Datasets:

SetFit

/

xglue_nc

like 0

Follow

SetFit 40

Is your body trying to tell you something? Time for a new approach? Juggling a career, family and social life leaves little down time for the aches and pains of daily life. Yet, ignoring some of these symptoms could lead to bigger health issues down the road. If you feel tired, sad, have no interest in sex or find yourself popping ibuprofen for daily headaches, it may be time for a new approach. Experts tell how to interpret the signs it's time to give yourself a health makeover.--By Linda Melone You feel sad for no reason Sadness that may seem to occur out of the blue usually has a sound basis behind it, says Ernest J. Bordini, Ph.D., psychologist and executive director of Clinical Psychology Associates of Central Florida. "It's often associated with a loss, which can be as simple as being too busy to follow up on having coffee with a friend or with a major transition, such as children going off to college," Bordini said. Women are 70 percent more likely to experience depression in their lifetime than men, according to the National Institute for Mental Health. Bordini suggests seeing a doctor for a medical assessment to rule out physical causes such as thyroid issues. Counseling and medications may be prescribed to help in cases of clinical depression, which include sadness that persists for more than a couple of weeks and is accompanied by symptoms such as appetite or sleep changes, frequent crying and loss of libido. You have zero interest in sex The desire for sex waxes and wanes for women over the years and can vary depending on life changes such as pregnancy, menopause or illness. Medications such as antidepressants can also lower libido. "Women differ in their sex drives and loss of libido can be associated with many factors," says Bordini. Anemia, low thyroid, hormonal changes, and other medical causes can produce loss of libido, for example. Stress may also reduce interest in sex, as can fatigue and lack of sleep.If your lack of sexual desire becomes an issue, talk to your doctor to rule out a physical cause or any medication side effects, says Bordini. Then try lifestyle changes such as exercise. "Sometimes loss of libido can reflect a signal or message that a couple is not attending enough to the relationship itself, that there is a need for some creativity or reinvestment," says Bordini. Your joints ache Knee pain after a night of dancing or shoulder pain after spending hours on the computer may be simple muscle strains or something more serious such as osteoarthritis or fibromyalgia. Both fibromyalgia and osteoarthritis affect more women than men. Women comprise 80 to 90 percent of fibromyalgia patients (a chronic disease characterized by tender points in the muscle); osteoarthritis affects 26 percent of women versus 18 percent of men. "Figuring out the cause requires finding the origin of the pain," says Howard Schubiner, M.D., director of the Mind Body Medicine Center at Providence Hospital, Southfield, Mich. "If it's actually in the joint your doctor should check for disorders of the joint such as arthritis or a trauma-induced joint disease. If the pain is more in the muscle areas, it is less likely (but not impossible) for it to be a joint problem."Most muscle pain is due to muscle pulls or strains and should improve with rest and simple measures, says Schubiner. "Chronic muscle pain is more likely to be caused by fibromyalgia, but there are some other disorders that need to be ruled out first by a visit to your doctor." You're tired by midday A high-carb lunch may not be the only reason you're falling asleep at your desk by mid-afternoon. Tiredness and fatigue not relieved by sleep may be a sign of chronic fatigue syndrome, which most often occurs in women ages 30 to 50. Anemia, low thyroid, depression and lack of sleep may also contribute to fatigue, says Schubiner. "Simple blood tests can rule out the first two and a concerted effort at getting enough sleep will usually take care of mild fatigue."Mid-day fatigue can occur due to skipping breakfast (or lunch), too many sweets or not getting a balanced diet with enough protein. See a doctor if your fatigue lasts for six months or longer and is not relieved by bed rest. Your knees hurt Painful knees after a run or when walking down stairs could be due to a wide range of reasons. In general, biomechanics (e.g. wider hips) and hormonal fluctuations make women more likely to suffer knee injuries than their male counterparts. "Osteoarthritis of the knee is also more common in women between the ages of 40 and 50," says Abby Abelson, M.D., chair of the department of Rheumatic & Immunologic Diseases at Cleveland Clinic.Women are also more prone to certain conditions such as tendonitis and ACL (knee stabilizing ligaments) injuries, says Anna M. Lasak, M.D., assistant professor at The Arthur S. Abramson Department of Physical Medicine and Rehabilitation at Montefiore Medical Park in the Bronx, N.Y. To prevent knee injuries, Lasak recommends wearing supportive running shoes, progressing your exercise routine gradually and avoiding running on hard surfaces by choosing grass or sand over concrete. Your head aches An all-day meeting, deadlines up to here and now hubby just invited the boss for dinner -- tonight. Who wouldn't get a headache? "Tension-type headaches are most common, but migraines are the most common type of headache that brings a person into the doctor's office," says Brian M. Grosberg, M.D., director of the Montefiore Headache Center in the Bronx. "Women are affected by migraines nearly three times more often than men." Migraines differ from tension headaches in several ways: migraines typically affect one side of the face, where tension headaches occur on both sides of the head. Migraines also produce pulsating or throbbing, light and/or sound sensitivity and nausea and vomiting, which tension headaches do not.While a stressful day can trigger a headache, a change in the pattern of your headaches may be cause for concern, says Grosberg. Other red flags include the sudden onset of pain, where a headache comes on with maximum intensity all at once, a headache that occurs only during certain body positions, headaches provoked by certain activities or a progression of the number of headaches over time. You can't make it up a flight of stairs without wheezing You take the stairs at work to get in a few minutes of cardio, but by the time you reach the top you're out of breath and wheezing. Are you just out of shape -- or could it be something more serious such as asthma? For women, the phase of the menstrual cycle could be a contributing factor. A study published in the American Journal of Respiratory and Critical Care Medicine links greater wheezing and coughing on days 10 to 22 of a woman's menstrual cycle, showing a potential connection between hormonal changes and respiratory symptoms."Wheezing is a common symptom for those with varying types of asthma," says Dr. David R. Nelson, board-certified pulmonologist at Barlow Respiratory Hospital in Wittier, Calif. Wheezing from asthma can be brought on by exercise or an allergy. "Wheezing can also appear temporarily after a respiratory infection, but if persistent would merit a trip to the doctor," says Nelson. You get stress fractures from Zumba These tiny cracks in the bone are one of the most common sports injuries in women and typically occur in the foot, pelvis, tibia or femur, says Dr. Lasak. In some cases they could indicate osteoporosis. "While a bone density test will not be considered necessary for all women with stress fractures, the presence of risk factors for osteopenia or osteoporosis (e.g. heredity, a prior eating disorder) will likely require a bone scan," says Lasak. An evaluation may also include a nutritional assessment as well as a vitamin D and calcium level check.To prevent stress fractures, Lasak recommends women buy new athletic shoes every six months (worn shoes don't have adequate shock absorption properties), develop healthy eating habits and check vitamin D levels regularly. You just don't feel right A vague, uneasy, anxious feeling may simply be stress, but for women at high risk, it could also be a symptom of an impending heart attack. Heart disease remains the leading cause of death among women in the U.S., according to the Centers for Disease Control and Prevention. Feelings of anxiety and uneasiness prior to an imminent heart attack are likely due to the body's response to any type of fight or flight syndrome, says Dr. David Frid, cardiologist with the Cleveland Clinic. "Your blood pressure may go up and you may feel flushed and a little more anxious overall." In addition, women are more likely to experience shoulder or back pain than men.See a doctor if the symptoms persist, become more severe or if you have these risk factors: you're menopausal, have a family history, high cholesterol or are obese. "Know your risk factors and be proactive by doing what you can to reduce your risk," says Frid. You're thirsty all the time It's one thing if you're thirsty after a salty meal or on a hot summer day, but if your thirst becomes excessive or ongoing, it could be a symptom of diabetes. Diabetes affects women particularly hard, causing difficulties during pregnancy and increasing the risk of heart attack at a younger age. Women with diabetes are also at a greater risk of developing premature menopause along with increased risk of heart disease. "The key hallmark of thirst as a symptom of diabetes is when it's coupled with frequent urination," says Deborah Clegg, Ph.D., associate professor in the Touchstone Diabetes Center at UT Southwestern Medical Center in Dallas. "Your body is unable to use the sugar so you urinate it out, which may be as often as every 20 to 30 minutes." Thirst, fatigue, hunger and weight loss are other symptoms which may indicate diabetes. If you have these symptoms, Clegg recommends you make an appointment with your doctor for a fasting blood sugar draw. You sometimes can't recall friends' names If you forget where you put your car keys or suddenly can't recall a friend's name, could it be something more than simple forgetfulness? This type of forgetfulness is likely going to face all of us at some point in our lives, says Dr. Jagan Pillai, neurologist at the Cleveland Clinic Center for Brain Health. "If you forget a name or song title, it should come back to you within a short time. "Temporary memory loss may happen for a number of reasons. Often times you may not be initially storing the information in the first place because you're distracted or not paying full attention, says Pillai. If your memory does not come back after a day or so, or you're forgetting entire conversations, it may be time to see a physician. Woman may be more at risk for Alzheimer's disease and dementia than men. Sixteen percent of women in the U.S. age 71 and older have some type of dementia compared to 11 percent of men, according to the Alzheimer's Association. (Although researchers note this may be due to women living longer than men.) You leak a little when you laugh or sneeze Laughing, lifting something heavy and sneezing that results in urinary leakage happens to an estimated 11 million women in the U.S., says Dr. Lasak. As major contributing causes of urinary incontinence (UI), pregnancy, childbirth and menopause makes UI twice as common in women as men. Pregnancy and childbirth can weaken the pelvic floor and damage nerves that control the bladder. A drop in estrogen during menopause may weaken the tissue in the urethra. Fortunately, women can prevent UI or reduce the symptoms in many ways. "Strengthening of pelvic floor muscles, known as a Kegel exercise, should be an important part of every woman's daily exercise routine, starting with adolescence," says Lasak. The best exercise to strengthen the pelvic floor muscles is to contract the pelvic muscle in the same way you would contract if you need to stop the urine flow. Hold for three seconds and relax; repeat 10 times for three sets.

health

Get the lowdown on the 11 foods most likely to make you sick. Know the culprits Every year, about one in six Americans contracts a foodborne illness, according to the Centers for Disease Control and Prevention. Food-poisoning symptoms are severe enough to send 128,000 people to the hospital and to kill 3,000 annually. Bacteria, viruses, chemicals and parasites can all be the culprits. Foodborne illness happens year-round. In summer, hot days and picnics pose extra hazards. In fall and winter, holiday potlucks combine food-handling mysteries with temperature-control issues. "Most bacteria can multiply in 30 minutes," says Marlene Janes, associate professor at the Louisiana State University Food Science Department. Bacteria love heat, whether from summer sun or your cozy house in winter. If you suddenly have abdominal pain, chills, vomiting, diarrhea and/or fever, it could be that potluck cole slaw or an undercooked Thanksgiving turkey. Fortunately, consumers can do a lot to minimize their chance of coming down with a foodborne illness, Janes says. Leafy greens Nearly half of foodborne illnesses stem from produce, especially leafy greens, according to the CDC. This is bad news for Monica Theis and other dietitians trying to promote healthful eating. "I strongly support more consumption of fresh fruits and vegetables," says Theis, a food-safety specialist at the University of Wisconsin at Madison. "A challenge with fresh produce is we don't always cook it. So we don't have the advantage of that kill step." She recommends buying from a reputable source, keeping produce refrigerated and rinsing it in cold water before eating. If you buy pre-washed spinach, don't wash it again at home, because you might introduce new contaminants. Pathogens often enter the produce from untreated water supplies. Many small farmers use water from wells, rivers and creeks to irrigate their crops, Janes says. Dairy Milk took a huge leap in safety when chemist Louis Pasteur developed the pasteurization process in the 1880s. But dairy products still manage to be the runner-up in transmitting the most cases of foodborne illnesses. Despite more than 100 years of science behind pasteurization, some natural-food proponents tout the superiority of raw milk. Raw, unpasteurized dairy products are more likely to contain E. coli, listeria and salmonella than pasteurized products. Young children, pregnant women, elderly people and those with compromised immune systems are especially at risk. Listeria has shown up recently in artisanal cheese from Wisconsin, as well as in cantaloupe and processed meat. "One challenge with listeria is it grows at refrigerated temperatures," Theis says, "so it's a pretty scary bug." Listeria is one of the more severe foodborne illnesses and may result in death. Poultry Contaminated poultry causes about 19 percent of deaths from foodborne illnesses, more than any other food product, according to the CDC. Listeria and salmonella are the most frequent causes. Campylobacter, a diarrhea-causing bacteria that lives in the intestines of birds, can make many people sick with fever and cramping but is seldom serious. Getting sick from poultry is almost entirely preventable. Theis, who consults on food safety in institutional settings, says checking the temperature of chicken with a kitchen thermometer is standard practice. "It seems a little perhaps clinical to do it in the home, but if you want to be sure, there you go," she says. Cook your poultry to 165 degrees and you'll kill the micro-organisms. To avoid cross-contamination, wash your cutting board with dish detergent and rinse in hot water before switching from chopping poultry to vegetables. To be extra careful, sanitize with a diluted chlorine solution. Eggs Some types of salmonella infect hen ovaries, so that even an egg that appears normal may not be. "One in 20,000 eggs is contaminated with salmonella," Theis says. "But you don't want to be the one that gets it."The 1976 movie "Rocky" inspired fans to copy the young boxer's raw-egg smoothie. That's a no-no, Janes says, adding that eating raw cookie dough made with eggs is also contraindicated for people wanting to remain healthy. Avoiding salmonella from eggs is simple. Choose eggs with intact shells. Refrigerate them as soon as possible. Cook eggs and foods containing eggs thoroughly. Fish and shellfish Shellfish are filter feeders, meaning they eat by straining food particles from the water. Over time, they accumulate whatever pathogens are in the sea. Fish and shellfish account for about 6 percent of foodborne illnesses and 6 percent of deaths from foodborne illnesses, according to the CDC. Grouper, tuna, salmon, shrimp and lobster are especially likely to convey illnesses to diners. In some cases, the water was contaminated by norovirus or Vibrio bacteria. In others, naturally occurring toxins in the fish cause illness. For the safest dinner, buy fresh fish that's clear-eyed and not too fishy-smelling. Take frozen fish straight from the store to your home freezer. The FDA recommends cooking fish and shellfish to an internal temperature of 145 degrees. Oysters Oysters are also filter feeders. Janes, who lives in Louisiana, gets a firsthand look at the local oyster-fishing industry and its battles with norovirus. "My lab is trying to better understand how the oysters get contaminated," she says. Improper sewage dumping and lack of sufficient sanitation are the likeliest culprits. Oysters also concentrate Vibrio bacteria from sea water. Some types of Vibrio bacteria are particularly harmful to people with liver damage. "As long as they're cooked, it's OK," Janes says. "If you eat them raw, you're taking a chance." What about the famous aphrodisiacal properties of oysters? Don't be fooled. "That's just a way to promote them," she says. Baked potatoes Clostridium botulinum grows in soil and other places where there's no oxygen, forming heat-resistant spores. Potatoes, which grow underground, can come into contact with these spores. So be careful when baking potatoes. "If they're wrapped in tin foil, it creates a nice environment for spores to survive," Janes says. Botulism is one of the less common types of foodborne illness, but it's one of the most lethal toxins known to people, Janes says. To avoid spore growth, don't leave foil-wrapped baked potatoes sitting out at room temperature. Eat the potatoes within two hours of cooking. If you need to save them for later, keep them at 140 degrees or hotter, or refrigerate the baked potatoes within two hours of cooking. Home canning In the early 1900s, insufficiently cooked canned foods led to big botulism outbreaks. Government regulators cracked down on the canning industry and the botulism problem was mostly eliminated. However, home canning still results in occasional cases of botulism. Symptoms of botulism appear 18 hours to 10 days after eating the bad food. They include blurred vision, slurred speech, drooping eyelids and weak muscles. Untreated, victims may be paralyzed or die. If caught early enough, doctors can treat botulism with an anti-toxin made from horses. "I would not ever discourage someone from home canning," Theis says, "but I would definitely encourage them to know that they're doing. Contact a local expert if you've never canned before." Beef Raw meat may contain salmonella, listeria, E. coli or parasites. Cooking destroys these organisms, but you must handle and store meat properly to avoid recontamination. Foods that combine parts of many animals are especially hazardous, as one contaminated animal can ruin the whole batch. For example, hundreds of different cows might contribute to one hamburger.Cook hamburgers and meatloaf to 160 degrees, and whole cuts to 145. If you're grilling, allow meat to rest for five minutes after removing it from the grill. This lets the meat finish cooking. Bovine spongiform encephalopathy, also known as mad-cow disease, has killed more than 200 people in the U.K. but only four in the United States, as of 2012. People who eat cows that were fed the brains and spinal cords of other cows can develop a lethal variant of the disease. Cooking does not help. Pork When you eat bacon or a pork chop from a tainted pig, you swallow larvae of the trichinella worm. Your stomach acid dissolves the larvae's protective casings, which releases the worms and allows them to mature, mate and lay eggs in your small intestine. The new babies migrate to your muscles and form cysts. Symptoms of trichinosis include nausea, stomachache, diarrhea, fever, fatigue and vomiting within a couple of days of eating the bad meat. Several weeks later, you may develop additional symptoms, including swollen eyes, muscle pain, headaches, chills and itchy skin. While only a dozen Americans report trichinosis each year, pork may also contain other pathogens, such as listeria and salmonella. Thorough cooking protects you from these dangers. Cook ground pork to 160 degrees, chops or pork roasts to 145. Let the pork rest for three minutes before cutting and serving. Baby formula When it comes to fighting infection, infants and toddlers have insufficient immune systems. So food-handling precautions are especially important for the very young. Bacteria can quickly grow in formula that is left out at room temperatures, so bottle-fed babies are at higher risk for foodborne illnesses. Be sure to clean and disinfect baby bottles thoroughly. Despite the many types of foodborne illnesses, Theis cautions against developing a distorted understanding of food safety. "We simply do not and will never have a risk-free food supply," she says. But if we take care to buy food from reliable sources, then store and cook it appropriately, we can enjoy our meals with a high level of confidence.

health

Big boys don't cry. Grin and bear it. Suck it up. Warning signs For many men, to admit you're hurting risks dealing with chides from buddies who may feel you're being overly dramatic. Suffering through pain is a sign of machismo. But in some cases, ignoring or "toughing out" symptoms can put your health -- and in some cases, your life -- in danger. Here, experts talk about signs to never ignore. Sudden, severe dizziness When the room starts to spin for no foreseen reason, and you find yourself holding on to a wall or piece of furniture until it passes, you may want to get checked, says David Frid, MD, cardiologist with the Cleveland Clinic. "This type of dizziness (called syncope if you faint, or pre-syncope if less severe), could be a symptom of an underlying coronary artery disease or an arrhythmia, an abnormal heart rhythm." A too-fast heart rate, called ventricular tachycardia, may also be behind the dizzy spell. At the other extreme, a too-slow heart rate could also cause lightheadedness. "Even if the symptoms come and go, they should never be ignored, especially if you actually pass out," says Dr. Frid. Throbbing toothache or a chipped tooth Tooth pain can result from a variety of oral health issues, including decay, gum recession or gum infection due to impacted wisdom teeth and advanced periodontal disease that affects the tooth nerve, says Paul Kim, DDS, clinical director, northeast, of Great Expression Dental Centers based in Suffern, NY. "A toothache is like a fire alarm. The pain alerts you to a problem that, if caught early, can often be an easy fix." Left untreated, you may not only lose one or more teeth, but a spreading infection may affect you systemically, causing potentially serious problems for other organs in the body. "Ignoring a chipped tooth can lead to further degradation and, ultimately, loss of the entire tooth if ignored." In either case, get checked out by your oral health care provider immediately, regardless of whether the symptom eventually resolves itself on its own, as it often comes back worse than before. Pain near your belly button or right side A pain that feels like a muscle strain may be something much more serious. Pain that starts off near your navel and travels over to the right side after about 12 hours may be the start of appendicitis, especially when accompanied by a slight fever, says Dr. Sameer Sayeed, an internist with ColumbiaDoctors of Somers, NY. "You may think they pulled something. You can ignore it for 24 to 48 hours, but if the appendix is obstructed long enough, the bacteria accumulates and breaks into the large intestine and abdominal cavity, transferring infection throughout the body." This situation, known as a "burst appendix," can be fatal. If you have fever, chills and this type of pain, go to the nearest emergency room for an examination, says Sayeed. A feeling of dread out of nowhere It's one thing to feel anxious over giving a presentation in front of the CEO, but a panicky feeling out of the blue may be more than simple anxiety. "When the anxiety is accompanied by chest tightness or vague chest discomfort it can sometimes be related to coronary disease, aortic disease, or other serious conditions," says Andrew M. Freeman, MD, cardiologist with National Jewish Health, Denver, CO. "Anxiety with a sense of something bad impending should be taken seriously, especially if it's associated with chest discomfort, and it's always better to seek medical attention." If the symptoms occur with activity and go away with rest, coronary disease is more likely. See your personal physician or a cardiologist for further evaluation, especially if you have a family history of coronary disease, premature death, smoking or have high blood pressure or cholesterol, says Freeman. Indigestion nearly every night Too much food or drink can keep you awake if you're prone to indigestion, but if you feel the burn more than a few days in a row and over-the-counter medications don't ease symptoms, it may be something more serious, says Maxwell Chait, MD, a gastroenterologist at Columbia Doctors Medical Group. Indigestion may be a sign of Helicobacter pylori (H. pylori), a bacteria linked to peptic ulcer disease and even gastric cancer, according to a recent study published in the Journal of Clinical Investigation (Dec 2012). The presence of H. pylori does not always result in an ulcer or gastritis, however. "You may not know you have it," says Chait. "A simple breath test shows an active infection." See a doctor if your symptoms occur at times other than when you eat, you have risk factors for heart disease (genetics, high blood pressure, diabetes, etc.) and/or OTC meds don't relieve your symptoms. Your calf is tender and feels like it's on fire A sore calf may be more than a muscle pull, especially if you've been sitting for long hours in a car or on an airplane without moving around. That burning sensation could be a symptom of deep vein thrombosis, a blood clot that forms in a vein. "It's different from a muscle cramp in that a cramp usually goes away after a few minutes or so and a blood clot persists," says cardiologist Dr. Frid. "Ignoring it could result in the blood clot moving to the lungs, causing a pulmonary embolism (a blockage of a main artery in the lung)." Risks of developing a clot increase during prolonged periods of time sitting, especially if you're not drinking enough fluids. You're at a higher risk of developing a clot if you're obese, a smoker or have a history of cancers. If you think you may have a blood clot, see a doctor as soon as possible or go to an emergency room. "Don't put it off," says Frid. Your knee feels as if it's going to give out If your knee feels as if it's about to collapse under you while getting in and out of a car or walking downstairs, you may have an ACL tear. The ACL (anterior cruciate ligament) stabilizes the knee, so a tear can create feelings of instability, says David Geier, MD, orthopedic surgeon and director of sports medicine at the Medical University of South Carolina (MUSC). Athletes such as football or soccer players are prone to ACL tears, as they occur typically when changing direction or pivoting, but in some cases they can happen while simply walking. "If you had a specific traumatic injury you should see an orthopedic surgeon to determine if you suffered ligament damage that could cause your knee to buckle or give way," says Geier. On the other hand, if the weakness in your knee developed over time or with no injury, strengthening exercises for your quads usually help it get back to normal, says Geier. Leg lifts with ankle weights are typically prescribed. Sudden headache A sudden, severe headache that reaches maximum intensity instantly should always be checked, says Mark W. Green, MD, director of the Center for Headache and Pain Medicine and professor of neurology and anesthesiology at the Mount Sinai School of Medicine, NYC. "A cerebral hemorrhage is always a concern and cannot be excluded even if the headache goes away on its own." Small hemorrhages may seal up on their own and go away quickly, but it doesn't mean the next one won't kill you, says Green. On occasion, migraines can feel explosive, and not all sudden "thunderclap" headaches are serious, but you should get to an ER immediately to rule out a hemorrhage, says Green. A persistent fever for more than a few days You expect a fever when you're fighting off a cold or flu, but a fever that appears on its own without an accompanying sore throat and lasts for more than three days could be due to an underlying infection. "If you have a fever without cold symptoms and experience sweating or chills -- especially night chills -- you may have infective (or bacterial) endocarditis, an infection of the heart valves, says Dr. Sayeed."This infection could be from a dental procedure." Endocarditis occurs when germs enter the blood stream and attack the heart valve, often resulting in a leaky valve, and could be fatal if left untreated. If you recently had a dental procedure done and now have a fever, see a doctor immediately, says Sayeed. An underlying malignancy like leukemia or lymphoma may also be at work and can cause fevers that last for weeks. Sudden flashes of light in your field of vision Unless someone just took your photo with a flash, sudden flashes of light in your vision may represent a number of different disorders, says Sandy T. Feldman, MD, MS, ophthalmologist and founder of ClearView Eye & Laser Medical Center in San Diego. "Some can lead to visual loss without prompt treatment. These flashes may be one of the earliest symptoms of a retinal detachment." Not all symptoms of flashing lights represent retinal detachments, but you should seek the care of an eye doctor immediately if you experience this, says Feldman. Factors that increase the risk of retinal detachment include nearsightedness, prior cataract surgery, trauma to the eye and a thinning of the retina called lattice retinal degeneration. Age-related changes and migraines may also cause light flashes. Painful popping deep in the shoulder joint Joints that creak and pop aren't always a reason for concern, and a shoulder that pops with overhead motion is common, says orthopedist Dr. Geier. "However, if the popping is painful, especially if it feels like it is coming from very deep within the shoulder, it could be the result of an underlying labral tear." The labrum acts as a cartilage "bumper" along the socket in the shoulder, and it plays a role in the stability of the shoulder, Geier explains. "Labral tears can limit the ability of overhead athletes to perform the functions of their sports, and manual laborers have difficulty doing heavy lifting and other duties of their jobs." If you experience a popping with pain, see an orthopedic surgeon to determine if a labral tear may be the cause. Painful urination Although women are more likely to experience urinary tract infections, men can also find themselves suffering from the same painful symptom. "Painful urination can be a sign of urinary infection in men of all ages and STDs in younger men," says Culley Carson, MD, chief of urology for the University of North Carolina Hospitals. "It can also be a sign of an enlarged prostate or benign prostatic hyperplasia (BPH) in older men. "The greatest concern for men experiencing this symptom is prostate or bladder cancer, especially when associated with hematuria (red blood cells in the urine) or elevated PSA, as in the case of prostate cancer, says Carson. Men should see their primary care specialist, who may then recommend an evaluation by a urologist.

