exotic to the everyday, there’s Hyundai’s Sonata 2.0T. Narrower and shorter in length than the previous boxy gen, the dashing current model measures lower in cabin volume but still is tops in its class. In addition to such weight savings as a 26-pound-lighter transmission with 62 fewer parts, the Sonata 2.0T uses a turbo four-cylinder in place of the old V-6, improving all aspects of performance-acceleration, handling, braking, fuel economy-thanks to less mass and more oomph.

And a vehicle’s performance can even go up when power goes down. Take the new Subaru Impreza. A half-inch reduced in stature but no longer or wider, it tips the scales with about 160 fewer pounds, helping the 22-horse-weaker 2.0-liter seem as spunky as the outgoing 2.5.

Then there’s Honda’s freshly minted Civic Si sedan. Despite a larger engine that delivers more power, torque, and mpg, the new Si four-door hasn’t grown in exterior size, and, per Honda scales, weighs 59 fewer pounds. Key interior measurements such as total volume and rear legroom have swelled. Clever packaging, yes, but more than that, the Si has been expertly engineered using lighter high-strength steels, electric power steering, a polypropylene fuel tank, and interior sound-deadening.

Automakers have shown where there’s a will there are weight savings, and with it, higher performance. Removing pounds is akin to adding power. Less is more-more or less.

Illustration Doug Fraser

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2011 Mercedes-Benz S-Class

Spanning a wide gulf at the top of the Mercedes sedan range, the S-Class appeals to captains of industry, celebrities, and the merely affluent. It's just short of the doily crowd's Maybach 57 and 62—more than $200k in top AMG S65 tune, and about $90k in its most affordable S400 Hybrid guise. From earth-friendly to exclusive and exotically fast, the 2011 Mercedes-Benz S-Class does it all in superb comfort.

Whether from the inside or the outside, the S-Class has changed little in appearance since the current generation made its U.S. debut, for 2007. But to most people, that's fine; the S has never been particularly edgy from a design standpoint. Last year, the S-Class got a reshaped grille, smoother front bumpers, new rear bumpers, and LED turn signals within the headlamps; meanwhile, AMG versions gained a new grille, deep air dams, and new wheel designs up to 20 inch. Inside the S-Class, Mercedes-Benz has gone with a simplified, living-room aesthetic; the overall look and feel is relaxed, with a wide, ornately grained wave of wood bridging the cabin.

The 2011 Mercedes-Benz S-Class is again offered in five models, each with distinctly different powertrains. Two offer V-8 engines, two have V-12s, and one melds V-6 and electric power. The mainstream model of the lineup is S550, powered by a 382-horsepower, 5.5-liter V-8. It comes with a seven-speed automatic and either rear- or all-wheel drive, and can spool up to 60 mph in about 5.5 seconds. V-12 models move even quicker and with an almost effortless quiet whir, while the entry Mercedes-Benz S400 Hybrid, which was new last year, provides the slowest performance of any model in the S-Class lineup, yet comes with fuel economy figures of up to 25 mpg highway—a much better fit for the socially conscious. The Hybrid pairs a lithium-ion battery pack with 20-hp-equivalent electric motors, a 275-hp V-6 gas engine, and a seven-speed automatic.

Either of these S-Class models handle quite well—and probably considerably better than you might think; and that's at least in part due to a host of electronics. The standard air suspension gets adaptive damping in the S600, which tailors ride quality to suit rough roads or fast-change switchbacks. Even without it, the S-Class has a very absorbent, well-settled ride that manages to soak up small potholes with little jarring inside the cabin, while remaining remarkably quiet.

For those craving a near exotic-car level of performance (and exclusivity), but with practicality that's on par with other S-Class models, there are two blistering AMG models. The S63 AMG installs the in-house tuner's 6.2-liter V-8 worth 518 hp, and a 0-60 mph time of 4.5 seconds, while the S65 AMG, topping $200k, throttles the turbo V-12 for a stupendous 604 hp, twists out a 4.3-second time from 0-60 mph, and hurtles on to a limited top end of 186 mph.

Regardless of which powertrain you choose in the 2011 Mercedes-Benz S-Class, you essentially get the same interior packaging. And that means you get superbly accommodating front seats, a spacious, well-designed cabin, and easy access and entry for those in back, too. All S-Class variants here in the U.S. are long-wheelbase versions—meaning that even with the front seats back all the way, there's still enough back-seat space, and doors open wide for easy access; it's truly limo-like. Whether you get the active suspension system or the base air suspension, the S-Class will soak up even the roughest washboard surfaces or potholed city streets without ever feeling floaty.

Interior tech is among the best in any vehicle, with a number of features aiding, not distracting the driving experience. Active Body Control aids ride and performance, while items like multicontour seats help hold you in place and in comfort. One of the few exceptions is COMAND, an interface that's still a bit involved and distracting—and less intuitive than the systems from most other luxury automakers.

In addition to tech features, traditional luxury and comfort features are here in full force—including a heated steering wheel; a panoramic sunroof; and a power rear sunshade. Even the S550 has a wood and leather steering wheel; active ventilated and heated front seats; new wheels; ambient lighting and a power trunk lid. A sunroof is standard, along with a power tilt/telescope steering wheel; 14-way power heated front seats; and leather upholstery. The S400 Hybrid shares all this gear, minus the automatic high beams and front-seat ventilation. 