health

Here's how to get rid of toxins in each room of your house. Dangers at home Knowing that toxins are everywhere can make the challenge of getting rid of them all the more formidable. But just as people typically clean their homes room by room, eliminating toxic-ridden items in the same orderly room-by-room fashion may be just the perk that environmentally conscious homeowners need. Here's a tour of 10 areas of a home that that toxic objects or furnishings like to inhabit. Kitchen: Oven Cleaner For consumers without a self-cleaning oven, periodic scrub downs are mandatory. Unfortunately, commercially available oven cleaners can be just as onerous as the cleaning task at hand. "Oven cleaners are full of dangerous ingredients, including lye also known as 'caustic soda' ethers, ethylene glycol, methylene chloride and petroleum distillates," says Walter Crinnion, a naturopathic physician and chair of the environmental medicine department at Southwest College of Naturopathic Medicine in Tempe, Arizona. Because oven cleaners with these ingredients can burn the skin, it's important to wear gloves while handling the item. Even spraying the aerosol contents involves releasing the neurotoxic solvent butane.Fortunately, a simple paste of baking soda and water, applied to the mess, may be all you need to keep your oven clean. And to cut down on grease deposits, lay pans or foiled-lined receptacles at the bottom of the oven to help catch pan drippings. Bathroom: Toothpaste Having a favorite toothpaste may help ensure good dental hygiene. But the anti-bacterial and toxic ingredient triclosan, found in many dentifrices, may harm the rest of your body. "The Centers for Disease Control and Prevention has noted that triclosan has been found in everyone they've done toxicity testing on," says Crinnion, the author of Clean, Green & Lean: Get Rid of the Toxins that Make You Fat. "Think of triclosan as a chlorinated pesticide, which means that it causes allergies and imbalances the immune system, just like other chlorinated pesticides." In children the substance has been associated with high rates of hay fever. Because, says Crinnion, the substance has become part of our toxic burden, he advises against buying toothpaste and other products containing this ingredient. Dining Room: Candles Burning candles can add more than atmosphere to an event. Candlelight usually means the room is filling up with toxins. "To enhance slow burning, many candles on the market, mainly those that are scented, have metal wires that contain lead inside their wicks," says Crinnion. "These wicks are responsible for a hazardous level of lead release, which has been associated with learning disabilities and Parkinson's Disease. And the candles' artificial fragrances contain plasticizers and other solvent-type mixtures." Crinnion underscores the toxic risk that occurs with all types of combustion, even when you're burning natural beeswax candles. "Combustion involves the release of hydrocarbons which leads to oxidative damage and respiratory problems," he says. His advice: "Burn candles only on special occasions and not for long periods of time." Living Room: Carpets Right below cigarette smoke, carpets are the worst polluters in the home," says Crinnion. "They contain a host of environmental chemicals, including flame retardants, anti-stain ingredients, and volatile organic compounds." He notes that one substance in new carpets is p-dichlorobenzene, which is a carcinogen. And the "new carpet smell" that so many homeowners are proud of? "That comes from 4-Phenylcyclohexene, which is a by-product of a process used in carpet backing, and has been linked to visual, nasal and respiratory problems," he says. Crinnion advises swapping out carpets for cotton throw rugs or, better yet, going barefoot on wood or tile floors. Laundry Room: Dryer Sheets Everyone likes clean clothes. But using dryer sheets to impart fragrance to freshly laundered items may have harmful physical consequences. "The components of synthetic fragrances, including benzyl acetate, benzyl alcohol and terpines, are toxic, and some are carcinogenic," says Crinnion. Crinnion says consumers who buy dryer sheets mainly for the fragrance need to realize that clothes being tossed in the dryer with these sheets are absorbing these toxins. "They'll eventually rest on the skin," he says. One alternative is mixing a few drops of essential oil with water and misting that solution directly onto bedding and other articles of clothing after they come out of the dryer. Children's Playroom: Art Supplies No parents want to inhibit their children's creativity. However, when it comes to art supplies, some items need to be carefully monitored. High on the list are permanent and dry-erase markers, which contain solvents, including xylene. "Xylene is a highly neurotoxic aromatic hydrocarbon which can irritate the nose, eyes, lungs and throat when used near the face," says Mary Cordaro, a healthy-building and indoor-air-quality consultant in Los Angeles, California, who's certified by the International Institute for Bau-Biologie and Ecology. Cordaro advises parents to substitute lead-free colored pencils for permanent markets. Water-based markers, although less toxic than the permanent variety, usually contain toxic alcohols whose released vapors can be inhaled. Nursery: Baby Wipes Baby wipes used by many parents may keep their infants clean and comfortable. But these items don't always keep toddlers safe. The reason, says Cordaro, is an antimicrobial chemical compound called Bronopol 2-Bromo-2-nitropropane-1,3-diol that's a typical baby-wipes' ingredient. Bronopol is toxic to the skin, immune systems and lungs. Pthalates, which are endocrine disruptors, are also typically found in wipes. One solution, says Cordaro, is either to buy baby-wipes that are free of these toxic substances, or make your own by experimenting with safe cleansers and emollients. Another option is using simple soap and water. Mud Room: Mold What happens when the wet clothes, footwear and sports equipment we stash in the mud room don't dry properly? "Partially wet items that stay wet for an extended period of time are a perfect environment where mold can grow and cause respiratory irritation, coughing and increase the symptoms of asthmas and allergies," says Crinnion. "Research has also found that mold suppresses the immune system, and that depression is linked to a high mold presence in the environment. "One way to decrease the risk of mold growth in the mud room is by wiping off or shaking out excess water before hanging up items. "Getting rid of a constant moisture source is critical," he says. Children's Bedroom: Toxic Furniture Parents often think that inexpensive particle-board furniture is good enough for the kids' bedrooms, where beds, dressers and storage units get the brunt of high-energy playtime activities. The issue, says Cordaro, is that plywood and particle board often called pressed wood are typically made with formaldehyde or isocyanate glues. "Both these glues are toxic, and the chemicals are out gassed and then inhaled," she says. "And brominated and chlorinated flame retardants, which are often found in upholstered furniture made with polyurethane foam, have been linked to cancer, neurological impairment and hormone disruption." Cordaro says that even second-hand solid wood furniture is a healthier option. "If you refinish wood pieces, use water-based, lead-free and non-VOC paints or finishes." Porch: Pressure-Treated Wood Sitting on the porch can be a hazardous form of relaxation because of the pressure-treated wood that's been used to construct your deck, says Cordaro. Pressure-treating lumber involves the forceful penetration of preservatives deep into the wood to keep it rot- and insect-resistant. Cordaro notes that the sale of one type of pressurized lumber treated with chromated copper arsenate was banned by the EPA nearly a decade ago. "Today the chemicals typically used are alkaline copper quat and copper azole," she says. "Although these are less hazardous than the copper arsenate from years ago, I don't recommend them because they're still too toxic." Cordaro advises homeowners to buy wood that's pressure-treated with a borate preservative called disodium octaborate tetrahydrate. "This least-toxic borate approach is very effective," she says.

health

Reduce your risk of health issues by reading your body's clues. Surprising predictors From hair color to arm length and earlobes, genetic traits may help predict the risk of certain health issues. Keep in mind, however, that one does not necessarily lead to the other, says Kevin R. Campbell, MD, FACC, cardiologist at Wake Heart and Vascular Associates, Raleigh, N.C. "Many of these studies are not cause-and-effect but association. For example, there's no way an earlobe crease causes heart disease. Your genetics are your genetics, but you can modify everything else," Campbell said. If you have one of these predispositions, take stock in your lifestyle habits and do what you can to reduce your risk. Redheads feel more pain When Julianne Moore and Christina Hendricks visit the dentist, they may need a bit more numbing medication than blonde and dark-haired dental patients. A study published in the journal Anesthesiology (2005) showed a link to red hair and an increased sensitivity to pain. "Some studies suggest that redheads may be more sensitive to thermal pain (temperature mediated) and potentially more resistant to the effect of subcutaneous anesthetics, as in when the dentist numbs you up," said David Maine, MD, director of the Center for Interventional Pain Medicine at Mercy Medical Center, Baltimore, Md. According to Maine, a mutation of the gene responsible for the redhead phenotype (what makes a redhead a redhead) may have some central function in the way the brain modulates pain sensitivity. If you're a redhead, let your doctor know if pain is a concern. Finger size ratio relates to verbal aggression If you fly off the handle easily, check your fingers. The ratio of relative finger length may indicate a greater tendency for verbal aggression in adults, according to new research published in the Journal of Communications (Oct. 2012). In two studies, researchers measured the ratio of length of the index finger (2D) to the length of the ring finger (4D) of more than 600 volunteers. Those with a smaller 2D:4D ratio reported more verbal aggression behaviors than those with higher ratios."This difference relates to the exposure and receptivity of the fetus to testosterone in the womb," said Allison Shaw, PhD, assistant professor in the communication department at the University at Buffalo State University of New York. Prior research also shows a link between this finger ratio and dominance, athletics and memory as well as physical aggression. "Keep in mind, however, that the amount of variation is so small to hundreds of decimal places in millimeters that it's really difficult to just look at someone's hands and predict who's going to be aggressive or not," said Shaw. So don't blame your fingers for your short temper. Lefties may be more prone to anxiety Moody much? If you write with your left hand, you may be more prone to anxiety than some of your right-handed friends, studies show. Handedness gives clues to the way the brain is wired." In fact, there's evidence that people who make greater use of both hands, as opposed to dominantly using a single hand all the time, experience greater interaction or cross-talk between the left and right hemispheres of the brain," says Keith B. Lyle, PhD, researcher and psychologist at the University of Louisville, Ky.This greater interaction may allow for increased flexibility in how people interpret and respond to anxiety-provoking situations. For example, people who use both hands may be able to see the positive aspects of anxiety-provoking situations or may be able to stop themselves from thinking about things that make them anxious, Lyle said. Anxious lefties may benefit from relaxation techniques such as mindfulness, meditation or yoga. Shorter people may live longer Tall people may need to stop with the short jokes, according to a study published in the Western Journal of Medicine (May, 2002). The study summarized findings of more than 25 years of research. Extensive data taken from animal studies show that people with smaller bodies often live longer and have delayed onset of chronic diseases. People living the longest include the Japanese, Hong Kong Chinese and Greeks, all shorter and weighing less than northern Europeans and North Americans.While these studies suggest a shorter body size may link to longevity, other factors influencing longevity include body weight, regular exercise and various health practices. "You can still practice healthy lifestyle habits to reduce your risk (of early death and chronic disease)," said Campbell. Looking older may be a predictor of heart disease Earlobe creases, a receding hairline, baldness and fatty deposits around the eyes not only age you, but may indicate health issues brewing, studies suggest. Many studies show that a linear wrinkle on one or both earlobes may be a predictor of cardiovascular events (i.e. heart attack), said Sameer Sayeed, MD, cardiologist with ColumbiaDoctors of Somers, N.Y. "Scientists offer no explanation for this link, but suggest it should be considered a factor in determining those patients who may be at a higher risk for cardiovascular disease. Wrinkles and gray hair in general are not associated with heart disease risk specifically, according to Sayeed. "However, studies found smokers are more susceptible to developing early wrinkles and skin changes. "Fatty deposits around the eyes may be due to a problem with cholesterol metabolism, either overproduction or inadequate removal from the body, said Sayeed, who recommends practicing a strict diet and exercise, taking preventative measures and closely monitoring cholesterol levels and blood pressure. Finger length may link to prostate cancer risk Finger length may provide more than a clue to verbal aggression. The amount of hormones in the womb also appears to influence finger length as it relates to prostate cancer risk, according to scientists at Britain's Warwick University and the Institute of Cancer Research (ICR). The 2010 study showed that men with longer index fingers than their ring fingers were one-third less likely to develop prostate cancer than men with the opposite pattern of finger lengths. The study showed that men with index and ring fingers of the same length had similar prostate cancer risk, but those with longer index fingers were 33 percent less likely to develop the disease.Researchers believe being exposed to less testosterone in utero may influence two genes that control finger length and offer protection against prostate cancer later in life. If you're at risk, take measures to protect yourself: eat a low-fat diet high in fruits and vegetables, exercise most days of the week, drink green tea and go easy on alcohol, the Mayo Clinic recommends. Women with short arms may be at a higher risk of Alzheimer's disease How far can you throw? Women with short arms (less than 60 inches across when held parallel to the ground) may be 1½ times more likely to develop Alzheimer's disease than women with longer reaches, according to a study published in the journal Neurology (2008). Researchers believe early nutrient deficiencies in childhood may contribute to this link. "An earlier study also showed that a shorter leg length related to a higher risk of dementia," said Jagan Pillai, MD, neurologist at the Cleveland Clinic Center for Brain Health who was not involved with the study. "There's an association, but what it actually means for individuals is hard to say. You can't generalize based on one measurement such as this." The bottom line: If you have shorter arms don't be concerned unless other symptoms crop up (memory loss, mood or behavior changes, etc.), in which case check with your doctor for a thorough evaluation. Lack of a sense of smell and Parkinson's linked Can't stop and smell the roses? Your sniffer could be trying to tell you something. A loss of the sense of smell may be a sign of the beginning of cognitive problems related to the onset of Parkinson's disease, according to a study published in the journal Brain (April 2012).Researchers at Japan's Tohoku University found a link between hyposmia, a reduced ability to smell and detect odors, and Parkinson's disease. In the study, 24 out of 44 subjects had severe hyposmia. Three years later those with hyposmia showed greater cognitive and motor impairment than those without hyposmia and 42 percent developed dementia. None of the other subjects showed signs of dementia. "A similar sense of smell problem has been noted in Alzheimer's disease," said Pillai. "But again, you can't diagnose on a single symptom." If you also experience tremors, rigid muscles and/or speech and writing changes see a doctor. Big belly could increase dementia risk Trouble fitting into your skinny jeans? Excess weight around your midsection an apple shaped body in mid-life could be a link to dementia and Alzheimer's later in life, according to a study published in the journal Neurology (March, 2008). The study showed that obese people with a large belly were three times more likely to be diagnosed with dementia in later years than those of normal weight and belly size. Diabetes, high cholesterol and high blood pressure that often accompany excess weight have all been linked to dementia, although we don't know the reason for the dementia, said Pillai. "You can't show a 'cause and effect' in a population study such as this, but you can show areas of concern to look into for public health." Keep belly fat to a minimum with a high-fiber diet. A 2011 study published in the journal Obesity found a nearly four percent reduction in belly fat from a diet containing 10 grams of fiber daily. Women with small calves may have increased stroke risk It may sound counterintuitive, but women with smaller calves are at a higher risk of developing carotid plaques, a risk factor for stroke, according to a study published in the journal Stroke (2008). The study involved over 6,200 subjects and showed that the larger the calf circumference, the lower the risk of plaques. Clots don't originate in the calf at all, actually, said cardiologist Campbell. "They originate in the neck, so it's probably not a direct cause and effect but more of an associative effect based on genetics." Lifestyle-wise, a woman with smaller, underdeveloped calves may be more sedentary and lacking in lean muscle and she may be depositing more fatty acids, said Campbell. To reduce your risk of stroke, the American Heart Association recommends these tips: Keep blood pressure under control, quit smoking, get checked/treated for diabetes, keep active and eat a low-fat, low-sodium diet. Blood type may link to pancreatic cancer risk Your blood type may indicate a slight tendency toward a certain cancer. Blood types other than type O may be at a slightly higher risk for pancreatic cancer, according to researchers from the New York University Environmental Health Sciences Center. A review of approximately 1,500 cases enrolled in the Pancreatic Cancer Cohort Consortium showed that when compared to blood type O, odds for pancreatic cancer risk were slightly higher for types A, AB and B. Researchers believe changes in the ABO gene activity may occur as the cells become cancerous. This discovery provides scientists with a new line of investigation for understanding the development of pancreatic cancer. Regardless of your blood type, the Mayo clinic recommends reducing your risk of cancer in general by quitting smoking, maintaining a healthy weight and eating plenty of antioxidant rich fruits and vegetables. Purple fingernail "moons" may indicate stroke risk Once in a blue moon may not be a good thing if it pertains to fingernails. When the white moon-shaped lunula at the base of your fingernails is purple or blue, it could indicate a heart issue at work, said Sayeed: "Well-oxygenated blood is usually bright red, whereas deoxygenated or poorly oxygenated blood is usually of a blue or purple color. "Purple lunulas could indicate something similar. One cardiac cause of purple lunula relates to severe heart dysfunction and heart failure. "This may be due to a heart attack, virus or valve abnormality," said Sayeed. A problem in the lungs can also cause purple lunula. "If a person cannot breathe properly due to emphysema or a restrictive lung disease, over time, proper oxygenation of their blood becomes a problem and purple lunula can result," Sayeed said. Living a healthy lifestyle can reduce your risk, but see a doctor if your moons appear blue.

health

Modern living room Use Multifunctional Pieces Investing in furniture that serves many functions is a simple way to streamline a room. Try a vintage steamer trunk or an ottoman with built-in storage to tuck away blankets and books for a clean look.More from The Nest: 14 kitchen gadgets that will change your life Mirror Use Mirrors Mirrors are the quickest way to make a room appear larger. While you may not want wall-to-wall, lean an oversized full-length one against a key wall or hang multiple ones salon style to create a statement wall.More from The Nest: 10 grossest spots in your home Modern sitting area Fold It Up Dining tables that are small or that have drop leaves, which allow it to become smaller when not in use are ideal for small areas, meaning you can make the most of your eating-slash-living area. Bright white living room Go Monochromatic Paint your walls, trim, and detailing in different shades of one color, such as white, off-white, and beige to expand a room. You can also try pairing gallery white walls with a very pale gray on trim and detailing for an open-air French-inspired room. Green and white living room Think Big It's easy to assume that you should decorate a small space with small furniture, right? But one prominent furniture piece such as a statement armchair will keep the space uncluttered and open. Chandelier Pop Your Ceilings While bright white opens up a room (on walls), going for a dark ceiling creates depth while fun fixtures draw your eye upward, creating the illusion of height. White shelves Color Code Give your favorite items a little structure by arranging by color and height. This will turn a potential clutter disaster into a streamlined display with personality.

lifestyle

Car insurance is one of those inevitable expenses you just have to learn to live with as a driver. And as with most things in life, you have to pay to play -- especially if you want to drive a high-end sporty car. Insure.com assembled a list of the 20 most expensive cars to insure, and not surprisingly, none of them are slow. The insurance website also tallied the 20 least expensive cars to insure, and ranked states by insurance costs. Insure.com looked at insurance rates of more than 850 2014 models, and calculated averages using data from six large carriers, including Allstate, Geico, Farmers, Nationwide, Progressive, and State Farm, in 10 zip codes per state. Data wasn't available for some models, especially exotics. The averages were based on full coverage for a single 40-year-old male who has a clean driving record and good credit, and commutes 12 miles to work each day. This hypothetical driver has a 100/300/50 policy, which means a limit of $100,000 injury liability for one person, $300,000 for all injuries, and $50,000 for property damage, as well as a $500 deductible on collision and comprehensive coverage. Using this methodology, the number-one most expensive car to insure is the Nissan GT-R Track Edition at $3169 a year. According to Insure.com , that ranking could have something to do with how easy the car is to drive fast, which can instill confidence at the limit and potentially lead to a wreck when things get out of hand. Another reason given for high premiums is the difficulty and expense to repair damage. The top 20 is dominated by cars that use costlier materials such as aluminum and carbon fiber. Just behind Godzilla is the 560-hp BMW M6 , which has an average premium of $3065. Two Mercedes-Benz models occupy third and fourth place, including the CL550 4Matic at $3019, and SLS AMG GT at $2986. The number-five spot goes to the Porsche Panamera Turbo S ($2970), a car we can vouch for as being ridiculously fast . Seven Jeep models made the least expensive list, including the Jeep Wrangler Sport in number-one at $1080 a year, and two other Wrangler variants further down the list. The insurance site attributes this to two factors. Firstly, Wranglers are typically owned by safe drivers, despite the vehicle's hardcore off-road image. Secondly, the Wrangler is relatively easy to repair, as doors and other body parts are designed to come off easily. Crossovers and minivans are prevalent in the top 20, with the Wrangler Sport followed by the Honda Odyssey LX, Jeep Patriot Sport, Honda CR-V LX, and Jeep Compass Sport in spots two through five. Part of the reason the list is so SUV- and crossover-heavy is that they ride higher, which helps mitigate damage in collisions with lower cars, according to Insure.com . The study also revealed which states have the highest insurances costs. Michigan takes the cake with an average premium of $2551. That number has a lot to do with the state's personal injury protection benefits, which require auto insurance companies to cover the first $530,000 in medical bills whenever someone is injured in an accident. Other states like Florida and New York cap the benefits. West Virginia wasn't far behind Michigan at $2518. Part of the reason, as State Farm suggests, is that drivers are more likely to hit a deer in West Virginia than any other state. On the opposite end of the spectrum is Ohio, which enjoys an average premium of $926. That low number can be attributed to the abundance of insurance carriers in the state. Drivers benefit from the stiff competition, which helps keep rates down.Check out all three lists below. Source: Insure.com 1 , 2 , 3 Most Expensive 2014 Cars to Insure Nissan GT-R Track Edition $ 3169 BMW M6 $ 3065 Mercedes-Benz CL550 4Matic AWD $ 3019 Mercedes-Benz SLS AMG GT $ 2986 Porsche Panamera Turbo S $ 2970 Audi R8 5.2 Spyder Quattro $ 2917 Mercedes-Benz G63 AMG $ 2887 Audi A8 L 6.3 Quattro $ 2869 Jaguar XKR Supercharged $ 2854 Jaguar XK $ 2610 Mercedes-Benz GL63 AMG $ 2609 Porsche Panamera 4S $ 2598 Audi S8 Quattro $ 2598 Porsche Panamera S $ 2597 Mercedes-Benz CLS550 4Matic AWD $ 2582 BMW 650i $ 2544 Mercedes-Benz C63 AMG $ 2507 BMW 640ix $ 2484 Audi R8 V10 Quattro $ 2448 Mercedes-Benz GL550 4Matic AWD $ 2438 Least Expensive 2014 Cars to Insure Jeep Wrangler Sport $ 1080 Honda Odyssey LX $ 1103 Jeep Patriot Sport $ 1104 Honda CR-V LX $ 1115 Jeep Compass Sport $ 1140 Chrysler Town & Country Touring $ 1140 Subaru Outback 2.5i $ 1144 Dodge Journey SE $ 1149 Honda Odyssey EX $ 1149 Dodge Grand Caravan SE $ 1158 Jeep Patriot Latitude $ 1161 Ford Escape S $ 1170 Jeep Grand Cherokee Laredo $ 1171 Jeep Wrangler Sahara $ 1172 GMC Acadia SLE-2 $ 1185 Chevrolet Traverse LS $ 1188 Toyota Sienna L $ 1190 Hyundai Santa Fe Sport $ 1194 Accord Sport $ 1209 Jeep Wrangler Rubicon $ 1209 Ranking the States: Average Car Insurance Premiums Michigan $ 2551 West Virginia $ 2518 Georgia $ 2201 Washington, D.C. $ 2127 Rhode Island $ 2020 Montana $ 2013 Louisiana $ 1971 California $ 1962 New Jersey $ 1905 Florida $ 1830 Maryland $ 1810 North Dakota $ 1710 Connecticut $ 1638 Texas $ 1620 Alaska $ 1605 Massachusetts $ 1604 Delaware $ 1580 Oklahoma $ 1568 Colorado $ 1558 South Dakota $ 1557 Wyoming $ 1541 Alabama $ 1529 National average, all vehicles $ 1503 Kentucky $ 1503 Washington $ 1499 Pennsylvania $ 1440 Hawaii $ 1400 Arkansas $ 1399 Tennessee $ 1397 Nevada $ 1388 Mississippi $ 1385 New Mexico $ 1371 Illinois $ 1370 Minnesota $ 1360 Kansas $ 1358 Oregon $ 1333 Nebraska $ 1317 South Carolina $ 1316 Arizona $ 1222 Missouri $ 1207 Indiana $ 1202 Utah $ 1192 New York $ 1173 Vermont $ 1149 Virginia $ 1114 Wisconin $ 1087 North Carolina $ 1060 Iowa $ 1058 Idaho $ 1053 New Hampshire $ 983 Maine $ 964 Ohio $ 926

autos

196 Nissan Leaf EVs, 5675 Ford F-150s Also Recalled GM is the latest automaker affected by faulty Takata airbags, and has released information on a new recall to address driver's side airbags on 2013 and 2014 Chevrolet Cruze models. In other recall news, Ford is recalling some F-150 pickups for steering issues, while Nissan is recalling a handful of Leaf EVs for bad motor control units. 2013-2014 Chevrolet Cruze The Problem: For certain 2013 and 2014 Chevrolet Cruze models, the driver's side front air bag inflator might have been manufactured with an incorrect part. In the event of a crash and subsequent airbag deployment, the airbag inflator may rupture, causing the airbag to not inflate properly. The failure of the airbag inflator could result in the ejection of sharp metal shards, which run a chance of causing serious harm to the occupants of the vehicle. This recall is just one in a series of many from multiple automakers , as a direct result of manufactured defects in millions of airbags from original supplier Takata. The Fix: GM will contact affected owners, and direct them to the nearest GM dealer for a free drivers-side airbag replacement. Number of Vehicles Potentially Affected: This recall affects 29,019 2013 and 2014 Cruze models. 2014 Nissan Leaf The Problem: A defect within the motor control circuit board may cause the inverter to fail, which causes the Leaf to shut down. If this occurs while the Leaf is in motion, the chance of a crash increases. The Fix: Nissan will contact owners, and replace the inverter free of charge. The recall is expected to begin on July 7, 2014. Number of Vehicles Potentially Affected: 196 model-year 2014 Leaf EVs manufactured between April 15, 2014 and April 24, 2014 are affected by this recall. 2014 Ford F-150 The Problem: According to Ford, the electronic power assist steering gears (EPAS) has a misaligned motor position sensor magnet incorrectly installed by the supplier. Only 260 of the total number affected have been delivered. The rest remain in transit or are on dealer lots. The Fix: Dealers have been told to cease sales and demonstration drives until the fix is implemented. Owners are instructed to contact their local Ford dealer immediately for a free component replacement and installation. No injuries have been reported due to this defect. Number of Vehicles Potentially Affected: 5675 2014 Ford F-150s are affected. Source: NHTSA , Ford

autos

AD selects 10 outdoor fire pits to keep you toasty on cool summer nights (marshmallows not included). Eldorado Stone Marbella Artisan Fire Bowl, made from glass-fiber-reinforced concrete and hand-sanded to create the look of natural limestone. Shown in an oak-barrel color and travertine finish; available in a range of tones, finishes, and measures. 20.5" h. x 38.25" dia.; from $2,800. eldoradooutdoor.com, 800-925-1491 Napoleon Fireplaces Linear Patioflame outdoor gas fireplace, with electronic ignition, Topaz Crystaline ember bed, and brushed-stainless-steel burner cover. Shown in a textured-pewter finish. 12" h. x 52" w. x 18" d.; $1,300. napoleongrills.com, 800-461-5581 Belgard Country Manor fire pit allows for custom-made sizes and installations on existing structures. Shown in Colonial blend; available in a range of colors. Price available upon request. belgard.com, 877-235-4273 Real Flame Baltic Square fire table, cast from fiber concrete with a steel frame, includes a lava rock filler and requires a propane power source. Shown in glacier gray. 15.5" h. x 36" sq.; available from Target, $1,009. target.com, 800-591-3869 RH 19th C. Butter Churn ventless fire table, made from reclaimed elm and accented with a steel band that will patinate over time; an interior steel frame uses clean-burning ventless fireplace fuel. 17" h. x 44" dia.; $2,135. rh.com, 800-910-9836 Geometric fire pit by John Paul Plauche, available in A36 carbon steel (shown) or Cor-Ten steel, can be used with seasoned wood or charcoal. 14.25" h. x 30.75" sq. or 14" h. x 40.5" sq.; available from Design Within Reach, from $1,195. dwr.com, 800-944-2233 Brown Jordan Fires Urth fire bowl, made of fiber cement and featuring a self-contained ethanol burner, in natural (shown) or black. 16" h. x 33.5" dia.; from $1,690. brownjordanfires.com, 888-488-4447 EcoSmart Dish outdoor fireplace, made of steel with a black powder-coated finish, uses clean-burning bioethanol. 9" h. x 24" dia.; available from Room and Board, $890. roomandboard.com, 800-301-9720 Anywhere Fireplace Empire gel fuel fireplace features a stainless-steel frame and polished stones; safe for indoor or outdoor use with gel fuel. 6" h. x 12" sq.; available from All Modern, $120. allmodern.com, 800-615-9703 Haddonstone Large Highland fire pit, made of Haddonstone's TecStone and available in bath (shown), Portland, terra-cotta, Coade, and slate. 17" h. x 40" dia.; $2,602. haddonstone.com, 866-733-8225

lifestyle

There's nothing wrong with grabbing Italian food and alternating between watching action films and romantic comedies, but shaking up your going-out routine with an extreme date night can be the ultimate turn on and the best way to keep your relationship exciting. Paint With Your Bodies This idea gives body art an entirely different meaning, and you don t have to be an art-school grad to make this abstract masterpiece. All you need are open minds and experimental attitudes. Why? You ll slather nontoxic paint all over your naked bodies and roll around on a canvas or sheet, using every inch of it to capture your movements. Paint splatters never looked (or felt) so good, and when you hang your art at home, you can keep the names of the mystery artists a secret or not! But use paints that are easily washed off and also put down a tarp, or you could unintentionally redecorate your house or apartment. You can get this Love is Art kit (http://us.loveisartkit.com/) that comes with everything you need to get colorful. Fly Through the Air We don t mean hopping on a flight to some island paradise. We re talking about jumping off a platform yes, taking a flying trapeze class. There s nothing that says You can do it, babe! like giving your partner the confidence to climb up a 22-foot ladder, grab onto a swing and propel into thin air. You ll want to psyche yourself out, but you ll be surprised at how much you can achieve in a short amount of time, and how you ll go from shaking as you climb each rung of the ladder to swinging upside down, all in a matter of a couple of hours. Like marriage, no experience is required. Try Out an Open Mic Night We dare you to go on stage in front of a room full of strangers and tell your most embarrassing or personal secrets. You and your partner might even find out something about one another you hadn t shared before. This is cliff diving and bungee jumping of the emotional kind. No-holds-barred storytelling can be very freeing. Some storytelling events even let you sign up and compete against other participants, but any open mic night at a comedy club or bar will do. Dine in the Dark Remember the first time you laid eyes on your love or even your favorite plate of pasta? (It s okay to admit that they were both just as good.) Tasting and touching in a pitch-black room can be another eye-opening opportunity and just as delicious. A number of restaurants around the country invite you to eat using your other senses. At Opaque restaurant, with several locations across the US, mystery entrées, appetizers and desserts are served in a dark dining area after you order off the menu in a lit room. You can pull the curtains and turn off the lights in your own home to recreate a blacked-out dining experience and feed each other for a hands-on meal. Set Up a Boudoir Photo Shoot For your eyes only and your photographer. Take a cue from many brides-to-be who are taking it off in front of the camera as a gift to their significant others. But instead, you and your partner can bare it all together in a professional photo session that will artistically show off all your assets. Don t have the extra cash to spend on a pro to light and take pretty pics of the goods? Just select the most flattering filters on your cell phone camera and strike a pose for a couple sexy selfies you won t be sharing. Go to the Prom Again! The prom is wasted on teens, and maybe your own prom night didn t live up to the hype anyway. After all, adults really know have to have more fun, and tend to have a few more bucks to pay for it. So pretend you re going to the prom again, but do it up in style. Rock a killer dress and suit. You don t have to spend your paycheck on the looks a Badgley Mischka rental gown is less than $100 on RenttheRunway.com. Hire a car and driver for the night, but nix the corsage (you hated it when you were 16, why wear it now?). No dry chicken from a catering hall should ever be eaten again when you re in your 20s or 30s. Instead, head to your favorite upscale restaurant and order from the tasting menu, and let that be the start of a night that s full of surprises. Stay up until dawn and watch the sunrise from the shore, a rooftop or any favorite spot. The cheap version of all this? Make out on your parents couch on a night you know they won t be home. Get to third base. But remember: Senior citizens come home early. Go to a Burlesque Show Want to learn how to be the ultimate tease? Just go to a burlesque show. Those performers know seduction. With costumes using barely there feathers, tassels and glitter, stage names like Legs Malone, and acts that combine acrobatic feats with dance, wit, comedy and entertaining props, you ll see a show you won t soon forget, not to mention pick up some tips to recreate your own Moulin Rouge at home. Burlesque shows are easy to find in or near major cities. For example, on the East Coast, Wasabassco Burlesque bills itself as a traveling show with couples-friendly entertainment. For a 50s, Bourbon Street vibe, there s Bustout Burlesque in New Orleans.

lifestyle

With the refreshed 2015 Ford Focus hatchback and sedan shown earlier this year, the Blue Oval is ready to unveil the revised high-performance variant. The updated 2015 Ford Focus ST was revealed at the Goodwood Festival of Speed in the United Kingdom. Although most changes are cosmetic, the 2015 Ford Focus ST does get some mechanical updates. While the 2.0-liter EcoBoost I-4's 252 hp and 270 lb-ft of torque ratings and six-speed manual transmission are unchanged, Ford Team RS revised the 2015 Ford Focus ST's suspension and steering. Suspension updates include new front springs and sportier tuning for the front and rear shocks. The revised suspension is said to "deliver greater responsiveness, agility, and precision." Improved steering feel comes by way of a revised electric power steering system. Exterior updates for the 2015 Ford Focus ST include sportier front and rear fascias, a new hood, slimmer headlights with standard LED accent lighting, and 18-inch Rado Gray alloy wheels. The Focus ST's more aggressive front bumper is deeper with a higher upper grille and larger lower grille with honeycomb inserts and low-mounted rectangular fog lights, while the dual hexagonal center exhaust tips stick out from the rear diffuser. HID headlights are standard on ST2 and ST3 trims with Recaro seats. Red-painted brake calipers are available with a second 18-inch alloy wheel design. Magnetic Metallic replaces Ingot Silver on the color palette. Available racing stripe and matching mirror cap colors include Satin Black and High Gloss Red. Inside, the high-performance model gets the standard Focus ' redesigned center stack with revised climate controls. The redesigned center console features a new bin at the base of the center console with a USB smart charging port that is said to charge twice as fast. Front door pockets gain cup holders. The 2015 Focus ST also gets a new flat-bottom leather-wrapped steering wheel that is available heated. A rearview camera is now standard, while an eight-way power driver's seat is available. A triple gauge pod atop the center stack houses turbocharger boost pressure, oil temperature, and oil pressure gauges, while satin chrome door grab handles and illuminated aluminum scuff plates give a premium feel. Infotainment features include standard SYNC with with apps available through the Apple App Store and Google Play Store for iPhone and Android smartphone integration. While the 2015 Focus ST you see here is the Euro model, Ford tells us the one for the U.S. market will be essentially the same. We won't, however, get the optional 19-inch wheels. Source: Ford

autos

My year with our long-term, 2013 SUV Of The Year-winning Mercedes GL350 Bluetec is up. I've actually had it a couple of months past the year, but sometimes it's hard to let go. We consider our Of The Year testing to be exhaustive in detail, but actually living with a vehicle for a year reveals strengths and weaknesses we couldn't otherwise find. It's hard to simulate every situation during testing because it turns out randomness is hard to plan. One soft spot that doesn't pop up during SUOTY testing is maintenance costs. In normal maintenance I rang up a grand total of $1467 in 35,000 miles. In the same time, $837 went for normal consumables consisting of front and rear brake pads. Those of you who have been following along know the tires were replaced, but that was an experiment and the stock tires still had plenty of life left in them. With that said, our long-term 2011 Porsche Cayenne S Hybrid covered a mere 26,909 miles and its ownership cost the magazine $1096.21 in maintenance and $2532.05 in consumables, and it actually required a set of tires. A much cheaper alternative was our 2011 Infiniti QX56, which covered 30,045 miles and cost $686 in maintenance with no consumables. The only other downside of the giant family-hauler was that the DVD system isn't particularly easy to use. The interface is less than intuitive and it wasn't even used once a month, so every time it was fired up was like the first time. One of the biggest problems with the system -- and every in-car system I can remember -- is that while the vehicle is in motion, you can only see the movie on the rear screens. That's a great idea, as you shouldn't be watching "Toy Story" while driving. The problem is, my 2-year-old can't navigate the DVD menus to get the movie started, and the driver can't do it from the front, so the passenger has to twist around to try and see the screens, or if there's no passenger I have to stop and pull over to do it from the front. On the upside, the GL was one of the best road-trippers we've ever had in the fleet. The active suspension, good steering, great seats, and spacious cabin made the miles melt away effortlessly. It's also worth noting the diesel returned an average of 21.1 mpg over test period, but seeing 26 on road trips was the norm. On the rare occasion that the son and wife were asleep, the road empty and stars aligned, the GL could run for 600 miles on a single tank. It's the little things that make you happy sometimes. Our Real MPG testing compared pretty well with actual observed mileage. The EPA rates the GL at 19 mpg city, which is what our RMPG shows, but while the EPA gives a highway rating of 26 mpg, our instrumented number is 27 mpg. Highway speed definitely plays a big role in economy, so I tried to keep the adaptive cruise control set at a reasonable level. Our GL as configured cost $88,615, which is still a steal given the amount of equipment and the overall quality of the SUV. Looking at 3-year residuals, the GL would retain 54 percent of its original price with a projected value of $47,852. That compares pretty favorably to the Infiniti QX56, which retained 52 percent of its purchase price. Let's not talk about the Cayenne -- it retained only 40 percent. The GL functions fantastically as a single-person commuter. Visibility is great in normal driving. The 360-degree camera system makes it easy to maneuver and park even if it is outside the normal size of typical Southern California parking spaces. There is however a slight, aching feeling driving a huge seven passenger SUV by yourself. Heck, I felt a little guilty piloting this thing with just my wife, 30-pound child, and myself. There were a couple of occasions we filled it up pretty well, but it was never stuffed from floor to ceiling. During the entire year I had the GL, I think we may have justified the size of the GL twice, and that was only because there were seven adults in it. If we had another couple of kids, then it might make sense, but when I see other families of three or four driving something of this size, I don't get it. The GL is still our current benchmark for big SUVs in this price range. It will be missed, and right now there is nothing on the market I can see replacing it. More on our long-term 2013 Mercedes-Benz GL350 Bluetec: Arrival Update 1: Interior Features Update 2: MT's Most Popular Passenger-Hauler Update 3: Soft-Roading Update 4: Paper Cuts Hurt the Worst Update 5: Where the Rubber Meets the Road Our Car SERVICE LIFE 16 mo / 34,811 mi BASE PRICE $63,305 PRICE AS TESTED $88,615 OPTIONS P02 Package ($5850: COMAND w/ nav, driver and front passenger memory seats, soft-close doors), Driver Assistance Package ($2800: Distronic Plus adaptive cruise control, blind-spot monitoring), Lighting Package ($1290: bi-xenon headlights, high-beam assist), Parking Assist Package ($1290: Parktronic parking assist, surround-view cameras), Active Curve System ($2900), 2nd-row entertainment system ($1950), Almond Beige leather ($1620), Diamond White metallic paint ($1515), tri-zone climate control ($1450), driver and front passenger massaging seats ($1100), adaptive shocks ($1050), 20-in wheels ($750), heated/cooled front seats ($570), trailer hitch ($550), 2nd-row power release ($400), heated steering wheel ($225) AVG ECON/CO2 21.1 mpg / 1.05 lb/mi PROBLEM AREAS Sticking liftgate-close button MAINTENANCE COST $1466.97 (3-oil change, AdBlue top-off; 2-change brake fluid; 1-cabin-air filter) NORMAL-WEAR COST $837.11 (replace front/rear brake pads) 3-YEAR RESIDUAL VALUE* $47,852 RECALLS 2nd-row seatbelt anchor bolts *Automotive Lease Guide data 2013 Mercedes-Benz GL350 Bluetec POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, AWD ENGINE TYPE Turbodiesel 72-deg V-6, aluminum block/heads VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 182.3 cu in/2987 cc COMPRESSION RATIO 15.5:1 POWER (SAE NET) 240 hp @ 3600 rpm TORQUE (SAE NET) 455 lb-ft @ 1600 rpm REDLINE 4250 rpm WEIGHT TO POWER 24.1 lb/hp TRANSMISSION 7-speed automatic AXLE/FINAL-DRIVE RATIO 3.27:1/2.39:1 SUSPENSION, FRONT; REAR Control arms, air springs, adj shocks, adj anti-roll bar; multilink, air springs, adj shocks, adj anti-roll bar STEERING RATIO 14.3:1-18.9:1 TURNS LOCK-TO-LOCK 2.9 BRAKES, F;R 13.8-in vented disc; 13.6-in vented disc, ABS WHEELS, F;R 8.5 x 20-in, cast aluminum TIRES, F;R 275/50R20 109H M+S Pirelli Scorpion Verde All Season DIMENSIONS WHEELBASE 121.1 in TRACK, F/R 64.8/65.5 in LENGTH x WIDTH x HEIGHT 201.6 x 76.1 x 72.8 in GROUND CLEARANCE 7.9-10.9 in APPRCH/DEPART ANGLE 25-30/20-25 deg TURNING CIRCLE 40.7 ft CURB WEIGHT 5777 lb WEIGHT DIST., F/R 50/50% TOWING CAPACITY 7500 lb SEATING CAPACITY 7 HEADROOM, F/M/R 41.2/40.0/38.9 in LEGROOM, F/M/R 40.3/38.5/35.0 in SHOULDER ROOM, F/M/R 58.5/58.3/50.5 in CARGO VOL BEH F/M/R 93.8/49.4/16.0 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.3 sec 0-40 3.7 0-50 5.4 0-60 7.6 0-70 10.3 0-80 14.0 0-90 18.2 PASSING, 45-65 MPH 4.4 QUARTER MILE 15.9 sec @ 84.8 mph BRAKING, 60-0 MPH 117 ft LATERAL ACCELERATION 0.78 g (avg) MT FIGURE EIGHT 28.3 sec @ 0.59 g (avg) TOP-GEAR REVS @ 60 MPH 1700 rpm CONSUMER INFO STABILITY/TRACTION CONTROL Yes/yes AIRBAGS Dual front, front side, f/m/r curtain, driver knee BASIC WARRANTY 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles ROADSIDE ASSISTANCE Unlimited FUEL CAPACITY 26.4 gal EPA CITY/HWY/COMB ECON 19/26/22 mpg ENERGY CONS., CITY/HWY 199/145 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.03 lb/mile REAL MPG, CITY/HWY/COMB 19/27/22 mpg RECOMMENDED FUEL Diesel

autos

Earlier today, GM announced a recall addressing faulty Takata-sourced airbags in the 2013-2014 Chevrolet Cruze sedans . Now, three additional recalls have been issued, affecting 473,673 GM vehicles globally. 2014-2015 GM Full-Size Trucks/SUVs The Problem: Transfer case control modules in 2014-2015 Chevrolet Silverado and GMC Sierra pickups, 2015 Chevrolet Tahoe and Suburban, and 2015 GMC Yukon and Yukon XL SUVs may electronically shift to neutral by themselves. If this happens when parked, the vehicle could roll away. The Fix: GM will notify owners, and dealers will recalibrate the transfer case control module software free of charge. Number of Vehicles Potentially Affected: 392,459 full-size U.S. GM trucks and SUVs are affected, with another 53,607 in Canada and 20,874 sold outside the U.S. and Canada. The issue applies only to four-wheel-drive models. 2013-2014 Chevrolet Caprice, SS The Problem: The motor gear teeth inside the windshield wiper assembly of the 2014 Chevrolet SS and fleet-only Chevrolet Caprice can become stripped, potentially rendering the wipers inoperable. The Fix: GM will contact owners, and dealers will inspect and replace wiper module assemblies if needed. Number of Vehicles Potentially Affected: 4794 model-year 2013-2014 Chevrolet Caprice police cars and 2014 Chevrolet SS sedans are affected. 2014 Chevrolet Corvette The Problem: Certain Corvettes with the FE1 or FE3 suspension could have insufficient welds in the rear shocks, which could lead to a fracture and reduce their service life. The Fix: Affected Corvette owners will be notified and dealers will replace the rear shocks free of charge. Number of Vehicles Potentially Affected: 1939 model-year 2014 Chevrolet Corvettes in the U.S. with the FE1 or FE3 suspension option along with 33 units in Canada and 82 outside the U.S. and Canada are affected. Source: GM