The 2011 Mercedes-Benz S-Class is conservative yet fashionable, with smooth, nicely sculpted exteriors and rich, inviting interiors. See details and best of the Web From mindful and green to pavement-scorching, the 2011 Mercedes-Benz S-Class lineup runs the gamut of affluent image machines when it comes to performance. See details and best of the Web The 2011 Mercedes-Benz S-Class is a luxury car in every respect, with a very spacious, well-designed cabin and rich appointments?no matter which variant you choose. See details and best of the Web A longstanding reputation for occupant protection, combines with some of the latest accident-avoidance developments, allow us to point to the 2011 S-Class as one of the safest sedans?even if crash-test scores aren't available. See details and best of the Web The 2011 Mercedes-Benz S-Class has plenty of features that coddle and entertain?as well as some that improve the driving experience without adding fuss. See details and best of the Web Most of the 2011 Mercedes-Benz S-Class is very thirsty for premium fuel, but the S400 Hybrid is a smart choice for anyone wanting to alleviate some of the guilt. See details and best of the Web High-speed poiseFantastic multicontour seatsVast backseat spaceExotic performance of AMG modelsThe agility of a smaller sedanGet Dealer Price Quotes Very, very priceyCOMAND controllerToo conservative for some

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2012 Buick LaCrosse eAssist Priced

Buick has released pricing on their mild-hybrid, four-cylinder LaCrosse eAssist, showing that it will sticker at $30,820 (including a destination charge of $860) before you begin adding options. Technically, that allows Buick to claim it’s priced “below $30,000," which also makes it less expensive than full hybrid luxury sedans from Lincoln and Lexus.

Buick is careful to avoid calling the LaCrosse eAssist a hybrid, primarily for marketing reasons. Unlike a conventional parallel hybrid, which can often be driven a limited distance, at a limited speed, on battery power alone, the Buick Lacrosse eAssist is a “mild hybrid” that uses an electric motor to restart the engine and provide supplemental power.

GM’s mild hybrid design relies on an electric motor that also serves duty as an alternator and starter motor. The motor, mounted where a traditional alternator would be, restarts the engine and provides supplemental torque to the crankshaft via a self-tensioning belt. A 0.5-kilowatt-hour lithium-ion battery pack provides power as needed, and the LaCrosse eAssist uses regenerative braking to replenish the batteries’ charge.

The combination of start-stop technology (which shuts off the engine when the car isn’t moving) and the supplemental torque provided by the electric motor (which allows use of a higher gear ratios) gives the LaCrosse eAssist fairly impressive fuel economy. It’s rated at 25 mpg city and 37 mph highway, which represents an increase of 30 percent in city fuel economy over last year’s four-cylinder LaCrosse. The eAssist system will aid drivability compared to the four-cylinder version as well, something we found to be needed in our review of the 2011 LaCrosse.

 Look for the LaCrosse eAssist to hit dealer showrooms in the next several weeks.

[Green Car Reports]

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Jaguar engineer: X-Type replacement to be RWD

Jaguar’s upcoming compact luxury sedan will feature a rear-wheel-drive platform, says one of the company’s top engineers.

The as-of-yet-unnamed small sedan has been out of production for about two years after a the weak-selling first generation was canned. Based on the front-wheel-drive Ford Mondeo, most X-Types were all-wheel-drive – two vehicle configurations that were essentially unheard of for Jaguar-branded vehicles.

“We learned a massive lesson,” Jaguar group engineering chief Bob Joyce told Australia’s GoAuto. The new car will feature a rear-drive platform “because that’s what we’re good at.”

“I think there was a lot of noise at the time about the X-Type being related to the Mondeo, but it also missed out on a lot of things. It was constrained by the fact that we didn’t have a diesel version in Europe and we didn’t have an estate.”

Jaguar did later add both diesel and estate (station wagon) versions, but they were simply a case of “too little, too late” for the doomed X-Type.

What we know so far
Reports suggest that the X-Type could ride on a shortened version the next-generation XK platform. The premium rear-wheel-drive architecture set to underpin the replacement for Jaguar’s svelte – but pricey – coupe and convertible models would no doubt alleviate any driving dynamics concerns raised by the last X-Type.

The use of the expensive XK platform might seem a bit odd in a lower-priced model, but Jaguar could be betting on making up for the initial costs by going for high volumes. Previously, it had been hinted that Jaguar would use a sophisticated dedicated aluminum platform for the X-Type; sharing such technology with the XK seems considerably more feasible if Jaguar wants to sell the car for around $40,000 in the United States.

According to Automotive News, the next-generation X-Type has also been approved in both sedan and five-door/wagon variants in an effort to better compete with the “default” German offerings, the BMW 3-Series and Mercedes-Benz C-Class.

The latest reports suggest that the next-generation small Jaguar could go on sale as soon as 2014, although we’ve previously heard that a late 2013 on-sale date is more likely, while others suggest 2015.

Leftlane has specifically asked Jaguar designer Ian Callum about the potential of a smaller sedan model, but the revered Brit has kept quiet, rewarding us instead with a sly grin.

We can at least speculate that the reborn X-Type would boast lines similar to those seen on the all-new Jaguar XJ, although they’ll probably be toned down a bit in an effort to appeal to a wider audience. It’s hard for us to imagine a wagon variant using the XJ’s design language, but Callum has been known to surprise.

As for powertrains, small-displacement turobcharged four-cylinder gasoline and diesel offerings seem most likely given stringent fuel economy standards. Especially in Europe, it will be important for Jaguar to keep displacements low if it wants to compete in the highly lucrative tax-regulated commercial vehicle market.

And don’t look for the X-Type name to return. Reports have suggested both XE and XS nomenclature, both of which would fit in well with Jaguar’s planned return to alphanumeric naming.

References
1.’Jaguar’s next small…’ view
2.’Kleine Jaguar gaat…’ view
3.’3 New vehicles…’ view
4.’Rear drive for…’ view

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