autos

Whenever an automaker issues a recall, the company is required to notify owners of potentially affected vehicles, but despite those efforts, data obtained by Carfax reveals that 25 percent of recalled cars are never fixed because owners mistake recall notifications for junk mail. "Our data suggests that there are 36 million cars that are on the road that have an unfixed recall," Christopher Basso, public relations manager for Carfax, told The Detroit News . "That's all the recalls that don't get fixed year after year, that compound year after year." The National Highway Traffic Safety Administration also had its own findings, revealing that the average completion rate in the U.S. is about 75 percent each year, though the rate for older vehicles is much lower. Several thousand older GM vehicles have had their faulty ignition switches fixed, however, the automaker is vying for a 100-percent completion rate. Millions of cars including older Chevrolet Cobalt, Pontiac G5 , and Saturn Ion models are included in the high-profile ignition switch recall, and GM says more than 154,000 ignition switches have been replaced at this point. As for those that go unfixed, Basso says there are several reasons recalls go unaddressed: Cars are sold, owners move, or they simply ignore notices or don't take time for repairs. To help spread the word, automakers have started making more phone calls, sending follow-up postcards, and alerting the public through social media. Federal regulators normally require automakers to notify customers within 60 days of when a recall is issued, even if no fix is available. After a fix becomes available, a second letter is then issued. In an effort to prevent owners of affected vehicles from tossing those important recall notices in the trash, the NHTSA adopted a new label that will help better identify them. The new labels stand out with "Important Safety Recall Information" appearing in all caps highlighted in red so that owners can easily distinguish the recall notice from other types of mail. The NHTSA and U.S. Department of Transportation logos will also be visible, as well as the words "Issued in Accordance with Federal Law." The NHTSA also launched an app called SaferCar that allows users to access recall and safety performance information. With the new labels and modern ways of reaching owners of affected vehicles, we could see that 25-percent figure go down in the future. Source: The Detroit News

autos

During and After Menopause Lifestyle changes ease the symptoms and effects of menopause. Menopause is a natural part of aging that occurs when the ovaries dramatically reduce their output of sex hormones, especially estrogen. This change often occurs over a few years, usually between the ages of 45 and 60, but it can happen at an earlier age in some women. As sex-hormone levels drop, a woman's menstrual periods end. What are the symptoms? Menopausal symptoms vary greatly. Some women experience significant discomfort, while others have no symptoms. Typical symptoms are hot flashes (sudden intense waves of heat and sweating), depression, anxiety, and mood swings. There may also be urinary and vaginal problems, such as atrophy, where the vaginal tissue becomes thinner, drier, and more delicate, irregular or heavy periods until menstruation finally stops, infections, urinary incontinence, and inflammation of the vagina. Many women also notice changes to the condition of their skin and hair. Making lifestyle changes To prevent the consequences of low-estrogen levels and ease the transition during menopause, there are lifestyle changes that you can make. These include eating healthy nutrient-rich foods that may help ease symptoms and prevent postmenopausal problems, such as the degenerative bone disorder osteoporosis. Evidence shows that soy products, some herbal supplements, and certain nutrients can be helpful. Physical activity Exercise improves menopausal symptoms. Try to do at least 30 minutes a day of moderate aerobic exercise, such as walking, biking, or swimming, for the greatest effect on the health of your heart and lungs. Weight-bearing exercises, such as weightlifting, walking, or tennis, can also delay or prevent bone loss. Exercising is also good for preventing obesity; studies have shown that women who have successfully lost weight and kept it off tend to participate in some type of physical activity every day. After menopause Reduced levels of the hormone estrogen after menopause puts postmenopausal women at risk of osteoporosis. This disorder may develop because estrogen helps maintain normal bone density. Prior to menopause, women are at a lower risk of cardiovascular disease compared to men because estrogen helps lower "bad" LDL-cholesterol and raise "good" HDL-cholesterol levels in the blood. However, as estrogen declines during and after menopause, a woman's risk of cardiovascular disease becomes the same as that of a man. Foods that reduce symptoms Studies show that certain dietary changes during menopause may ease symptoms. Generally, eating a healthy, balanced diet that includes moderate amounts of fat and plenty of fruits, vegetables, and whole grains will make you feel better. More specifically, soy is known to contain chemicals that ease symptoms. Calcium is also vital, not so much to ease the symptoms of menopause, but to keep bones strong and prevent or delay the onset of osteoporosis. Soy products Foods that naturally contain soy include soymilk, soybeans, tofu, edamame, soy nuts, and tempeh. These foods are good sources of protein and phytochemicals called isoflavones. Interest has centered on two specific isoflavones genistein and daidzen. These are similar in structure to the sex hormone estrogen. They mimic the activities of estrogen in the body and may help reduce menopausal symptoms that occur due to reduced estrogen levels, such as urinary and vaginal problems and menstrual irregularities. In addition, studies have shown that isoflavones have anticancer properties. Calcium-rich foods The North American Menopause Society (NAMS) recommends that menopausal women get 1,200 1,500mg of calcium per day. This amount is significantly more than the average calcium consumed each day by women aged 50 65 (about 700mg). Low-fat dairy foods and dark-green leafy vegetables, such as kale and turnip greens, are good sources. Because vitamin D is needed to help the body absorb calcium, try to get about 0.015mg of vitamin D per day from fortified dairy products or calcium supplements containing vitamin D. Herbal supplements Various herbal supplements, such as black cohosh, may help reduce the symptoms of menopause. Black cohosh This woodland plant has large leaves and a thick knotted root system. It has been used for more than 100 years to help reduce the symptoms of menopause. Scientific studies have shown that this herbal supplement can reduce hot flashes, vaginal dryness, and depression. However, do not use black cohosh for more than 6 months or if you are taking hormone replacement therapy (HRT) or any medications for high blood pressure. Other herbal remedies Dong quai, evening primrose oil, and wild yam can also be used to ease the symptoms of menopause, but, as yet, there is not sufficient evidence to support their effectiveness.

health

A small space doesn't mean you have to be cramped. Try these seven easy room-expanding tricks to help you maximize your square footage. Modern living room Use Multifunctional Pieces Investing in furniture that serves many functions is a simple way to streamline a room. Try a vintage steamer trunk or an ottoman with built-in storage to tuck away blankets and books for a clean look. Mirror Use Mirrors Mirrors are the quickest way to make a room appear larger. While you may not want wall-to-wall, lean an oversized full-length one against a key wall or hang multiple ones salon style to create a statement wall. Modern sitting area Fold It Up Dining tables that are small or that have drop leaves, which allow it to become smaller when not in use are ideal for small areas, meaning you can make the most of your eating-slash-living area. Bright white living room Go Monochromatic Paint your walls, trim, and detailing in different shades of one color, such as white, off-white, and beige to expand a room. You can also try pairing gallery white walls with a very pale gray on trim and detailing for an open-air French-inspired room. Green and white living room Think Big It's easy to assume that you should decorate a small space with small furniture, right? But one prominent furniture piece such as a statement armchair will keep the space uncluttered and open. Chandelier Pop Your Ceilings While bright white opens up a room (on walls), going for a dark ceiling creates depth while fun fixtures draw your eye upward, creating the illusion of height. White shelves Color Code Give your favorite items a little structure by arranging by color and height. This will turn a potential clutter disaster into a streamlined display with personality.

lifestyle

As the brand ambassador for Hyundai, the Sonata midsize sedan is perhaps the most important car in the corporate lineup. It's certainly important for Hyundai's bottom line, with even the long-in-the-tooth 2014 model capturing 27 percent of the brand's 2014 sales year-to-date, second only to the smaller Elantra's 32 percent. The Sonata is also Hyundai's warrior in the bloodiest battleground in the industry, so what it doesn't need is dud ammunition. But the car's no dud. In fact, from an aesthetic standpoint, the 2015 car is a hit. It successfully transitions away from the previous generation's eye-catching but superfluous styling. Contemporary, crisp lines replace the swoops and waves of the older model; Hyundai says the new car appears more mature, and I couldn't agree more. Thanks to the new styling, the car's drag coefficient has dropped from 0.28 to 0.27, which undoubtedly helps fuel economy too. Like the exterior, the interior is heavily influenced by the recent Hyundai Genesis redesign. Out is the old wave-form dash, shiny plastic and gimmicky human-shaped climate controls, replaced with softer matte finishes and a clean, clear layout. The centre stack is wider than in the outgoing model and has a distinctly BMW-like, trapezoidal design, with either stereo controls or a touchscreen display at top (5 or 8 inches depending on whether navigation is included) and switchgear organised in rows beneath. The 8-inch display looks especially nice, and Hyundai says that it is both Apple CarPlay- and Google Android Auto-compatible, with an update slated to come later this year that will be retro-compatible to all 2015 Sonata and Genesis sedans. The 2015 Sonata is slightly larger than its 2014 counterpart. Hyundai says it's an inch wider and longer, with a 0.4-inch wheelbase stretch. The increased overall dimensions translate to an additional inch of rear legroom and a touch more headroom both front and rear. With 122.4 cubic inches of total interior volume, the EPA apparently now classifies the Sonata as a large car instead of midsize. Placing my 5'11" frame in the rear seat, the changes aren't enough to make the Sonata feel limo-like, unlike the current Volkswagen Passat and Honda Accord, but legroom is noticeably improved and I was able to get plenty comfortable. Changes also come to the Sonata's suspension. The geometry of the front struts having been revised and the change made from a single- to dual-lower arm setup in the rear multilink suspension. The steering system was given a larger-diameter column and increased rack stiffness to improve precision and on-centre feel. All models feature column-mounted electric power steering, except for the 2.0T Sport which gets its EPS system mounted on the rack for improved steering feel. A total of five basic versions of the 2015 Sonata will be available by this fall. The SE is the new base model (previously called GLS) and that, along with the Sport (previously SE) and Limited models receive the familiar 2.4-litre GDI inline-four engine and six-speed automatic transmission. That engine is revised slightly with new electrically actuated valve timing and a re-tune to push power lower in the rpm range at the consequence of a slight loss of peak output (down a few points to 185 hp and 178 lb-ft of torque). The old 2.0-litre turbocharged I-4 continues to serve in the 2.0T Sport model, and receives a few changes. New variable flaps in the intake manifold are aimed at saving fuel when decelerating and more efficient exhaust flow to and from the twin-scroll turbocharger helps efficiency and low-end torque, though the car is down to 245 hp and 260 lb-ft (a drop of 29 hp and 9 lb-ft from the year before). The 2.0T engine is mated to the same six-speed auto as the 2.4 GDI, with a lever-actuated manual mode. A 1.6-litre twin-scroll turbo I-4 makes its way into a new Eco model which also receives Hyundai's new seven-speed, dual-clutch transmission. The new gearbox was designed in-house and is still being tweaked for optimum response and efficiency ahead of August production. The Eco model is estimated to produce around 177 hp and 195 lb-ft of torque, or a little less power and a little more torque than the base 2.4, while offering better fuel efficiency. EPA ratings are estimated at 32 mpg combined for the Eco, while the SE manages 29 mpg combined and the 2.0T Sport, 26 mpg combined. I drove several versions of the 2015 Sonata around the Southern country roads outside Montgomery, Alabama, the first being the 2.4 Limited. The example I drove was well equipped with standard brown leather seats and quality-looking faux wood trim that contrasted well with the matte silver finishes elsewhere. On the road, the car seems to ride with a little more composure than the 2014 version; body movements are better controlled and while the ride is still on the sporty side for the segment, even the larger 17-inch wheels on 215/55/17 Kumho tires allowed for a fairly comfortable journey. There isn't much evidence that outright power is lost, the new car being down around 5 hp and 3 lb-ft on the older model, but the power does seem to come in a touch stronger at low rpms, as Hyundai suggests. All 2015 models get a drive mode selection button, which toggles from Eco to Normal to Sport at the user's command. As these things tend to go, the Eco setting will likely only be used once by new owners, the retardation of the throttle response and demand for high gear being too frustrating in most driving situations. Normal mode works just fine for 95 percent of daily driving, while the Sport setting boosts throttle response further, holds gears longer and weights up the steering from a touch light to a touch firm (again, as is usually the case). Next up was a 2.0T Sport with 18-inch wheels and 235/45/18 Kumho tires. A weak point of the older 2.0T was always its somewhat dogged performance for its segment, despite impressive-looking power figures. Though output is claimed to be reduced, the new twin-scroll turbo does help generate boost quicker than before, giving more immediate power delivery. While Hyundai says that measured acceleration time should be roughly the same, the impression from behind the wheel is much better. The 2.0T Sport also gets 1 mm-thicker anti-roll bars front and rear, along with revised spring rates, though in normal driving, I was hard-pressed to find much of a difference in the way the 2.0T Sport rode versus the 2.4 Limited. The 2.0T Sport is also the only model fitted with paddle shifters (instead of just a lever-actuated manual mode), though they're plasticky in feel and manual shifts still come a bit slowly to be considered sporty. In a very brief, end-of-day drive, the Eco 1.6T proved to be the surprise of the day for its fun-to-drive nature. The smaller-displacement engine was smoother than either the 2.4 or 2.0T, zipping to redline more eagerly than its siblings. The Eco felt at least as quick as the 2.4-equipped Limited, thanks to an extra helping of torque that masked its slight disadvantage in horsepower. There were no wheel-mounted shift paddles for the new dual-clutch transmission (this is the Eco model, after all) but I came away fairly impressed with its response. Lever-actuated manual shifts came noticeably quicker than with the six-speed auto, and left to its own devices, the DCT was mostly smooth and seamless in its gear changes. I'd still like to see a little adjustment for even quicker manual changes, but that likely won't come until the gearbox finds a home in a sportier model. Nevertheless, the Eco I drove is what you'd call pre-pre-production (a pilot car, in Hyundai terms) so there are bound to be a few changes before production starts. Overall, the 2015 gets some serious improvements in styling, ride quality, interior room, and steering, while gaining a bit more responsiveness across the model range. With a base price set just below that of the 2014 car, the new Sonata represents good value too. Watch this space - we won't be able to resist a side-by-side comparison test against the current segment leaders for long. 2015 Hyundai Sonata BASE PRICE $21,960-$29,385 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door sedan ENGINES 2.4L/185-hp /178-lb-ft DOHC 16-valve I-4; 2.0L/245-hp/260-lb-ft DOHC turbocharged I-4; 1.6L/177-hp (est)/195-lb-ft (est) DOHC turbocharged I-4 TRANSMISSIONS 6-speed automatic; 7-speed twin-clutch auto CURB WEIGHT 3250-3600 lb (mfr) WHEELBASE 110.4 in LENGTH X WIDTH X HEIGHT 191.1 x 73.4 x 58.1 in 0-60 MPH 6.5-8.0 sec (MT est) EPA CITY/HWY FUEL ECON 23-28 / 32-38 mpg (est) ENERGY CONSUMPTION, CITY/HWY 120-147 / 89-105 kW-hrs/100 miles (est) CO2 EMISSIONS 0.68-0.74 lb/mile (est) ON SALE IN U.S. Currently * MT Estimated

autos

Haven't we been here before? Like its SUV of the Year-winning predecessor , the 2015 Subaru Outback lacks the flash of its competitors, but just works well. The two-row midsize crossover is bigger and more efficient than before, offering smart features you can't find on some of its competitors. While far from perfect, the 2015 Subaru Outback is an intriguing mix of function and technology that's going to make Subaru customers a whole lot happier. The improved package starts with better styling. As with the mechanically related Legacy midsize sedan, the 2015 Subaru Outback has been blessed with a smoother front design that's far less awkward than the outgoing crossover. And for better or for worse, the black cladding that's defined the Outback for generations has been minimized on this new model. You can't help but notice the crossover's wagon roots, but some might find the Outback's slightly different proportions appealing, as conventional midsize SUV designs try to out-flash one another. You still step up a little to get into the Outback, though its competitors might offer a more commanding view of the road. Those few midsize crossover customers who will actually venture off-road should place the 2015 Subaru Outback on their shopping lists. Every Outback from the $25,745 base four-cylinder model (add $300 if you're in a state with F-4 PZEV models) to the fully loaded $36,835 3.6R Limited has standard all-wheel drive with X-Mode and Hill Descent Control -- a fancy way of saying the crossover will do its best to make you look like a hero when getting to your outdoorsy activity spot requires traversing an off-road trail. Outback owners are more likely than many other SUV owners to actually go off-road, Subaru claims, and the new X-Mode -- a simple button on the center console -- should really help those adventure-seeking buyers. Even active-lifestyle types will spend most of their time on pavement -- in cities, on winding roads, and on highways -- but the Outback is solid here too. More than 80 percent of all Outbacks are expected to be sold with the 2.5i model's flat-four under the hood. Producing 175 hp at 5800 rpm and 174 lb-ft of torque at 4000 rpm, the 2.5-liter flat-four is mated exclusively to a CVT with paddle shifters. Get aggressive with the throttle and the CVT does its best impression of a traditional automatic transmission, simulating gear shifts in a way you'll hear and feel. Not surprisingly, the four-cylinder isn't much to listen to, but engine noise is, for the most part, kept out of the cabin. The 2015 Outback 2.5i feels sluggish from behind the wheel, though the manufacturer-estimated 0-60 mph time of 9.3 seconds is a bit quicker than our 2010 Outback 2.5i long-termer, which finished the sprint in a Motor Trend-tested 9.7 seconds. That last-gen Outback didn't get the mileage of the 2015 model, at an EPA-rated 25/33 mpg city/highway, and the outgoing six-cylinder model doesn't come close to the 2015 Outback 3.6R's 20/27 mpg, either. The flat-six engine is good for 256 hp at 6000 rpm and 247 lb-ft at 4400 rpm. Both models deliver a decent ride on pavement, leaning a little in turns. Claimed to be 2 seconds quicker to 60 mph than the 2.5i model, the six sounds stronger, but we wouldn't mind a bit more power for this upgrade engine. Though the throttle of the 2.5i and 3.6R is a bit touchy, a gradual change of driving style could eliminate that minor issue. With just 13 percent of all Outbacks set to have six cylinders under the hood, Subaru has limited the model to a $3000 upgrade above the top-of-the-line 2.5i Limited trim. Going for the 3.6R is also the only way you can get HID headlights on an Outback. What's not being restricted to top-trim levels anymore is Subaru's EyeSight system of active safety features. Subaru has developed a reputation of scoring high in NHTSA and IIHS safety tests, and EyeSight could help inattentive drivers keep their Outbacks damage-free. Using two stereo cameras at the top of the windshield that are 15 percent smaller than those in the last version of EyeSight, the vehicle can audibly and visually warn you of obstacles ahead and, if absolutely necessary, bring you to a complete stop with more braking force than you'd expect. EyeSight, which is expected to be part of about 30 percent of Outbacks in 2015, also includes lane departure warning and adaptive cruise control systems, while steering-responsive foglights (pre-aimed, not pivoting) are included, as well. The power rear liftgate can be programmed to open to different heights, and a pin code access system can allow Outback owners to leave keys in the crossover while they run/kayak/bike/etc. Where the 2015 Subaru Outback makes some of its biggest strides forward is inside. The available faux wood trim looks great, as does the dark, textured trim on the center console. An instrument cluster display screen shows plenty of helpful info (including navigation directions), while a cellphone holder just ahead of the central cupholders is a great idea. Oh, and maybe you've heard: The Outback and Legacy have some of the squishiest armrests around. Infotainment options include 6.2-inch and 7.0-inch touchscreen systems that work well, but could be mounted a bit higher in the center stack. Interior space is very comfortable for four, with plenty of headroom and legroom for all, plus rear seats that recline and fold easily. On the outside, you'll find retractable crossbars and tie-downs integrated in the roof rails -- a practical idea you won't find on just any CUV. The Outback is a well-rounded crossover, and although you won't find a panoramic moonroof, ventilated seats, or power-folding sideview mirrors on the options list, this fifth-generation model borrows from a formula that worked so well, it was our 2010 SUV of the year . Will the 2015 Outback follow in its predecessor's tire tracks? We're looking forward to finding out. 2015 Subaru Outback Base price $25,745-$33,845 Drivetrain Front-engine, AWD, 5-pass, 4-door SUV Engine 2.5L/175-hp/174-lb-ft DOHC flat-four; 3.6L/256-hp/247-lb-ft flat-six Transmission CVT Curb weight 3600-3800 lb (mfr) Wheelbase 108.1 in Length x width x height 189.6 x 72.4 x 66.1 in 0-60 MPH 7.3-9.3 sec (mfr est) EPA city/hwy/comb fuel econ 20-25/27-33/22-28 mpg On Sale in U.S. Summer 2014

autos

The aging Volvo S80 is long overdue for an update, and when it finally gets one in two or three years, it'll boast the significantly revised interior seen inside the redesigned 2015 XC90. Although the Swedish automaker has yet to reveal the SUV's exterior, it's divulged plenty of details about its interior, which features new additions such as a tablet-like touchscreen and upgraded materials. A company executive revealed to Autocar that the interior design will trickle down from the XC90 into the S80 since it plans on redesigning its larger and more premium offerings first. That means the S80 sedan will receive all the goodies found inside the XC90, which includes a gear shifter made from crystal and diamond-cut start/stop and volume control buttons. Other feature that are likely to transfer over are upgraded materials including Nappa leather and birch wood, in addition to seats that have been redesigned with a more ergonomic shape which Volvo claims "more closely matches the human spine." Ventilation and massage functions are also new options available for the XC90, so it's likely they'll be optional on the S80 as well. As for the infotainment system , expect to see the XC90's large center stack-mounted touchscreen and Sensus software inside the S80. Like the XC90, we anticipate the S80 will offer Apple CarPlay and Google's new Android Auto, a head-up display, and a Bowers & Wilkins premium audio system. Source: Autocar

autos

General Motors has announced yet another batch of recalls, this time involving 8.4 million vehicles in North America from model years 1997 to 2014. The biggest one adds a number of older GM models to the already massive ignition recall list. With the addition, GM says it's aware of eight injuries and three fatalities (in addition to the 13 other deaths linked to ignition switches) associated with full-size sedans included in the recall. The ignition switch recall expands to include many older vehicles, going as far back as the 1997 model year. As it does in the Chevrolet Cobalt and Saturn Ion, the defect causes the ignition switch to move unintentionally. The faulty ignition switch could go from the "run" position to "off" if too much weight is placed on it or if the car hits a rough patch of road. If that happens, the car's power will be cut, preventing airbags from deploying in the event of a crash. Until the ignition recall repairs have been performed, GM urges customers to remove all items from their key rings, leaving only the vehicle key. GM says this recall covers 8,227,401 models in North America, including 7,360,007 vehicles in the U.S., which are listed below: 1997-2005 Chevrolet Malibu 1998-2002 Oldsmobile Intrigue 1999-2004 Oldsmobile Alero 1999-2005 Pontiac Grand Am 2000-2005 Chevrolet Impala and Monte Carlo 2004-2008 Pontiac Grand Prix 2003-2014 Cadillac CTS 2004-2006 Cadillac SRX In addition to the ignition switch recall, GM is also recalling vehicles for a problem with the heater cord. The insulation on the engine block heater power cord may get damaged during very cold weather conditions. In North America, 20,134 models are affected, with 2990 units located in the U.S. Vehicles recalled for heater power cord defects include: 2011-2014 Chevrolet Cruze 2012-2014 Chevrolet Sonic 2013-2014 Chevrolet Trax 2013-2014 Buick Encore 2013-2014 Buick Verano Another recall that covers106 newer vehicles in the U.S. focuses on a "superhold" joint fastener, which may not have been torqued to specification. Vehicles involved in this specific recall include: 2014 Chevrolet Camaro 2014 Chevrolet Impala 2014 Cadillac XTS 2014 Buick Regal The fifth recall mostly concerns trucks equipped with an auxiliary battery. These trucks include the 2007-2011 Chevrolet Silverado HD and GMC Sierra HD , which may experience an overload in the feed that may cause the "underhood fusible link to melt due to an electrical overload." This could result in smoke or flames damaging the electric center cover and/or nearby wiring. A total of 9371 trucks in the U.S. are potentially affected, with a total of 12,008 in all of North America. The last recall in this batch has to do with a possible electrical short in the driver's door module. This could disable the power locks and windows, and in some cases, overheat the module. Vehicles involved in this recall include the 2005-2007 Buick Rainier, Chevrolet Trailblazer, GMC Envoy, Isuzu Ascender, Saab 9-7x; 2006 Chevrolet Trailblazer EXT, and GMC Envoy XL . GM says 188,705 affected models are in North America, with most residing in the U.S. Source: GM

autos

Details on General Motors' ignition switch victim compensation program have been announced. Ken Feinberg, the attorney charged with doling out the payments, said in a press conference he will consider all cases where the airbag in a recall-affected vehicle failed to deploy. That set of criteria is broader than the one GM used to determine whether defective ignition switches were linked to accidents , which currently stand at 54 related crashes and 13 deaths. To arrive at those numbers, GM only counted front-impact collisions where airbags didn't deploy. Now, side-impact and other types of crashes will be considered. However, in order for a claim to be eligible the airbag must not have deployed. "Airbag deployment means the power is on. Can't be the ignition switch," Feinberg said during a press conference. "If the airbag deployed, don't bother filing a claim." But if a claim is determined to be legitimate, Feinberg has final say on the amount that's paid. GM cannot reject or alter any payment amount. "Once I render a final decision, GM has agreed it will honor that decision," Feinberg said. "No appeals. No rejection. It must pay it." By filing a claim, victims waive their right to sue GM in the future. However, victims who have already settled ignition-related lawsuits with GM are able to submit claims even if they signed a release not to sue. Victims won't be excluded from the program based on "contributory negligence," which includes texting, speeding, not wearing a seatbelt, and drunk driving. As for how much a victim can receive, that depends on a number of factors. Most claims will fall under three main categories. The first one involves death of a driver, passenger, pedestrian, or occupants involved in a crash. Payments will be calculated based on a formula that uses national averages for settlement values and the victim's historical earnings, employment benefits, and other variables. As for non-economic loss, claimants will receive a pre-set $1 million covering pain and suffering, emotional distress, loss of consortium, etc. plus $300,000 for the surviving spouse and $300,000 each for surviving dependents. The other two categories deal with varying levels of injury. If an ignition-related crash rendered you a quadriplegic or paraplegic, you'd be entitled to a calculated economic loss payment based on your historical earnings plus compensation for your hospital stay up to $500,000. Less serious injuries are eligible for the same hospital treatment compensation. In each case, victims can go with the standard amount calculated using Feinberg's formula, or ask the program to consider their "extraordinary circumstances." At any rate, claimants will have to show that an ignition switch defect "was the proximate, substantial cause of the accident," according to Feinberg. That will need to be shown through evidence such as black box data, police reports, crash photographs, maintenance records, and medical or insurance reports. Once a claim is approved, it will be paid in 90-180 days. According to the most recent internal GM document released by the House committee investigating GM's handling of the recall, more than 800 accidents involved Chevrolet Cobalts and Saturn Ions with airbags that failed to deploy. Previous reports suggested the GM ignition death toll was much higher than the reported 13 fatalities , and with the criteria now changed to include all airbag non-deployments, you can expect the official count to rise. Source: Automotive News (Subscription required) 1 , 2 , 3 , 4

autos

The 2015 Porsche Macan just went on sale in May , and it's been so popular that buyers have to wait at least six months before they can take delivery. Porsche realizes that's a mighty long time to wait, so to help make it go by faster, the company has launched a program allowing Macan buyers to lease one of Porsche's sports cars in the meantime. Automotive News reports open-ended leases on Boxters and Caymans will be available to Macan buyers , and they'll run through the time their new crossover is delivered, whether that takes six months or more. The leases are offered at a monthly cost comparable to what they'd pay for a Macan, and they're only open for those who put in a firm order for a Macan. For comparison, the Macan starts at $50,895 , the Boxster at $52,395, and the Cayman at $53,595, including destination. This is all in an effort to keep first-time Porsche buyers coming back, since the company recognizes making buyers wait that long doesn't make for a very good first impression. About 80 percent of Macans are expected to be sold to first-time Porsche customers, and so far, it appears as though they don't mind waiting considering the automaker claims the program has gained a positive response. Not only will the leases keep those customers happy, but they could also help get those same customers interested in one of the sports cars. The Cayman and Panamera continue hogging the Porsche sales charts, and it's no surprise the Macan seems to be on the same path. Porsche sold 1,263 Macans last month, and if it continues its sales upswing, the baby Cayenne could reach as many as 18,000 units sold as early as next year. Source: Automotive News (Subscription required).

autos

If you're looking for ways to get the most out of your travel plans by spending the least this summer, look no further. Based on data from thousands of flights, the folks at CheapAir have concluded that Tuesdays and Wednesdays are the cheapest days to fly this summer . On average, you'll save $64 if you fly on a summer Tuesday instead of a summer Sunday. It's also better if you just avoid the month of July as a whole: you'll save about $100 if you book your vacation for August instead. For more destination-specific hacks, the team at Hopper figured out the best time to "fly and buy" this summer, narrowing down the cheapest weeks to take to the skies . Because as Hopper says, "not all weeks are created equal for travel..." If you're headed to Chicago ... Book a ticket for: Week of August 31 Average "good deal" price: $327 Avoid the week of: September 7 If you're headed to Denver, Orlando, NYC or Las Vegas ... Book a ticket for: Week of August 24 Average "good deal" price: Mid-high $300's Avoid the week of: September 7 If you're going to Los Angeles ... Book a ticket for: Week of August 31 Average "good deal" price: $404 Avoid the week of: June 29 If you're going to San Francisco ... Book a ticket for: Week of August 31 Average "good deal" price: $418 Avoid the week of: September 7 If you're going to Seattle .... Book a ticket for: Week of August 24 Average "good deal" price: $432 Avoid the week of: June 29 If you're going to Honolulu ... Book a ticket for: Week of August 31 Average "good deal" price: $942 Avoid the week of: June 29 Planning a trip outside of the U.S.? Here are your top international weeks of travel. If you're going to Cancun ... Book a ticket for: Week of August 24 Average "good deal" price: $491 Avoid the week of: September 7 If you're going to Montego Bay or Los Cabos ... Book a ticket for: Week of August 10 Average "good deal" price: Mid $500's Avoid the week of: September 7 If you're going to Punta Cana ... Book a ticket for: Week of September 7 Average "good deal" price: $563 Avoid the week of: June 29 If you're going to Dublin or Paris ... Book a ticket for: Week of August 31 Average "good deal" price: Low $1000s Avoid the week of: June 29 If you're going to London ... Book a ticket for: Week of August 31 Average "good deal" price: $1,282 Avoid the week of: September 7 If you're going to Rome Book a ticket for: Week of August 24 Average "good deal" price: $1,426 Avoid the week of: June 29 This article originally appeared in The Huffington Post

lifestyle

"You bought WHAT for $66,000?" That's the question some 2015 Kia K900 V-8 drivers will get regularly -- and they'll enjoy every minute of answering it. The K900 full-size luxury sedan does what we've come to expect from Kia and Hyundai for years: It offers a package similar to those of more established brands at a better price. Only this time, Kia is attacking the top of the automotive food chain, from the BMW 7 Series to the Lexus LS. The K900 is an ambitious brand-building car from Kia, which has increasingly captured consumers' attention with the attractive Optima midsizer and comparison-test-winning Cadenza. In the U.S., will Kia's luxurious halo car end up more like Volkswagen's discontinued Phaeton or the industry-rocking Lexus LS? Over the next year, we're going to find out. The K900 is aimed at early adopters who aren't afraid of being at the beginning of what could be a trend: decent and socially accepted Kia-branded luxury cars. Many will simply be confused, only seeing a $66,000 car that, for some reason, wears a Kia badge. Not only does the K900 not have the emotional appeal of a well-respected badge, it's saddled with an alphanumeric name that reminds us of dogs instead of cars. (It's called the Quoris in other markets). Nevertheless, this is not your neighbor's S-Class, and it's not yet another BMW or Lexus. This is a low-volume conversation-starter for people who want the space of a large luxury sedan with an added dash of exclusivity. Kia has focused on the V-8 models at launch; entry-level V-6 cars will debut later this year in the low $50,000 range, helping to bridge the price gap from a nearly $40,000 Cadenza to the base K900. Our 2015 K900 retails for $66,400, which includes the VIP Package. All K900 V-8s come standard with 19-inch chrome wheels, adaptive LEDs, LED foglights, hands-free keyless access, power-folding sideview mirrors, a panoramic sunroof, a power-operated trunk, a 900-watt 17-speaker sound system, a navigation system on a 9.2-inch screen, front and rear cameras, an electronic parking brake, upgraded Nappa leather seat trim with contrasting piping, heated and cooled front seats, heated rear seats, genuine wood trim, and complimentary maintenance for three years/37,500 miles with a loaner Cadenza or K900 while your K900 is being serviced. Got all that? Well, we're not done. We skipped the white leather seat option but checked the $6000 VIP Package. Why not? The most loaded K900 V-8 still carries an MSRP below that of the base Jaguar XJ, Audi A8, BMW 7 Series, and Lexus LS. The VIP package adds a head-up display, a full surround-view system of cameras, a 12.3-inch digital instrument cluster, 16-way power seats with a power-adjustable headrest, soft-close door latches (playing with them never gets old), and cooled rear seats that also have a power reclining feature. Put all of this together, and, along with the smooth suede-like trim on the pillars and headliner, and you've got a really luxurious package. Already, my passengers have been impressed by all the content, but, over the next year, I'm going to find out whether the K900 V-8 is more than just a large collection of features. How well does it drive? Do all the interior features function as they should? How does it perform at the track? Stay tuned -- it's going to be a very quiet, 420-horsepower kind of year. 2015 Kia K900 V8 BASE PRICE $60,400 TESTED PRICE $66,400 SERVICE LIFE 2 mo/2975 mi DRIVETRAIN Front engine, RWD, 5-pass, 4-door sedan ENGINE 5.0L/420-hp/376-lb-ft DOHC 32-valve V-8 TRANSMISSION 8-speed automatic CURB WEIGHT (DIST F/R) 4624 lb (52/48%) LENGTH x WIDTH x HEIGHT 200.6 x 74.8 x 58.7 in 0-60 MPH 5.5 sec QUARTER MILE 13.8 sec @ 103.2 mph EPA CITY/HWY FUEL ECON 15/23 ENERGY CONSUMPTION, CITY/HWY 225/147 kW-hrs/100 miles AVERAGE FUEL ECON 18.4 mpg

autos

For one year, MT's 2013 Audi Allroad was "mine." As official chaperone, I spent the most time behind the Allroad's thick leather steering wheel, enjoyed the most hours savoring the sonic bliss of its brilliant Bang & Olufsen audio system, and rolled on the most miles in the embrace of the deeply padded leather driver's seat. Yet, while I'll miss the Allroad the most, other staffers will lament its departure as well, for three reasons: (1) the Audi wagon does almost everything well, (2) it suffers from very few shortcomings, and (3) it never gave us so much as a hint of trouble, despite being one of the busiest rides in our long-term fleet. For starters, the Allroad is a packaging champ. It's trim, nimble, and easy to nip and tuck through urban traffic, yet it's also impressively roomy on the inside. Rear-seat room is quite decent, there's a generous cargo floor in back, and, with the flip of a few latches, the 60/40 split rear seats drop to produce a plentiful storage space (50.5 cubic feet) for that antique dresser you just snagged at the flea market. The standard roof rack is useful, too. Our test car even arrived with the optional ski carriers in place -- but, alas, putting out a magazine, a website, and a ton of monthly videos doesn't leave a lot of time for hitting the slopes. Besides, the carriers whistled on the highway. We had the dealer remove 'em (doing so requires a special key), and they remained in the MT garage thereafter. Though the Allroad may be trim in dimensions, it's far from light in luxuries. Just about everything you could want is included in the top-level Prestige package: heated front leather seats, an excellent navigation system, three-zone automatic climate control, that 14-speaker B&O audio system, keyless entry and start, rear parking sensors and camera, Bluetooth audio streaming, blind-spot warning system, and a panoramic sunroof. A so-called Audi Connect system brings Google Earth satellite maps to the nav screen and transforms the entire cabin into a Wi-Fi hotspot. (The service is free for six months. Thereafter, it's $30 per month or discounted in bulk packages, such as $450 for 30 months.) Also on board is a voice-activation system that deftly controls your mobile phone and the nav. Just speak your destination and the address loads. (We experienced a few "I can't find that address" miscues, but most of the time the voice-recognition was spot-on.) The cabin is beautifully finished in leather with aluminum trim, and the MMI interface (a single knob for the nav, audio system, etc.) is intuitive and easy to use. Only one major flaw mars the otherwise thoroughly satisfying cockpit: The spectacular B&O audio system doesn't play high-resolution audio files. That's right, despite the system's 505 watts of power and its sumptuous array of high-end tweeters and woofers, the head unit chokes on lossless digital files, while the DVD player mostly spits out audiophile DVD-A discs. Yes, you can stream lossless files from your iPhone, but a system this good needs to be able to handle DVD-A discs and, via its standard SD card inputs and built-in hard drive, high-resolution audio files. You'd never mistake the Allroad for a quick car, but it's sprightly. The 2.0-liter turbo-four delivered 211 hp in 2013 trim (2014 Allroads are rated at 220 hp). Combined with the excellent eight-speed Tiptronic automatic, the engine yields respectable 0-60 sprints of 6.4 seconds. Making its torque peak at just 1500 rpm, the little four has plenty of grunt, too. Whether cutting through the city or carving up a mountain road, it pulls without seeming to sweat. And despite the Allroad's SUV-like attributes -- standard all-wheel drive, a car-beating 7.1 inches of ground clearance -- it delivers decidedly un-SUV-like mileage. During the car's year-long stay, which included lots of heavy-footed hustling, we measured an average 24.0 mpg. Because of its winning combo of comfort, capability, and driving refinement, the Allroad became a favorite of video teams chasing show cars during the production of "Epic Drives" and our other Motor Trend video programs. Whether nipping at the heels of a Bentley Continental GT or a McLaren 12C Spider, the Allroad happily kept up the pace, even when burdened with piles of video equipment and crew baggage. As winter 2013 rolled in, the Allroad's Quattro system finally got to strut its stuff. Wearing a set of Pirelli Sottozero 3 snow tires, the Audi bashed through powder and ice on Mount Hood without complaint. This is one versatile rig. Our Allroad was completely trouble-free. The first scheduled service was complimentary. The second, including an oil and filter change and 15,000-mile inspection, cost us $380.82, plus an additional $207.02 to mount, balance, and install the four snow tires. (For comparison, our recently retired long-term Infiniti JX35 rang up $464.43 in scheduled maintenance costs during its 14-month stay with us.) Otherwise, the Allroad ran us nothing in unexpected costs, despite pounding up and down the California coast, racing myriad times through the Mojave and Nevada deserts, and generally acting as a blue-blooded workhorse. Given the amount of technology packed into this svelte sport wagon, and the fact that we ran it hard (we kept up with all-out sports machines on tarmac and pounded through demanding off-road environments), it's a real testament to the Allroad that not one system so much as hiccupped. The car was flawless for more than 20,000 hard-charging miles. Then Audi's reps showed up to take our Allroad back. Ah, that's when the trouble started. More on our long-term 2013 Audi Allroad 2.0T: Arrival Update 1: A Wagon Queen Family Truckster It Isn't Update 2: It's Not Just Cool -- It's Really Cold Update 3: How Savvy Buyers Say 'SUV' Running Out the Clock on our Long-Term Audi Allroad Our Car Service life 12 mo / 20,291 mi BASE PRICE $40,495 OPTIONS Prestige equipment ($9200: heated front seats, power tailgate, MMI navigation), Scuba Blue paint ($475), roof base bars ($400), walnut trim inlays ($350), carpeted floormats ($150), cargo mat ($120) PRICE AS TESTED $51,190 AVG ECON/CO2 24.0 mpg / 0.81 lb/mi PROBLEM AREAS None MAINTENANCE COST $380.82 (2-oil change, inspection; 1-cabin-air filter, tire rotation) NORMAL-WEAR COST $0 3-YEAR RESIDUAL VALUE* $22,524 RECALLS None *Automotive Lease Guide data 2013 Audi Allroad 2.0T POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, AWD ENGINE TYPE Turbocharged I-4, iron block/aluminum head VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 121.1 cu in/1984 cc COMPRESSION RATIO 9.6:1 POWER (SAE NET) 211 hp @ 4300 rpm TORQUE (SAE NET) 258 lb-ft @ 1500 rpm REDLINE 6100 rpm WEIGHT TO POWER 18.4 lb/hp TRANSMISSION 8-speed automatic AXLE/FINAL-DRIVE RATIO 3.08:1/2.05:1 SUSPENSION, FRONT; REAR Multilink, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 15.9:1 TURNS LOCK-TO-LOCK 2.7 BRAKES, F;R 12.6-in vented disc; 11.8-in disc, ABS WHEELS, F;R 8.0 x 18-in, cast aluminum TIRES, F;R 245/45R18 100H M+S Pirelli Cinturato P7 All Season DIMENSIONS WHEELBASE 110.4 in TRACK, F/R 62.3/62.0 in LENGTH x WIDTH x HEIGHT 185.9 x 72.5 x 58.0 in GROUND CLEARANCE 7.1 in APPRCH/DEPART ANGLE 15.4/19.4 deg (est) TURNING CIRCLE 37.7 ft CURB WEIGHT 3885 lb WEIGHT DIST., F/R 53/47% TOWING CAPACITY 1100 lb SEATING CAPACITY 5 HEADROOM, F/R 38.8/37.4 in LEGROOM, F/R 41.3/35.2 in SHOULDER ROOM, F/R 55.5/54.3 in CARGO VOLUME BEHIND F/R 50.5/27.6 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.1 sec 0-40 3.2 0-50 4.7 0-60 6.4 0-70 8.6 0-80 11.0 0-90 14.2 0-100 17.8 PASSING, 45-65 MPH 3.6 QUARTER MILE 14.9 sec @ 92.2 mph BRAKING, 60-0 MPH 117 ft LATERAL ACCELERATION 0.84 g (avg) MT FIGURE EIGHT 26.7 sec @ 0.67 g (avg) TOP-GEAR REVS @ 60 MPH 1600 rpm CONSUMER INFO STABILITY/TRACTION CONTROL Yes/yes AIRBAGS Front, front side, f/r curtain BASIC WARRANTY 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles ROADSIDE ASSISTANCE 4 yrs/unlimited miles FUEL CAPACITY 16.9 gal EPA CITY/HWY/COMB ECON 20/27/23 mpg ENERGY CONS., CITY/HWY/COMB 169/125/149 kW-hrs/100 mi CO2 EMISSIONS, COMBINED 0.86 lb/mile RECOMMENDED FUEL Unleaded premium

autos

A recent report suggested that Ford was delaying the European debut of the Focus RS hot hatch to focus on the 2015 Ford Mustang and Mondeo sedan. Now, the first Ford Focus RS prototype has been spotted testing with a camouflaged front clip and other detail changes. While the Ford Focus RS is expected to get a more aggressive front end, the camouflage is likely hiding temporary panels used to clear the larger engine and turbo. The Focus RS is considered a halo car in Europe, so Ford is expected to top the last model with more power. Where the last Focus RS made 305 hp with a Volvo-sourced 2.5-liter inline-five, the next model is expected to get the 2015 Mustang's 2.3-liter EcoBoost I-4 . While Ford hasn't announced output figures for the Mustang EcoBoost, the automaker said it will make more than 305 hp and 300 lb-ft of torque. The Focus RS could make as much as 330 hp. While the last Focus RS relied on Ford's trick Revoknuckle front suspension to put the power down, the upcoming Focus RS could be all-wheel-drive. Other clues hinting that the spied prototype is the next-generation Focus RS are the upgraded wheels and tires and brakes. The Focus ST , for example, rides on 18-inch wheels, but this prototype is riding on 19-inch wheels with sticky Michelin Pilot Super Sport tires. Tire tread width is unchanged (235/35R19 vs. 235/40R18). Those larger wheels also hide larger brakes with four-piston calipers (versus the Focus ST 's one-piston calipers). Around back, the Focus RS prototype features larger exhaust tips compared to the Focus ST . Photo Source: Chris Doane Automotive LLC

autos

General Motors is facing one of the largest recall blitzes in automotive history. With the latest recalls this week , GM has recalled more than 20 million vehicles since the initial ignition recall in mid-February . While all automakers issue recalls, GM is being investigated for its internal handling of safety concerns , which no doubt has had an effect on some consumers' views of the company. Today, we want to know what would cause you to lose faith in an automaker. GM isn't the only automaker to receive bad press and government scrutiny over safety issues. In 2009, Toyota received lots of attention for the so-called " unintended acceleration " issue where customers claimed the gas pedal stuck and the vehicles accelerated to unsafe speeds. Earlier this year, the U.S. Justice Department fined Toyota $1.2 billion for its conduct relating to the 2009-2010 unintended acceleration and floor mat recalls. Other automakers have gained negative attention for unsafe designs such as the 1970s-era Ford Pinto coupe that could explode during a rear end collision due to the gas tank being located behind the rear axle. More recently, the Ford Explorer SUV of the late-1990s to 2001 and Firestone tires were the subject of bad press. What would cause you to lose faith in an automaker? Share your thoughts on today's Thread of the Day below.

autos

I've spent a lot of time in Range Rovers recently, none of them mine. A week in New York saw me chauffeured around Manhattan in everything from the entry-level model to a fully loaded Long-Wheelbase Autobiography. Then I spent a week driving a V8 Supercharged model while the Real MPG team put my car through their detailed fuel consumption test. So what have I learned? First, the rear seat in the Range Rover isn't as good as it should be. The seat cushion feels hard and thin, and is located a little too close to the floor. It's especially noticeable in the Long Wheelbase, where the extra 7.3 inches of rear-seat legroom promise genuine limo plushness the rear seat emphatically fails to deliver. Most African cities boast roads in far better shape than Manhattan's battered streets, which threw the differences in ride quality between the various wheel/tire combinations available on the Range Rover into sharp relief. The various 21- and 22-inch alloys available on the new Range Rover look terrific, but for ride comfort the entry-level car's 19-inch wheel and tire setup is unbeatable. From the back seat, the base Range Rover consistently proved noticeably quieter and more comfortable than the Long-Wheelbase Autobiography. Back in L.A., on roads I know intimately, the V8 Supercharged confirmed my New York observations. There's more noise and impact harshness from the 275/45 R21 Goodyear Eagle F1 tires than the 235/65 R19 Pirelli Scorpions fitted to my car, and a noticeable edginess to the ride as a result. The V8 Supercharged's steering doesn't have quite the same delicacy, either, a legacy of having to twist a bigger contact patch across the tarmac. The other thing I've learned this month? I'm not sure I'd take the V-8 engine over the V-6. Sure, 510 hp is nicer than 340 hp, and you feel it in the mid-range, where the V-8 delivers an elastic surge of acceleration. There's none of the slight graininess the V-6 exhibits under load, either. But in real world, everyday driving, it's truly difficult to justify the extra expense of buying and running the bigger engine. There's always one vehicle in a lineup that's the sweet spot car; the car that delivers the best all-round combination of performance and value. In the case of the 2014 Range Rover, it's probably the base model. More on our long-term 2014 Land Rover Range Rover: Arrival Update 1: The Light Stuff Our Car Service life 7704 mi Average fuel economy 15.6 mpg CO2 emissions 1.24 lb/mi EPA City/Hwy/Comb Fuel Econ 17/23/19 mpg Unresolved problems None Maintenance cost $0 Normal-wear cost $0

autos

Detroit Electric doesn't want you to forget that it's making a comeback after a 75-year hiatus. The storied electric car maker, which initially revealed its Lotus Elise-based SP:01 back in April of last year with plans on putting the car into production by August of 2013, says it's currently finalizing development of its car, with the next step being production. Detroit Electric hopes to follow the Tesla model as it seeks to get its business off the ground. The very first Tesla was the Lotus Elise-based Tesla Roadster. The Detroit Electric SP:01, in this case, is basically the Tesla Roadster Redux. Currently undergoing dynamic testing in Europe, Detroit Electric claims the SP:01 will be the "world's fastest production electric vehicle" when it finally goes on sale at a still-to-be-determined date. Though Detroit Electric may have revised the SP:01's power output since last April, the Michigan-based startup initially promised the SP:01 would be powered by an electric motor putting down 201 hp and 166 lb-ft of torque, mated to a four-speed automatic transmission. A 37-kWh battery pack backs up the mid-mounted motor, giving the SP:01 a 190-mile range. Detroit Electric claims the SP:01 will accelerate from 0-62 mph in 3.7 seconds, and reach a top speed of 155 mph. The fastest Tesla Model S we've tested accelerated from 0-60 mph in 3.9 seconds, while the fastest Tesla Roadster we tested accelerated from 0-60 mph in 3.7 seconds. The Tesla Roadster was limited to 125 mph, while the Model S is limited to 135 mph, making the Detroit Electric SP:01 faster, but not quicker. Detroit Electric says it will introduce its $130,000 SP:01 in several world markets, with production and sales plans to be announced in the coming weeks. Source: Detroit Electric

autos

So far, our long-term 2014 Subaru Forester 2.0XT is holding up nicely to our use and abuse. The test team took it to the track and brought back some respectable numbers. Road test editor Scott Mortara got a 0-60 mph time of 6.4 seconds at the track (we've reproduced the test chart below). And the Forester's 4-wheel disc brakes stop the vehicle from 60 to 0 mph in 115 feet. Within the last 12,000 miles, we've also had a scheduled maintenance visit. It turns out that our Forester came equipped with a 2/23 maintenance plan (aka Plan 445), which retails for $347. Plan 445 covers the first three maintenance visits and comes with a $500 coupon toward the lease or purchase of another Subaru. So the oil change, tire rotation, and fluid top-off service we received at 7,500 miles, which normally runs about $85, cost us nothing. Now, compare the cost of three visits (including the 15,000-mile cabin filter replacement plus oil change, and the 22,500-mile oil change) to the cost of the maintenance plan, and it looks like the maintenance plan is worth it only if you plan to purchase another Subaru and want the $500 coupon. Since we ordered our Subaru Forester 2.0XT with the baseline package, I've been adjusting to having a vehicle without GPS. The multi-function display, which displays the backup camera view and average mpg readout (among other things), is tucked away in a shaded cubby just the right size to wedge my iPhone in to provide hands-free GPS. The downside is the iPhone blocks my view of the reverse camera, and its power cord hangs in front of the radio. Otherwise, the driving experience in the Forester 2.0XT is going well. I took it on a camping trip up to Little Basin in California, and filled the back of the Subie with three days' worth of camping gear for two adults, plus a cooler full of extra food for a big get-together afterward. In an effort to be respectful of our campground neighbors, I found the instructions in the manual to silence the audible signal when the Forester is locked remotely using the key fob. This way we could lock and unlock the vehicle in our very quiet campground and not disturb the peace. For more on our long-term 2014 Subaru Forester 2.0XT: Arrival 2014 Subaru Forester 2.0XT BASE PRICE $28,820 PRICE AS TESTED $29,022 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 2.0L/250-hp/258-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION Cont. variable auto CURB WEIGHT (F/R DIST) 3596 lb (59/41%) WHEELBASE 103.9 in LENGTH x WIDTH x HEIGHT 180.9 x 70.7 x 68.2 in 0-60 MPH 6.4 sec QUARTER MILE 15.0 sec @ 92.5 mph BRAKING, 60-0 MPH 115 ft LATERAL ACCELERATION 0.78 g (avg) MT FIGURE EIGHT 28.0 sec @ 0.61 g (avg) EPA CITY/HWY/COMB FUEL ECON 23/28/25 mpg ENERGY CONS., CITY/HWY/COMB 147/120/135 kW-hrs/100 miles CO2 EMISSIONS, COMBINED 0.78 lb/mile

autos

Dean Shaw, VP of Corporate Communications for Volvo North America, might as well have ridden a unicorn over to Motor Trend's headquarters today. The exec paid a visit to our El Segundo offices to show us a Euro-spec Volvo V60 Diesel PHEV , and while that may seem a little cruel since he was basically dangling forbidden fruit in our faces, his intentions were not malicious. Shaw simply wanted to give us a little taste of what we can expect from the upcoming 2016 Volvo XC90 PHEV, since the hyper-efficient wagon (the world's first production diesel plug-in hybrid) utilizes the same hybrid technology the XC90 PHEV will. The V60 is a technological marvel in that it features two separate powertrains. A 2.4-liter five-cylinder turbodiesel drives the front wheels with 215 hp and 325 lb-ft of torque, while a 50-kW electric motor that can produce up to 70 hp and 148 lb-ft of torque and independently drives the rear wheels. The motor is fed from a battery underneath the cargo floor and charged by a belt-driven generator/starter on the diesel motor that can generate power by feeding off the engine and recapturing energy as the engine spins down, as well as through regenerative braking. This makes it technically all-wheel drive. The car is functionally in AWD mode every time it blends electric and diesel power, when it's transitioning from one power source to the other or while running both. It can also act like a traditional AWD unit to improve traction, as Shaw said the V60 PHEV didn't pose any problems for him (except for not having enough clearance in some instances) while he drove it all winter long in New Jersey. Even though the system itself is advanced, using it is simple. Shaw showed us how intuitive the controls are: there's a handy AWD button on the center stack that allows you to activate it full-time, in addition to another button for the "Save" mode. This mode allows the V60 to use only the diesel engine, which in turn charges the battery to about 40-45 percent, or about 12.5 miles of driving range. The other three modes (Power, Hybrid, and Pure EV) are neatly arranged at the bottom of the center stack. During a quick jaunt around El Segundo, the V60 Diesel PHEV performed well in all modes on both surface streets and on the highway. In some instances, I even forgot I was driving a PHEV -- let alone a diesel -- since it was so smooth, quick, and quiet. Although we won't be getting the V60 Diesel PHEV, we will be getting the car's best parts: its hybrid tech. Whether that comes paired to a diesel or gasoline engine remains to be seen. Shaw wasn't able to give us specific XC90 powertrain details, but he did reveal some pretty cool facts about the upcoming crossover. 1. The battery is mounted between and under the seats because engineers found that was the safest place for a battery after C30 EV (with a mid-mounted battery) performed well in crash tests. 2. Although cargo space is slightly compromised in the V60 PHEV compared to the regular V60, Shaw assured us that cargo room will remain the same in the XC90 PHEV compared to the regular XC90. 3. A new app available through the automaker will allow you to perform convenient functions in the XC90, such as remote start and finding the XC90 in a parking lot if you don't remember exactly where you parked. 4. The voice command icon has been redesigned because designers thought the old icon was too clunky and that it resembled an alien. In an effort to make it look more aesthetically appealing, they took 15 profiles belonging to celebrities and picked certain features they liked about them to create a more "attractive" icon. 5. The PHEV will go on sale as a 2016 model next spring, and although the automaker originally aimed at introducing the plug-in hybrid variant 20 weeks after the standard model, it was pushed closer to around three months after the regular XC90. 6. By 2017, the brand new 2016 XC90 PHEV will be the oldest model in the lineup since all the other Volvo modes will have undergone a huge overhaul with the new SPA platform and new turbocharged and turbo-supercharged I-4s. Photos by Michael Shaffer

autos

Is this General Motors' new normal? With investigations into its ignition switch recall on-going, GM has been incredibly pro-active in announcing new recalls. This morning, GM announced its recalling an additional 2.42 million vehicles in four separate recalls, including the 2015 Chevrolet Silverado HD and 2015 GMC Sierra HD, the 2015 Cadillac Escalade, the previous-generation Chevrolet Malibu and Pontiac G6, and the Buick Enclave, Chevrolet Traverse, GMC Acadia and Saturn Outlook. The largest recall goes to the GM's full-size crossover fleet. A total of 1,339,355 Buick Enclave, Chevrolet Traverse, GMC Acadia, and Saturn Outlook models built from 2009-2010 are being recalled due to excessive wear in the front seatbelt lap cables. The flexible steel cable is responsible for connecting the seat belt to the crossover, and if it's worn out it could compromise the safety of front occupants in a crash. GM has told its dealers that it cannot sell new or used Enclaves, Traverses, Acadias, or Outlooks until the fix has been made. The second largest recall goes to the 2005-2008 Pontiac G6 and the 2004-2008 and 2009-2012 Chevrolet Malibu, spanning two generations of the Chevy midsize sedan. The recall, which totals 1,075,102 sedans equipped with four-speed automatic transmissions, is being issued due to a shift cable that could wear out prematurely, resulting in the selected gear being different than the gear indicated by the shift lever. GM says it's aware of 18 crashes and one injury from the issue. The automaker says dealers will replace the shift cable and attachment bracket free of charge. The related 2 007-2008 Saturn Aura was recalled for the same issue earlier this month . The smallest recalls go to some of GM's newest vehicles. The larger of the two covers 1402 2015 Cadillac Escalade and Escalade ESVs . According to GM, a poorly-executed plastic weld that attaches the passenger side air bag to the instrument panel could cause the airbag to only partially deploy in an accident. GM says its supplier has fixed the issue and Escalade production continues in Texas. In the meantime a stop-sale has been issued for new Escalades until the fix can be performed, and 224 customers who have already received their Escalades were sent overnight letters instructing them to not let anyone sit in the front passenger seat of the SUV until the vehicle has been fixed at the dealer. No incidents or injuries have been reported due to the issue. The final recall goes to 58 2015 Chevrolet Silverado HD and 2015 GMC Sierra HD pickup trucks. Retention clips that attach the optional 220 amp generator fuse block to the vehicle can become loose, leading to a potential fire. GM says it's unaware of any crashes or fatalities due to the recall. Source: GM

autos

The Mazda Miata just celebrated its 25th anniversary , and enthusiasts have been chomping at the bit for any and all news regarding the upcoming fourth-gen model. Now, Motor Trend's own photographers have captured a prototype for the next MX-5 testing in the foothills of Southern California. The car was seen driving with a caravan of other Miatas, including a current-generation model and a very early first-gen NA-chassis Miata (said to be VIN #15). Mazda development engineer and former Sport Compact Car engineering editor Dave Coleman was piloting the prototype, with engineers from Japan driving the other two cars. When approached by our photographers, Coleman offered no info on the car. But then again, we wouldn't expect him to give us all the deets this far from the car's debut, which is expected to happen at next year's Chicago auto show. Even without knowing Mazda's secret plans, we can still learn plenty from these spy shots. The test mule is dressed in the current-gen car's sheet metal, but appears longer -- especially in the hood and nose. This gives the car a profile reminiscent of a Honda S2000. The current Miata's body panels appear to have been cut to fit the prototype, which could explain the strange fitment of the fenders. One of our shooters, photo intern Robin Trajano, says the hood appeared to sit lower than the front fenders. It also looks like the side mirrors may have been repositioned on the door. Like the last prototype we spotted testing on the 'Ring , this tester features a vinyl top that covers more of the decklid and rear fenders compared to the outgoing Miata. At the New York auto show, Mazda showed off the next-gen Miata's chassis , which is said to be stronger yet also 14 percent lighter. It was there that we got confirmation of the model's switch to four-lug wheels, which we had seen in previous spy shots. This prototype also sports four lug nuts per wheel instead of the current Miata's five. But the most revealing part of this encounter could be where the prototype was caught. The next-gen Miata test mule was seen on Glendora Mountain Road (GMR), one of SoCal's best driving roads and a darn good one for vehicle development. Also telling is the fact that Mazda brought along both the first- and last-generation models, which could mean the Miata will indeed return to its pure, minimalist roots. We'll need to wait a bit longer for more details on the upcoming Skyactiv-powered fourth-gen Miata, but until then enjoy these spy shots. Previous spy shots courtesy of CarPix

autos

Fiat Chrysler Automobiles' announcement that it will set up its new headquarters in London, U.K. may have rattled some nerves, but according to Automotive News , two people familiar with the details of the plan made it seem like it wasn't that big a deal because the move was "more like adding a new office rather than shutting down an old one." That's because the office, which will open before the end of the year, will reportedly be small with staff of only 50 people. The fact that the person also said Fiat's headquarters in Turin and Chrysler's main base in Michigan will not shrink or close also makes it seem like the new London office is just another addition. Most of the people at the new London headquarters will handle treasury operations, and it's very likely Fiat Chrysler CEO Sergio Marchionne will have an office there, as well as Fiat Group Chairman John Elkann. Richard Palmer, the company's chief financial officer, may also get an office in London, too. Unfortunately for newbies looking to work for the company at the new office, it's been reported there are no plans to hire any new people in London, but it has been rumored that Fiat is looking to relocate more finance people from Europe to the Asia Pacific and Latin American regions. The move is intended for financial reasons, as Fiat Chrysler selected London to take advantage of its tax rates. In London, the company will benefit from a 20 percent corporate tax rate in 2015, versus the 31.4 percent rate in Italy and 35 percent rate in the U.S. Keeping this in mind, the move has still raised some concerns. U.S. Senator and Michigan Democrat Carl Levin says he wants to introduce legislation that will make it harder for companies to move their tax residence outside of the U.S. after a merger. Even still, Marchionne assures the move won't change much. "It doesn't mean I give up my operating functions in the U.S., but we're multifaceted. We're multitalented. We do stuff everywhere." Source: Automotive News (Subscription required)

autos

After four or five years on the market, most cars begin to look, well, old. The Audi A7 is arguably an exception to this rule. The big four-door hatchback is still a looker four years into its run, but not wanting to risk the stylish sedan becoming stale, Audi has just unleashed the updated 2015 A7 on Europe, which we've been told will make its way to the United States sometime next year. With such sleek sheetmetal, the changes to the 2015 Audi A7 are thankfully subtle. Up front, the 2015 A7 gets a wider grille, standard LED headlights (with optional glare-free "Matrix LED" headlights ), and a more aggressive front valence. In back, the A7 gets updated LED taillights, a new bumper, and more aggressive exhaust tips. Changes to the inside of the 2015 A7 are just as minimal as the changes to the outside. The A7 gets some new interior materials and colors, and the latest and greatest version of Audi's MMI infotainment system, which debuted recently on the 2015 Audi A3. A head-up display is on the option list, as is wireless internet and a Bang & Olufsen sound system. Though the Euro-spec A7 gets an engine lineup featuring two gas engines and three diesel mills, the American A7 will more than likely have its engines carry over with minimal changes. The sole relevant powertrain update is that the Euro 2015 Audi S7 now churns out 444 hp from its 4.0-liter twin-turbo V-8. We suspect that the American S7 will see its 420-hp V-8 revised to the new standard when the updated S7 hits our shores next year. Other engines , including the base 3.0-liter supercharged V-6 and optional 3.0-liter turbodiesel V-6 are likely to remain unchanged. The 2015 Audi A7 goes on sale in Europe this summer, and will hit dealers in North America before the end of 2015. Source: Audi

autos

The Coupe readily delivers whatever entertainment you ask from it, whether it's backfires and pops from the exhaust after you tap that Sport button, or music from the rather robust infotainment system. I gleefully accepted the former, and acclimating to the latter didn't take too long. At $2250 (combined Technology and Navigation Packages), the system's price falls in line with what's available from other automakers. The interesting thing is if you've driven a BMW with iDrive, you'll recognize a few of the screens. That's because one benefit of being under BMW's corporate umbrella is that the Mini's system appears to have trickled down from iDrive, which is one of my industry favorites. The system has been modified to match Mini's design theme and smaller size, and it works reasonably well. Where iDrive has a dial controller, the Mini uses a small joystick that has the same eight-direction configuration. But where BMW's system has four buttons that let you select navigation, entertainment, and so on, the Mini swaps that for one shortcut button that cycles through the same sections. It operates seamlessly once you remember the pattern (tap twice to go from stereo to navigation, for example). If you don't like cycling through, there's a home button that calls up the main screen where you can select options with the joystick. While the design is consistent with the rest of the interior, one downside of shrinking the display is the loss of the split-screen option found in BMWs. I miss being able to look at the map and radio information simultaneously. Other iDrive features carry over for better and worse. Better: The system doesn't automatically start playing music on your iPhone when you plug it in. (Sometimes you just need to charge your phone.) Worse: The navigation system doesn't show street names on the map as often as it should, making it far less usable as a map, especially in dense cities. Surrounding the main display is an enormous analog speedometer that's difficult to read during a quick glance. It's redundant too, as the large, wonderfully driver-focused tachometer has a much clearer digital speedometer in the center. The next-generation Mini Coopers do away with the big analog speedo -- a change for the better -- combining it and the tachometer in the space where you'd expect a gauge cluster to be. While I'd miss having the big tach, I'll be interested in seeing how the combined gauge cluster works. Hopefully, Mini will add coolant and oil temperature gauges, too. For how sporty the car hopes to be, their absence is a strange oversight. More on our long-term 2013 Mini Cooper S Coupe: Arrival Update 1: A Service Stop and the Joy of Run-Flat Tires Update 2: The Startup Sequence Update 3: Chrome Dome Update 4: It Isn't the Size That Matters

autos

I used to say that the best $7000 dollars you could spend in the car world was the P31 option that took the Mercedes-Benz C63 AMG's horsepower from 451 up to 481 hp. Well friends, I was wrong. Desperately wrong! Turns out the best way to spend $7K car is to spring for the rear sheer curtains (option code: FU Paparazzi, probably) in the Rolls-Royce Phantom. Added bonus: The curtains, in this case made of lovely oyster colored leather, actually cost $6525, leaving you an extra $475 to blow on cravats and caviar. Whoopee! Oh, you probably want to know what's so great about the curtains. As you should. The loan of this here Midnight Sapphire Phantom ($9450 for the paint, please) just happened to coincide with my best friend's bachelor party weekend in Las Vegas. Eric, the guy in the passenger seat, is a large man, 6 foot 3 and a strapping 265 pounds. I mention his size because the friend sitting behind Eric is 6 foot 5, and was perfectly comfortable on the 260-mile ride to the Aria in Vegas. And when the 6-foot, 5-inch guy was up front, Eric still had plenty of room. Remember, this is the short wheelbase version. Tall people, take note. With the tall guy safely ensconced in the rear, he and another friend (a shorty at 6 feet even) invented a new game: curtaining. Here's how you play curtaining: Lean forward to clear the Phantom's massive, formal C-pillar and wait until someone driving, riding, or walking down the street makes eye contact with you. Do not worry. You are in a Phantom; they will make eye contact. You won't have to wait long. The second they do -- BAM! -- one of you hits the button that closes the curtains and then begins laughing uncontrollably. (The driver also has full curtain controls, should you find yourself being chauffeured.) Repeat for four hours. Then do the exact same thing all the way back to Los Angeles. Juvenile? You bet your short pants. More fun than the rest of the weekend? Possibly. In general, what is best about cars? Depends upon whom you ask. Value and efficiency matter to some; numbers and performance to others. What matters most to me, especially after a week of living with the Phantom? How a car makes me feel. Despite only setting your total net worth back by $487,615 ($407,540 base price plus more than $80K in options, including $3425 for the must-have Crossbanded Royal Walnut), the Rolls-Royce Phantom makes me feel like a million bucks. Actually, that might not be enough, as the average Phantom owner's net worth is $30 million. Average. Point is, the car makes me feel special. In terms of smiles per mile, I don't think the car has any peers. The big Roller has the same effect on whoever's inside its cavernous, ultra-lux innards. I base this statement on the reactions of my eight buddies, who fought each other for rides all weekend. The Prius V driver and the guy who doesn't drive at all seemed particularly impressed. I first drove the new Series II Phantom last year in and around Monaco. True, it happened to be the weekend that Francois Hollande, the Socialist president of France, got himself elected. But those collectivist shockwaves never reached the South of France. The Phantom, while obscenely special, purposefully ostentatious, and delightfully decadent, never felt out of place. But while cruising the outlet malls in Barstow, we stood out like a well-massaged, truffle-fed, gilded thumb. Yet even though were performing a very poor impression of the 1 Percent, we couldn't stop smiling. Obviously for someone with my net worth the Phantom is pure, uncut fantasy. But what fun! Let's not overlook an additional benefit: Being that the Phantom gives you a constant sense of occasion. Allow me to illustrate. If you've never been to Las Vegas, the ATMs charge you $6 to pull out cash. That's the standard fee at most casinos and one hell of a racket. (Hot tip: The Wynn and the Encore only charge you $5. Go figure.) Now, worrying about losing $6 is Vegas is akin to worrying about being underdressed in Las Vegas. You can't do it. I get that. But some of my friends are, let's say, overly frugal, cheap, stingy bastards, despite their poker proclivities. So we wasted $15 in gas to drive a near-$500K car several miles off the Strip to save $6 in bank fees. Then I made one of them tip the valet $10 to ensure the Phantom stayed parked up front, completely invalidating the entire purpose of our silly outing. In practically any other vehicle this would have been a mindless, infuriating chore. In the Phantom, it's a story I can and will -- tell for the rest of my life. A story I won't be repeating is how the Phantom did on our test track. First of all, apologies to our scales as the Phantom weighed heavily on them at 5863 pounds. To be fair to her royal Phatness, the last Bentley Mulsanne we tested was even lardier, weighing in at 5984 pounds. Why's the Rolls so "light?" The secret is that the Roller has an aluminum spaceframe similar to that in a Lotus 7. (More on the $14,100 rear theater-lounge seat in a bit. The 6.8-liter V-12 still makes 453 hp and 531 lb-ft of torque, just like it did when Rolls launched the Phantom in 2004. Normally I scold car companies for releasing a new or significantly updated version of a product with nary a bump in power (Hello, Subaru STI!), but in the case of the Phantom, adequate remains adequate. As such, 0-60 mph happens in 5.5 seconds, the quarter-mile is over in 13.9 seconds at 100 mph, and braking from 60 mph takes an impressively short 105 feet. What does that compare with? Interestingly, the new Subaru WRX. The Rexer's numbers are 0-60 mph in 5.5 seconds, quarter-mile in 14.0 at 98.1 mph, and 60-0 mph in 106 feet. Eerily similar, no? As for its more direct competition (says me Rolls-Royce refuses to acknowledge any competition), the much more powerful Mulsanne hits 60 mph in a ferocious 4.8 seconds, runs the quarter-mile in 13.3 seconds at 104.4 mph and can stop from 60 mph in 108 feet. Rolls would probably prefer we not publish this next part, but it takes the Phantom 28.2 seconds to get around our figure eight, same as an EcoBoost F-150. That's almost minivan territory a Toyota Sienna SE takes 28.6 seconds. The Mulsanne can get it done in a middling but much better 26.8 seconds, while the little Subaru is sports-car fleet, needing just 25.3 seconds. And now, the kicker. To a Phantom owner, nothing could matter less than the preceding two paragraphs. What matters most? Well, it could be that theater-lounge seat. Imagine if you will a loveseat in place of rear seats. The place where your butt sits is one expansive, unbroken hunk of white leather. You don't see car sofas like this outside of prewar, deco streamliners sitting on upper-crusty golf courses. Charles Rolls was a Minerva dealer, after all. The theater-lounge seat is one of the most luxurious set pieces I've ever experienced in a car built after 1939. A week after Las Vegas I found myself in the back of a Rolls-Royce Phantom EWB being whisked through the Joshua Tree National Forest by an actual British person (Hi, Pat!). EWB stands for "extended wheelbase," and the entirety of the nearly 10-inch stretch is found in the rear compartment. Yet this particular car, despite its $543,000 price tag and cubic yards more legroom, just wasn't as special in back as the Vegas Phantom was. The EWB Roller even had curtains -- though no $6450 fridge below the rear seat. The indignity! -- but it just wasn't as lush, as memorable, or as fun. Fun. In the final summary, fun is what matters most here. Hitting the little button that covers the nav screen with a burled walnut cover is fun. Hiding the iDrive wheel is fun. Figuring out that the tray that pops out from the center of the dash perfectly holds your cell phone and your wallet is fun. Two glove boxes is fun. Popping the Spirit of Ecstasy up out of the hood when you drive by a car full of pretty girls is fun. Blasting the Melvins, Killdozer, Cephalic Carnage, NoMeansNo and Opeth over the Phantom's creamy good stereo in a space intended for Chopin and Tchaikovsky is not only fun, it's subversive. And what's more fun than subversion? Fun is why I'd rather have a Morgan 3-Wheeler over a BMW M3. When you're wealthy enough to own essentially any car you want, why not make fun a priority? Don't read me wrong. Captaining the Phantom down your favorite, curvy canyon road is decidedly not fun, nor is it the point of the car. That's what the Ferrari is for. The Rolls-Royce Phantom is fun because it makes the mundane special, the ordinary extraordinary, and the routine memorable. Most importantly, if I could have a Phantom, I would. 2014 Rolls-Royce Phantom BASE PRICE $407,540 PRICE AS TESTED $487,615 VEHICLE LAYOUT Front-engine, RWD, 5-pass, 4-door sedan ENGINE 6.8L/453-hp/531-lb-ft DOHC 48-valve V-12 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 5863 lb (49/51%) WHEELBASE 140.6 in LENGTH x WIDTH x HEIGHT 230.0 x 78.3 x 64.5 in 0-60 MPH 5.5 sec QUARTER MILE 13.9 sec @ 100.0 mph BRAKING, 60-0 MPH 105 ft LATERAL ACCELERATION 0.78 g (avg) MT FIGURE EIGHT 28.2 sec @ 0.63 g (avg) EPA CITY/HWY/COMB FUEL ECON 11/19/14 mpg ENERGY CONS., CITY/HWY 306/177 kW-hrs/100 miles CO2 EMISSIONS 1.43 lb/mile

autos

Remember the Alfa Romeo 8C that began the storied brand's halting return to the U.S. market? Well, forget it. With the hindsight of half a decade, that quarter-million dollar beauty looks like a cynical attempt to wrap aging hand-me-down hardware in a beautiful new wrapper -- kind of like the Crossfire did at one-seventh the price. This 4C is Alfa's make-good for such past sins, and we're promised it spearheads a lineup that will include eight cars by 2018. If you've read anything about the 4C, it's probably been gushing, glowing hyperbole suggesting that this feathery mid-engine track-star might have been co-developed in heaven by the holy ghosts of Enzo Ferrari, Colin Chapman and some nameless, incredibly crafty bean-counter. Divine intervention on that last front was surely required to finagle a starting price of $55,195 for a car with a carbon-fiber tub constructed the slow Formula 1 way by hand-laying pre-impregnated carbon fiber sheets and autoclaving them, not the newer, more efficient Lamborghini Aventador/BMW i3 way of laying dry fiber mats in molds and injecting resin. The aluminum subframes at either end add even more cost, and while these are somewhat offset by a few bits and pieces shared with mainstream models (like the dry twin-clutch transmission), the X-Ray view of this car looks as much like a supercar as the outer skin does. Trust me, this is as earnest, contrite, and heartfelt an atonement for past Alfa sins as we could reasonably hope for. The very first thing I do when the PowerPoint presentations wrap is nab the keys to the lightest 4C available -- with the cloth seats, the smaller 17-inch front/18-inch rear tires, the "racing exhaust" ($500 well spent to leave off the muffler) -- and bolt from central San Francisco to the Golden Gate bridge and the twisty Marin County roads on the other side. The sound of that exhaust bouncing off buildings and the car's eagerness to jink past, around, and between the lumbering commuters has me grinning like an idiot, brainstorming fresh hyperbole, and fearing for my license. Up on the deserted and tightly kinked tarmac the fun-quotient quadruples, and after about 5 miles of flailing away at the unassisted 15.7:1 steering, my pecs are burning a bit. Steering effort at speed isn't particularly high (it's perfect), but the repeated arm-over-arm work required by the slightly slowish ratio keeps the muscles busy. It's the most entertaining upper-body workout you'll never find, however, attended as it is by a never ending succession of turbo whistles, blow-off valve pops, over-run braaaaaps, and the like. Dynamic handling is superbly neutral. The car turns in eagerly and tightens its line when the throttle closes, but it resists tail-out hoonigan behavior pretty strongly. I sample a car equipped with the 18/19-inch footwear and a muffler later on the exact same stretch of road, and find that much of this amusing audio is stifled, but the ride quality and handling limits seem about the same. (Pirelli P Zero ARs are fitted in both setups.) The very next thing my co-driver and I do is to perch our 4C on a set of corner scales. The results: 2437 pounds with a 41/59 percent front/rear balance (the muffler and upsized wheels will add only 18 pounds to our afternoon car measured on the same scales). Okay, that's 405 pounds heavier than an Exige, but it's 622 pounds lighter than a Cayman. And with each of its 237 horses lugging 10.3 pounds, it splits the difference between the base and S versions of the mid-engine Porsche (9.7 and 11.1). The more dearly departed Exige scaled at 7.9 lb/hp. How do the performance numbers compare? Third on our things-to-do list is to mount a VBox, dial up Race mode on the cutely named DNA drive-mode switch (hold the toggle in the Dynamic position for 6 seconds), pull the left (-) shift paddle, floor both pedals, and release the brake. The transmission executes a 6000-rpm launch and upshifts itself at the optimal rpm (an indicated 6200 in first, 6500 thereafter), getting a bark of wheelspin in second. The result: A blistering 4.3-second dash to 60 mph en route to a 12.8-second, 108.8-mph quarter-mile. That beats the manual Exige by 0.2 second and 0.9 mph (thanks twin-clutch!) and trails our best twin-clutch Cayman S by exactly the same margin. Braking from 60 mph looks less impressive at 113 feet versus Exige's 105 and Cayman S' 101, but the different test surface could account for some of that. I certainly can't find any fault with the feel or fade-resistance of the four-wheel vented-and-perforated Brembo discs. Stop four on the day's itinerary is Infineon Raceway, where a fleet of four cars fitted with the track package (stiffer suspension, the larger 18/19-inch wheel/tire package, and race exhaust) beckon. Here the car really feels at home, and only here can one muster both the courage and the speed required to generate full-on trail-brake-induced oversteer and point the car into the next turn. This only works in Race mode, which switches off the stability control system, and even then it's tricky to maintain a slide as the "Q2 electronic limited slip" software continues to dither the inside rear brake to equalize wheel speeds across the rear axle. Drifters may need to pull a Q2 fuse and fit slipperier tires. There's even more to love. The instrument display mimics those in the Ferrari 458 or Lambo Aventador, changing the graphics, color, and content with each drive mode, and flashing a bright yellow rev band when it's time to shift up; the light, cheap Parrot Asteroid radio lets your phone provide navigation and other advanced telematics content (though you'll find it connects to Android phones easier than it does to iPhones); the seats provide ample lateral support without feeling cramped; and a wide, flat footwell allows the passenger to brace sufficiently for high-g cornering without handholds. Yes, the climate controls feel chintzy, the airbags deploy from clearly visible doors, there's no glovebox or armrests, the cupholders are too small, the rear-view mirror is worthless (except for watching the engine rock as you get on and off the gas), it's too loud, etc. If any of that bothers you, Porsche has a Cayman with your name on it. The 4C goes on sale late this year at 86 dealers (83 of which currently sell Fiat; the others Maserati) in 33 states. The first 500 will be special launch edition models, equipped with the track pack, special wheels, leather/microfiber seats and steering wheel, special carbon fiber trim inside and out, a larger spoiler and fender air inlets. The price: $69,695. Hold out for a base car; it'll be the steal of the century. Keep reading for the 2015 Alfa Romeo 4C test chart and more than 140 additional photos. 4C FAQ When's the Spider coming? Don't hold your breath. Removing the roof of this extremely rigid structure poses no engineering challenges, but with the profit margin at practically nil as is and a production capacity of about 1000 cars per year, it'll be tough to concoct a business case for a second model. Why no stick!? This is a no-compromises high-performing sports car; manual shifting would slow the car a bunch. Also, packaging a shifter and the complicated linkage required to reach the transverse-mounted transaxle would have resulted in an unsatisfying shifter feel. What's this thing going to be like to repair and insure? Insurance rates are ultimately determined by the overall value of the car, so we're assured there will be no big surprises there. Front and rear crash damage is usually confined to the replaceable aluminum structure. Major crashes that impact the carbon-fiber tub will summon a U.S.-based "Flying Doctor," who will assess the damage and suggest repair, replacement of a section, or total loss. Isn't that just a Giulietta/Dart front suspension moved to the back? Nope. Yes, it's a strut design, but a unique and pretty sophisticated one. To make it package lower, the lower spring perch also serves as the upper mount to the suspension upright, and by canting the spring inboard at a greater angle than the strut rod, the spring imparts a side-load that helps reduce friction in the strut. Also, the lower control arm forms a very wide triangle that would never fit under a Dart. Why no twin-scroll turbo? Twin-scrolls are a no-brainer in twin-turbo big-displacement engines, where they help build boost at a lower rpm for great grunt off the line. Here the priority was high-rpm power, which a single-scroll helps optimize. The intake is tuned to help bolster the low-end torque that a twin-scroll would have provided. How does that slinky body do in the wind tunnel? Great! And all the magic is underneath. Carefully managing the flow of all cooling airflow under the body and out the rear diffuser helps deliver a 0.33 Cd with a -0.05 coefficient of lift (meaning there's modest downforce) balanced front to rear, without any gigantic spoilers, wings, or splitters. I thought the carbon fiber tub was unidirectional, but the tub looks like a weave. The tub is formed of layer upon layer of one-directional carbon fiber, aligned for optimal strength in all areas, but that stuff is ugly to look at, so the there's a layer of 2 x 2 twill carbon fiber on top for looks. Why does the American version weigh 200 pounds more than the global model? Europe granted the 4C low-volume exemptions from some regulations. Alfa did not pursue such exemptions in the U.S., so additional reinforcements are required primarily for frontal and side-impact crash protection, and our unbelted-occupant crash tests demanded a different (and heavier) set of airbags. 2015 Alfa Romeo 4C (base) POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Mid-engine, RWD ENGINE TYPE Turbocharged I-4, alum) block/head VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 106.3 cu in/1742cc COMPRESSION RATIO 9.3:1 POWER (SAE NET) 237 hp @ 6000 rpm TORQUE (SAE NET) 258 lb-ft @ 2200 rpm REDLINE 6500 rpm WEIGHT TO POWER 10.3 lb/hp TRANSMISSION 6-speed twin-clutch auto. AXLE/FINAL-DRIVE RATIO 4.12:1/2.56:1 SUSPENSION, FRONT; REAR Control arms, coil springs, anti-roll bar; struts, coil springs, anti-roll bar STEERING RATIO 15.7:1 TURNS LOCK-TO-LOCK 2.7 BRAKES, F;R 12.0-in vented, drilled disc; 11.5-in vented, drilled disc, ABS WHEELS, F;R 7.0 x 18-in; 8.5 x 19-in, cast aluminum TIRES, F;R 205/45ZR17 88Y; 235/40ZR-18 95Y Pirelli P Zero AR DIMENSIONS WHEELBASE 93.7 TRACK, F/R 64.5/63.1 in LENGTH x WIDTH x HEIGHT 157.5 x 73.5 x 46.6 in TURNING CIRCLE 40.5 ft CURB WEIGHT 2437 lb WEIGHT DIST., F/R 41/59 % SEATING CAPACITY 2 HEADROOM 38.0 in LEGROOM 42.7 in SHOULDER ROOM 49.8 in CARGO VOLUME 3.7 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.6 sec 0-40 2.4 0-50 3.2 0-60 4.3 0-70 5.4 0-80 6.9 0-90 8.7 0-100 10.7 PASSING, 45-65 MPH 2.1 QUARTER MILE 12.8 sec @ 108.8 mph BRAKING, 60-0 MPH 113 ft TOP-GEAR REVS @ 60 MPH 2100 rpm CONSUMER INFO BASE PRICE $55,195 PRICE AS TESTED $57,795 STABILITY/TRACTION CONTROL Yes/Yes AIRBAGS Dual front, front side, driver knee BASIC WARRANTY 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles ROADSIDE ASSISTANCE 4 yrs/50,000 miles FUEL CAPACITY 10.5 gal EPA CITY/HWY/COMB ECON 24/34/28 mpg ENERGY CONS., CITY/HWY 140/99 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.70 lb/mile RECOMMENDED FUEL Unleaded premium

autos

A new report suggests that 75 percent of pickups in the U.S. will have aluminum bodies by 2025. Commissioned by the Aluminum Association, the report from Ducker Worldwide predicts that GM and Fiat Chrysler Automobiles will join Ford as leading automakers to use aluminum sheet in vehicle construction, Automotive News reports. While GM and Chrysler have yet to announce their future aluminum plans, Ford showed the aluminum-intensive 2015 Ford F-150 at the 2014 Detroit auto show in January that is expected to go on sale later this year. According to Ford, the 2015 F-150 will shed "up to 700 pounds" of weight compared to the outgoing pickup. Reducing overall vehicle weight will improve fuel efficiency, benefitting consumers as well as helping automakers meet the rising corporate average fuel economy standard of 54.5 mpg by 2025. "Our assumption is that the Ford F-150 will be successful, there is no way Ford won't let it not be successful," said Richard Schultz, managing director of Ducker Worldwide. "And there is no way GM and Chrysler would not follow Ford." Fuel economy for the aluminum-intensive 2015 Ford F-150 is projected to increase 10-12 percent, according to global investment firm CLSA. While Chrysler has only hinted at producing an aluminum body for the next-generation Jeep Wrangler, GM is expected to officially announce its plans for aluminum-bodied Chevrolet Silverado and GMC Sierra pickups for the 2018 model year . Another indicator of increased use of aluminum among automakers is the increased production capacity of aluminum suppliers Alcoa Inc. and Novelis Inc. Demand for aluminum sheet is also expected to grow from less than 200 million pounds in 2012 to nearly 4 billion pounds by 2025, according to the Ducker study. Source: Automotive News (Subscription required), drivealuminum.org

autos

While the Bentley Continental GT3 race car isn't available to the public, the storied British automaker is celebrating the racer with the limited edition Bentley Continental GT3-R road car. Limited to just 300 units, each Continental GT3-R will be finished in Glacier White with bright green, carbon fiber, and black accents. Like the Continental GT3 racer , the Bentley Continental GT3-R features the automaker's twin-turbo 4.0-liter V-8. While power is down from the racer's 600 hp, the Continental GT3-R road car makes 572 hp and 516 lb-ft of torque 51 hp and 14 lb-ft more than the Bentley Continental GT V8 S . Peak horsepower is made at 6000 rpm, while peak torque begins at just 1700 rpm. That torque figure also matches the base 567-hp 6.0-liter W-12's torque figure also available at 1700 rpm. The extra power over the Continental GT V8 S is made possible with new "precision-honed, high boost turbochargers" and retuned engine control software. The engine breathes through a new titanium exhaust that not only saves about 15.5 pounds, but also gives the Continental GT3-R a deep roar, according to Bentley. Other drivetrain changes include a shorter output gearing, while Bentley's all-wheel-drive system has been enhanced with a new torque vectoring system that controls the torque sent to each rear wheel and a recalibrated Electronic Stability Control (ESC) system. The ride control software has been tuned for a bigger spread between Sport and Comfort modes. While a $13,875 option on the Continental GT V8 S, Bentley's Carbon Ceramic Discs are standard on the Continental GT3-R. The brakes feature massive 16.5-inch front and 14.0-inch rear rotors clamped by eight-piston calipers in front and two-piston calipers out back finished in "eye-catching" green paint. The high-performance brakes peek out from behind exclusive 21-inch, black finish lightweight alloy wheels wrapped in Pirelli rubber. Bentley claims the Continental GT3-R can hit 60 mph in 3.6 seconds, though that estimate is probably conservative considering that the last 521-hp Continental GT V8 S took the same amount of time (compared to Bentley's estimate of 4.3 seconds). Exterior changes to the Bentley Continental GT3-R include an aggressive carbon fiber front splitter and fixed carbon fiber rear spoiler. Inspired by the Continental GT3 racer , the hood features a pair of extractor vents to improve cooling efficiency. Two-tone green graphics trace the front wheel toward the back of the car, while a second graphic traces the wide rear hind quarters. The white paint is offset by gloss black headlight bezels, radiator shell and matrix grille, window surrounds, and bumper strips. Inside, the Bentley Continental GT3-R road car's cabin is finished in carbon fiber, Alcantara, and high-quality leather. Up front, the limited edition car gets a set of deeply bolstered sport seats that provide more lateral support. The seats are finished in Beluga Black leather with diamond-quilted Alcantara inserts. Alcantara is also used on the steering wheel and gear shifter, while the center console and dashboard panels are hand-crafted in carbon fiber. Carbon fiber door panels feature diamond-quilted Alcantara inserts. The rear seats have been replaced with a carbon fiber surround finished in leather and Alcantara. "Vivid accent" green leather is used on the seats, instrument panel, and door panels as well as in contrast stitching throughout the interior including "GT3-R" logos in the headrests. More GT3-R logos adorn the center console, passenger dashboard, and sill plates. Pricing for the Bentley Continental GT3-R road car hasn't been announced. Source: Bentley

autos

Sitting inside the vastly upgraded Volcanic Orange 2014 Mini Hardtop Cooper S had me reaching into the depths of my memory, accessing moments from December, when the last-gen limited-edition Mini Hardtop John Cooper Works GP occupied a spot in our garage. I concluded that it would be unfair to base my entire judgment of this new Mini Hardtop Cooper S' performance on my experiences had in the GP. It was the one Cooper, after all, which opened my eyes to the astounding degrees of stick and speed that could be eked from a street-legal, front-wheel drive city car. In doing so, it raised my expectations for future product assembled in Oxford. As I pressed the bright red Engine Start/Stop nubbin (okay, it's a toggle) set behind the Getrag's lever, I hoped that, at the very least, some semblance of the GP's cornering cunning trickled down to its mass-made kin. Well, realizing the GP's influence on the Cooper S required just a handful of canyon curves. The relatedness was definitely present, except, not to the astounding amount most of us here would have preferred. But to truly grasp the Cooper S' handling persona, one must first take into account the many changes put into effect for 2014. The Cooper S (codenamed F56) is physically larger than any Mini Cooper Hardtop ever. Length, width, and height grew some 5.1- (to 151.9), 1.7- (to 68), and 0.3-inches (to 55.7). Its wheelbase extends a further 1.1 inches to 98.2. It weighs 2734 pounds 64 more pounds than the last 172-hp Cooper S we tested way back in 2007. It's a bigger, heavier, albeit still smallish car that boasts roomier rear space and an extra capacious cargo hold (up 3 cu-ft to 8.7 with rear seats up). Its looks barely diverge from those of the outgoing R56. Designers wielded their scalpels to carve a mature reinterpretation of their existing new age design. The Cooper's lights, side scuttles, and hexagonal grille received ample attention, though the massive taillights stood out as the most outrageous update. Given its sportier S designation, our Cooper donned a unique honeycomb front grille, hood scoop (non-functional), brake ducts, and center exhaust set inside a rear diffuser, not to mention, S badges on its blunt nose and perky backside. It remains all Mini. Just a little less mini. And nearly borderline Paceman in physical gravitas. The duo seated in the rear will find it easier to climb aboard, and once belted, will revel in the bigger seats and added leg (up 2.9 inches) and shoulder room (up 3.1 inches). Front riders experience an entirely redesigned dash having that aforementioned toggle switch (no more fob insertion needed) and climate controls at its lower section, and above them, a smallish 4-line TFT display surrounded by plastic cladding. (The optional Mini navigation system with 8.8-inch screen and Mini Connected Services would likely add flavor to the bleak landscape.) As is the trend for Minis nowadays, window switches are thankfully located on the doors and not the center stack. Behind the thick three-spoke wheel sits a new instrument cluster, which prompted both questions and complaints from staffers, such as, "Why would you not place the tachometer smack-dab in the middle of the cluster" Yes, it would make sense given the sportier designation of this Cooper. Or, "What's with the digitized fuel readout to the right of the speedometer?" Ever since we said goodbye to our long term 2010 Nissan 370Z convertible, most of us have been wary of such fuel indicators (the Nissan's was inconsistent). It's funkiness for the sake of being funky. Typical Mini. And for that, the interior's motif, like its exterior, is superb in its commitment to its timeless oddball character. The highly adjustable sport seats wrapped in carbon black leatherette were comfortable, and visibility from the massive front and side glass was superb. In reality, it feels huge inside, even compared to the nearly empty GP which only had two front seats and a gigantic rear strut bar. Against our long term Cooper S Coupe, it's enormous. Like the Coupe, there's an unfortunate lack of small item stowage. For our hot-shoe-on-retainer, Randy Pobst, the space was still smallish, but now with vast acreage at the nose. Said Pobst: "I have this sense of sitting in a pillbox, halfway back. Almost like I'm sitting in the backseat…The windshield seemed to be a long way off, supported by these (thick) vertical A-pillars, which is fine, but it was a unique view from the driver's seat. There was a lot of car in front of me." For the best rearward view, one must consider two caveats: you'll need no rear passengers and the rear split seats' headrests must be folded. Our S arrived with one option we'd gladly redact from the Monroney: panoramic moonroof. Aside from pricey $1000 MSRP, it's covered by mesh that lets in sunlight and heat even if it's fully closed. We'd kept the rear spoiler ($250) and black hood stripes ($100) because they're cool. Those 17-inch Tentacle Spoke wheels will set you back another $750. Now the juicy stuff. Attached to the oddly-named shoes is an array of upgraded muscle. There's an entirely new front axle with steel supports and wishbones; revised aluminum swivel bearings up front; and more high-strength steel in the rear axle. The electromechanical power steering -- called Servotronic -- received a recalibration to further reduce torque-steer, while the programming of the Electronic Differential Lock Control (EDLC) more effectively directs the 2.0-liter turbo four-cylinder's 189 horses and 207 pound-feet to the front 205/45R-17 Pirelli PZero rubber. (EDLC directs torque to the drive wheel with the most grip using the brake system.) Engineers vigorously tuned and tested the latest S, giving it sharper turn-in and aggressive kinematics. Putting around on city streets, with Southern California's abundant sunshine piercing the moonroof's laughable cover, the cabin hardly cocooned my passengers from the cacophony beyond its glass and below its sheetmetal. Its squad of underpinnings, though reinterpreted for use on curvier environments, felt as if it transmitted the depth and width of every crevice passing under the tires. It's not absurdly rough, just very communicative. Selecting Sport mode from the rotating ring of Mini Driving Modes (Mild and Green join it) makes for a livelier throttle, slightly throatier exhaust growl, and heavier Servotronic tug. The new mill felt its burliest at 2500 rpm (though Mini quotes peak torque arrives at 1250 rpm) and gets the S to 60 mph from nil in 6.3 seconds and through a quarter-mile in 14.7 seconds at 95.8 mph. Stopping from 60 mph took 111 feet, and on our skidpad, it stuck with an average 0.86 g. In other words, the Cooper S is empirically fun. And, in fact, toss it into a corner and you'll lay witness one of the snappiest turn-ins and even-keeled chassis around; the latter showing little lean the farther you dip its overly-weighted helm. All that is very GP. Just hope for Autobahn-grade pavement or else you'll ricochet off. The updated six-speed Getrag (new synchro rings, gear sensor, and weight optimization) lacked a certain mechanical crispness as each cog was called upon, especially at near ten-tenths exertion, but remained quick and accurate. The new-for-2014 rev-matching function is nice for a little while. You'll need to completely disable DSC to do your own unassisted heel-toe rev-dancing (which is a letdown). The little 2.0-liter's power surged low in the revs and continued its pull into the meaty 4000 rpm middle. But it grew anemic the closer it stretched toward its 6500 rpm redline. Upon examination of its limits on the Streets of Willow, Randy experienced the same superb GP-esque turn-in and an absence of smooth, consistent power. "The steering response is really quick and that reminds me of the Mini before this. When I first turn the wheel, the front is responding rapidly, before the limit really. I liked the torque, but I miss the high-rpm power since we're driving on the track," Pobst noted. "There might have been a little bit of wheel spin, but, it's not bad. Again, it's a front driver." Regarding its handling, he said "it had minimal intervention (from the EDLC). The handling was not as much one piece (as I'd like), so the front had more of a front-to-bottom bounce on the big bumps at Streets; the rear would jump out a little sideways. This is in the extreme fast kink where we're going 100 mph and we're turning and braking all at once." "I didn't feel as confident because both ends of the car are bouncing and moving around a little bit. But I braked earlier, and it didn't seem to have (a lot of) braking grip…It was a wild ride down to that bumpy fast kink…The new Mini is not as much a rotator as the old Mini. It went from a little bit of understeer to a snap oversteer and then back again. Still, though, it's a fun ride." The Cooper S has its tradeoffs. It's entertaining, but rough-around-the-edges. It's amazingly efficient (29 mpg combined!), but at nearly 28 grand, you'll be wondering who hid your navigation system and why you're raising your voice to carry a conversation. This much is clear: The Cooper S Hardtop is still funky and fun, regardless if a direct link to the brilliant GP aka "King Mini" exists or not. And to its pool of unique buyers, that's all that matters. Want more on the 2014 Mini Hardtop Cooper S? Stay tuned - the sporty compact competes in a Motor Trend comparison coming July 7. 2014 Mini Hardtop Cooper S BASE PRICE $24,395 PRICE AS TESTED $27,595 VEHICLE LAYOUT Front-engine, FWD, 4-pass, 2-door hatchback ENGINE 2.0L/189-hp/207-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 6-speed manual CURB WEIGHT (F/R DIST) 2734 lb (63/37%) WHEELBASE 98.2 in LENGTH x WIDTH x HEIGHT 151.9 x 68.0 x 55.7 in 0-60 MPH 6.3 sec QUARTER MILE 14.7 sec @ 95.8 mph BRAKING, 60-0 MPH 111 ft LATERAL ACCELERATION 0.86 g (avg) MT FIGURE EIGHT 26.6 sec @ 0.66 g (avg) EPA CITY/HWY/COMB FUEL ECON 25/38/29 mpg ENERGY CONS., CITY/HWY 135/89 kW-hrs/100 miles CO2 EMISSIONS 0.66 lb/mile

autos

Ignition switch-related issues continue for General Motors. The automaker announced it will recall an additional 3.16 million vehicles that may have ignition switches that could inadvertently move away from the "off" position. GM says this is caused by excessive weight on the key ring or if the vehicle "experiences some jarring event." GM has determined the issue stems from slotted keys, which allows the ring to hang on either side of the key. To remedy this, the automaker will add an insert that will leave a small hole center on the upper part of the key instead. General Motors says keys that have excessively worn key covers will be replaced free of charge. The automaker says to drive with only the ignition key (free of any weight on the key ring) until dealerships begin adding the key inserts sometime in the next few weeks. The recall affects the following vehicles: 2005-2009 Buick Lacrosse 2006-2014 Chevrolet Impala 2000-2005 Cadillac Deville 2007-2011 Cadillac DTS 2006-2011 Buick Lucerne 2005 Buick Regal LS and GS 2006-2008 Chevrolet Monte Carlo This recall is different from the ignition switch recall that affected 2.6 million earlier this year. In that recall, which affects a number of vehicles from model year 2003 to 2011, GM determined that the ignition switch and ignition cylinder need to be replaced. GM has also issued recalls for an additional 165,770 vehicles: Model year 2013-2014 Cadillac ATS (68,887 vehicles affected) and 2014 CTS (21,863 vehicles affected) vehicles with an automatic transmission are being recalled because a cable could detach from the shifter or transmission bracket. The detached cable prevents the driver from shifting the transmission in or out of a gear. No crashes or injuries have been reported from this issue. GM is also recalling 2015 Chevrolet Silverado 2500/3500 HD and GMC Sierra 2500/3500 GD trucks (57,192 vehicles total) to make sure power steering hose clamps are attached properly. The issue could lead to a loss of power steering fluid and cause the truck to revert to manual steering and braking. No crashes or injuries have been reported from this issue. Next up is a recalling affected the 2011 Cadillac CTS sedan with AWD (16,932 vehicles total). The automaker says a gasket leak could cause the rear propeller shaft to separate from the constant velocity joint. The shaft could make contact with the underbody and cause the rollover sensor to deploy the head curtain airbags. GM says 15 deployments have been reported, but it's unclear if injury resulted from the deployments. GM is recalling 712 2014 Corvettes equipped with the Competition Sport seats because the passenger-side airbag vent could become blocked. GM will fit affected cars with a newly designed airbag and advises against small children sitting in the passenger seat until the repair has been made. No injuries have been reported. Finally, GM is recalling 184 model year 2014-2015 Silverado and Sierra pickup trucks with vinyl floors and accessory all-weather mats. The mats are unsecured to the floor and could slip under the driver's feet. GM will issue full refunds for the mats. Source: GM

autos

Say hello to the next potential king of the pony car throne. A 2017 Ford Mustang SVT prototype likely the replacement for the 662-hp Ford Shelby GT500 has been spotted testing, wearing a wider body than before, more camo, and likely packing a supercharged 5.8-liter V-8 under the hood. Though we've caught the next SVT-ified Mustang out testing before, this is the first prototype we've seen wearing the correct body work. The heavily-camouflaged front end seems to cover a more aggressive nose, which features larger air intakes, and possibly a grille-less hood opening as seen on the last-gen Shelby GT500. The Mustang GT500 prototype also appears to have a massive hood power bulge, air intakes on top of the front quarter panels, and a big heat extractor near the hood's leading edge. The camouflage is also hiding functional vents just aft of the front wheels, quad-tipped exhaust pipes, and possibly a functional rear spoiler. The Shelby GT500 successor packs Michelin Pilot Super Sport tires, and hiding behind the wheel camo , sporty multi-spoke wheels, and cross-drilled carbon rotors up front and cross-drilled steel rotors in back. According to the latest rumors, an updated version of the 2014 Ford Shelby GT500's 5.8-liter supercharged V-8 is under the hood of the next-gen Mustang GT500. The V-8 reportedly features a Ferrari-like flat-plane crank, a 7000 rpm redline, and probably Dodge Challenger Hellcat-trumping horsepower figures north of 660-hp. Ford is rumored to having a bit of difficultly developing the updated 5.8-liter mill, with several of the new mills "suffering catastrophic engine failures," according to our source. SVT's next-gen Ford Mustang is expected to make its debut next year, and go into production in time for the 2017 model year. Stay tuned. Photo Credit: Chris Doane Automotive

autos

Full disclosure: as the editor this fine magazine, I travel a lot. I also live very close to the office. These two realities make it difficult for me to accrue a lot of miles in a long-term loan vehicle. We like tons of miles for the interesting developments they uncover, so to make sure my Mazda 6 gets its due, I often loan it out to staffers as a support vehicle for road tests and trips. This explains how I managed to miss the first 7500 mile service recommended by the owner's manual (schedule 1) -- I was out of town and car. After admitting that I had gone nearly twice as far (14,851 miles) as recommended before the first oil change, South Bay Mazda service advisor Joshua didn't bat an eye. "Actually sir, you missed it by more than that. Southern California is considered a high wear environment with all the stop and go traffic, so we recommend coming in every 5,000 miles [per schedule 2]. But it's no big deal." Hmmm. Let's hope. At pick up, turns out Joshua was right. He said nothing was out of the ordinary with the oil level, color, or viscosity and that the standard inspection revealed no other issues. The cost to replace the oil filter and gasket, add 5 quarts of Castrol 0W20 synthetic and rotate the tires was 82.34, with roughly half of that as labor including a free car wash. First service aside, my Mazda 6 returns to its regularly scheduled duty as airport taxi, photo and video support, and the official vehicle of dawn patrol. While I wish Mazda would import the swoopy Mazda 6 wagon, the sedan makes for a serviceable surf-mobile. Sure, I could use a roof rack, but loading boards internally is much quicker. With the split 60/40 rear seat folded down, two 7-foot surfboards (in padded bags) can be stored diagonally in the expanded space, along with the requisite wetsuits, towels and jugs of hot water. A single 8-foot board can fit inside as well, but not with a front passenger, since the seat's headrest must be removed and the seat folded back to make way for the nose of the board. There is plenty of room for something longer, but a surfboard more than 10 feet would be a tough fit, unless the nose rests on the dash. Otherwise, our Mazda 6's ride and ownership experience so far has been as glassy as El Porto (my local break) at dawn. More on our long-term 2014 Mazda6 i Touring: Arrival Update 1: Interior Ergonomics Update 2: On the Track Update 3: Awesome steering, shifter, nimbleness Our Car Service life 20,500 mi Average fuel economy 27.7 mpg CO2 emissions 0.71 lb/mi EPA City/Hwy/Comb Fuel Econ 25/37/29 mpg Energy consumption 123 kW-hr/100mi Unresolved problems None Maintenance cost $82.35 (1- oil change, tire rotation, inspection) Normal-wear cost $0

autos

Not one to fall far behind Apple, Google is set to reveal its own dedicated in-car operating system at this year's Google I/O developer's conference. The upcoming Android-based system is a direct response to Apple's own CarPlay. Apple's first foray into the infotainment market, CarPlay was released in March , available initially only in select models from Ferrari, Mercedes-Benz, and Volvo. According to Automotive News , the upcoming system is known internally as Google Auto Link (GAL). It will first be made available to members of the Open Automotive Alliance, a Google-led syndicate consisting of Audi AG, Honda Motor Co., General Motors Co., Hyundai Motor Group, and hardware developer NVIDIA Corp. No word has been spoken on which manufacturer will be the first to release a vehicle fitted with GAL, but when Open Automotive Alliance was initially announced, Google stated Android would be fitted to cars "starting in 2014." In lieu of an embedded system, GAL is designed to be a "projected" system. The driver interacts with Gal through his or her Android-enabled smart phone, designed to be an extension of the phone's capabilities. For both Apple and Google, the end goal resulting from both CarPlay and GAL is to develop and produce an embedded infotainment system which would open up the floodgates for new lines of product. More information will be released through Google's official reveal, taking place June 25-26 at the Google I/O developer's conference in San Francisco. Source: Automotive News (Subscription required)

autos

Chrysler Group is adding stop-start as standard on 2015 Jeep Cherokee crossovers equipped with the 3.2-liter Pentastar V-6, and 2015 Chrysler 200 sedans with the 2.4-liter Tigershark I-4. Chrysler estimates the feature will improve fuel economy up to 3 percent, and reduce CO2 emissions by the same percentage. Chrysler first employed its engine stop-start system in our region in the 2013 Ram 1500 . The system relies on a high-speed, high-durability starter to restart the engine quickly with minimal crank time. The starter is regulated by algorithms that look at data from the vehicle's powertrain and chassis components. It also responds to throttle inputs, so mashing the gas from a stop will result in an aggressive start. Once the brake pedal is depressed, the engine restarts and the transmission engages within 0.3 seconds, according to Chrysler. The feature will be standard on 2015 Chrysler 200 models with the base 184-hp 2.4-liter I-4, as well as on 2015 Jeep Cherokee crossovers with the optional 271-hp 3.2-liter V-6. Both vehicles come with a nine-speed automatic transmission. Stop-start will arrive on the Cherokee in the third quarter of this year, and on the 200 in the fourth quarter. Source: Chrysler

autos

For Memorial Day weekend, I took the 2014 Cadillac ATS for a 2200-mile journey from Detroit to Ocala, Fla. Two adults comfortably made the drive cruising at 26.5 mpg mostly on Interstate 75 over the flatlands of Ohio, through the rolling Appalachians of Kentucky and Tennessee and past countless signs for peaches through Georgia. But not everything was peachy during the trip. First, the two cup holders in the center stack are too close together. Those things are fine for skinny water bottles but cannot hold two large cups of coffee very well. It's a minor quibble, but coffee did end up spilling all over the center console. Realistically, the ATS trunk, at 10.4 cubic feet, can carry four people's luggage snugly but when you start adding additional items, the trunk fills up quickly. For our trip, we also had a medium-sized Igloo cooler, a day bag filled with snacks and sandwiches as well as two suitcases. The cooler and camera bag were kept in the second row and luggage was in the trunk with plenty of extra space. A second deficiency was quickly noted with the ATS upon our return trip. We were supposed to take home a number of 40-inch by 40-inch paintings mounted on foam poster board. The paintings stacked up nicely but there was nowhere in the ATS to put them. The second row does not fold down (there is a small pass-through hole on the back seat) and there was no way to get the paintings into the trunk or even the second row. We did manage to load up the trunk with other items and had to move our luggage to the back seat. However, the trip remained an overall success, despite spending more than 36 hours behind the wheel of the car over the span of five days including the single day, 1100-mile drive home. The ATS remains a great highway rider. The 2.0L turbocharged four-cylinder engine glides along the highway and if you need a few more ponies to pass a semi, its 272 hp engine kicks in without a problem. Of course, the 110V outlet in the center console (facing the second row) was very welcome as it allowed us to keep our computers charged and let the passenger work while the other drove. Cadillac's infotainment system takes some getting used to, but overall, I don't have many complaints, though its voice recognition software does not seem very good, and I hated that the touch screen wouldn't let me change radio stations with a single push of a button. Instead I had to touch the radio button and then touch the change station button on the next screen. Please Cadillac, bring back a couple of hard buttons for doing just that. It would make the trip go a whole lot smoother. But again, it's a minor complaint compared to how enjoyable the ATS has been. It provides a spirited ride, great highway cruising and stylish comfort. More on our long-term 2014 Cadillac ATS 2.0T: Arrival Update 1: Great Touring Car Update 2: Cadillac Thumbs Its Well-Frosted Nose at Winter Update 3: A Victim of Detroit's Potholes

autos

Jaguar teased that it would bring a new vehicle from Jaguar Land Rover Special Operations to Goodwood , and now it has revealed that car to be a production version of last year's Project 7 concept. The special model will be limited to just 250 units, and is claimed by Jaguar to be the fastest, most powerful production Jag yet. The styling has been toned down slightly from the concept. Its defining feature is still the fin-like speedster fairing behind the driver's seat, which is inspired by the Jaguar D-Type. The timing for the reveal of the Project 7 production car is no coincidence, as it coincides with the D-Type 60th anniversary bash at Goodwood. Given the placement of the fairing, the F-Type convertible's standard folding top wouldn't work. A Bimini roof stored in the trunk can be clipped onto the header rail of the shortened windshield if cover is needed, but probably ruins the Project 7's looks. Though it was a single-seater in concept form , a passenger seat has been added on the production version complete with its own roll hoop. The upper portion of the front splitter is made of carbon fiber, as are the side skirts, rear diffuser, and adjustable rear wing. Together, those components are claimed to generate 177 percent more downforce than the F-Type convertible when traveling at the Project 7's electronically limited top speed of 186 mph. At the heart of the limited-edition Jag is the supercharged 5.0-liter V-8 of the F-Type R Coupe , tuned to 567 hp and 502 lb-ft of torque. That engine is mated to the familiar eight-speed automatic transmission, which sends power to the rear wheels through Jaguar's Electronic Active Differential. Jaguar estimates the Project 7 will do 0-60 mph in 3.8 seconds, but seeing as the slightly less powerful F-Type Coupe R reached that speed in 3.6 seconds in our tests, expect that to be on the conservative side. Jaguar's Carbon Ceramic Matrix (CCM) brakes, which are optional on the F-Type Coupe R, come standard on the Project 7. Also standard are racing-inspired seats and a Torque Vectoring by Braking feature. A unique suspension setup comprised of new suspension knuckles that offer increased negative camper, new anti-roll bars, and specific spring rates and dampers underpins the Project 7. A set of 20-inch Storm alloy wheels in gloss black comes standard wrapped in Pirelli P Zero rubber, though Continental ForceContact high-performance tires are available. The Project 7 will be available in five metallic colors, including Ultra Blue, Caldera Red, British Racing Green, Ultimate Black, and Glacier White. Blue, red, and green Project 7 roadsters will be offered with white decal options, while black and white cars will get gray decals. Inside, a numbered plaque signed by Jaguar design director Ian Callum sits between the seats. Jaguar says its special operations team will hand-build up to 250 Project 7 models. That edition size includes North American-spec cars, which Jaguar says will be slightly different inside and out due to differing regulations. Deliveries of F-Type Project 7 models will commence in other markets by mid-2015. Source: Jaguar

autos

After the Insurance Institute for Highway Safety (IIHS) changed its criteria last year to include collision avoidance systems in its ratings, the institute conducted another round of tests of these active safety systems. Now, based on the results of these tests, the IIHS will again revise its rating system to increase the requirements for the highest Top Safety Pick + rating. The IIHS' automatic braking evaluations include two tests: one at 12 mph and one at 25 mph, where a car heads towards an obstacle to with the forward collision warning and/or autobrake systems turned on. Cars are rated either Basic, Advanced, or Superior depending on whether they provide only a forward collision audio-visual warning or also autobraking functions. The IIHS gave 21 of the 24 vehicles tested in this latest round an Advanced or Superior rating, and so the Top Safety Pick + rating will now apply only to models with an Advanced rating or higher. This highest rating previously required only a rating of Basic, and the IIHS will announce the new 2015 Top Safety Pick + award winners this December. All of the other criteria for this rating, as well as for the Top Safety Pick rating, remain the same, as vehicles must achieve scores of Good in the moderate overlap front, side, roof strength, and head restraint tests, and a Good or Acceptable rating in the small overlap front crash test. The four highest-scoring models were the 2014 BMW 5 Series, the 2014 BMW X5, the 2015 Hyundai Genesis, and the 2014 Mercedes-Benz E-Class. Each of these vehicles received a perfect score, meaning that they achieve the Superior rating and scored the maximum six points for their respective collision warning with braking function systems. Additional cars rated as Superior include the 2014 Buick Regal, the 2014 Cadillac CTS, the 2014 Cadillac XTS, and the 2014 Chevrolet Impala. Thirteen other models earned an Advanced rating, and three others were rated Basic. Stay tuned for more news from the IIHS on which vehicles will qualify for the Top Safety Pick + rating under the new criteria. Source: IIHS

autos

Ford and Nissan have all issued a handful of recalls the last couple days for a variety of problems. Ford is recalling over 900,000 2008-2011 Ford Escape and Mercury Mariner CUVs, and 195,000 2011-2013 Ford Explorer crossovers for steering issues, as well as over 196,000 2010-2014 Ford Taurus sedans for corrosion issues. Nissan's far-smaller recall is for the 2014 Nissan Rogue , which also has steering issues. 2008-2011 Ford Escape and Mercury Mariner The Problem: Previous-generation 2008-2011 Ford Escape crossovers and their Mercury Mariner cousins may suffer from an issue with the steering column's torque sensor. The issue could cause the loss of electric power steering assist, making the crossover more difficult to steer at low speeds and increasing risk of a crash. The Fix: Ford dealers will perform one of three fixes on affected Escapes and Mariners, depending on the diagnostic code thrown by the computer. Dealers will either update the power steering control module and instrument cluster module software, replace the torque sensor, or replace the entire steering column. Number of Vehicles Potentially Affected: There are 915,216 2008-2011 Ford Escape and Mercury Mariner SUVs affected by this recall worldwide. The affected vehicles were built between August 18, 2006 and September 11, 2010 at the Kansas City Assembly Plant. 2011-2013 Ford Explorer The Problem: Like the Escape, the larger Explorer is also suffering from steering issues. Certain 2011-2013 Ford Explorer crossovers may suffer from an intermittent electrical connection in the steering gear, which could result in the loss of electric power steering assist, increasing the risk of a crash. If electric power steering is lost, Ford says affected Explorers should show a message in the instrument cluster, and also emit an audible chime. The Fix: Ford dealers will perform one of two fixes on affected Explorers, depending on the diagnostic code shown by the computer. Dealers will either update the power steering control module software, or replace the entire steering gear. Number of Vehicles Potentially Affected: There are 195,527 2011-2013 Ford Explorers affected by this recall across the globe. Affected vehicles were built at Ford's Chicago Assembly Plant between May 17, 2010 and February 28, 2012. 2010-2014 Ford Taurus The Problem: The current-generation 2010-2014 Ford Taurus sedan is being recalled due to a potential corrosion issue in the license plate lamp. In high-corrosion environments, like those where roads are heavily salted during the winter, a salt water mixture could get into the license plate lamp and lead to corrosion. This could result in excessive heat in the lamp and potentially a fire. The Fix : Dealers will replace the license plate lamp assembly on Taurus' originally sold or currently registered in high-corrosion states and regions at no cost to the customer. These regions include the U.S. states of: Connecticut, Delaware, Illinois, Indiana, Iowa, Maine, Maryland, Massachusetts, Michigan, Minnesota, Missouri, New Hampshire, New Jersey, New York, Ohio, Pennsylvania, Rhode Island, Vermont, West Virginia, and Wisconsin, as well as the District of Colombia. The Canadian provinces of Ontario, Quebec, Prince Edward Island, New Brunswick, Nova Scotia, Newfoundland, and Labrador are also included. Taurus owners in non-corrosion states will be notified of the issue as well and at their request can have their license lamp assemblies replaced as well. Number of Vehicles Potentially Affected: According to Ford, 196,639 Taurus' may be affected by this recall. 2014 Nissan Rogue The Problem : An incorrect bolt may have been used to connect the intermediate shaft to the upper steering assembly on the new 2014 Nissan Rogue. This could cause the bolts to loosen and fall out, resulting in the vehicle losing control (going Rogue?) and crashing. The Fix: Nissan will notify owners of affected vehicles, and dealers will inspect and repair all affected Rogues for free. The recall is set to begin by the end of June. Owners may contact Nissan regarding the recall at 1-800-647-7261. Number of Vehicles Potentially Affected: Only 1644 2014 Nissan Rogues manufactured between January 10, 2014 and January 17, 2014 are affected by this recall. Source: Ford, NHTSA

autos

The Honda CR-V maintains its status as the compact crossover king , as the Japanese CUV once again outsold the Ford Escape in June. The CR-V sold 26,129 units last month, contributing to a total of 154,692 total units sold through the first half of this year. Trailing behind it with 25,110 units, the Ford Escape barely missed the June sales crown, but still has time to catch the CR-V in annual sales with 152,890 units sold through the first half of 2014. As usual, the Chevrolet Equinox occupies the third spot with 21,748 units, though the Toyota RAV4 came in right behind it with 21,589 crossovers sold. The newly redesigned Nissan Rogue (15,066 units) has also been comfortable in the fifth position for the better half of this year, while the Jeep Cherokee (13,337 units) barely slipped ahead of the Subaru Forester (13,317 units) for the sixth position. The GMC Terrain finished in eighth place with 8743 units sold, followed by the Mazda CX-5, which came in just shy of 8000 units. Completing the top 10 best-selling CUVs is the Jeep Patriot with 6873 crossovers sold. The Subaru XV Crosstrek and Jeep Compass missed the cut-off, with 5434 and 5302 units sold, respectively. Hyundai's Tucson crossover came in after them, while its cousin, the Kia Sportage (3590 units) trailed behind it. Nissan dealers sold 2559 Juke compact crossovers in June, while 2416 Volkswagen Tiguans went home with new owners. Although sales for the Mini Countryman and Paceman were combined at 2138 units, together they still couldn't break the 2500 barrier. Source: The Automakers Crossover June 2014 June 2013 Year-to-Date Honda CR-V 26,129 26,572 154,692 Ford Escape 25,110 28,694 152,890 Chevrolet Equinox 21,748 23,645 120,831 Toyota RAV4 21,589 20,540 116,952 Nissan Rogue 15,066 15,518 99,302 Jeep Cherokee 13,337 0 80,432 Subaru Forester 13,317 10,170 74,400 GMC Terrain 8743 8059 50,687 Mazda CX-5 7943 6856 50,275 Jeep Patriot 6873 6690 43,928 Subaru XV Crosstrek 5434 4652 33,765 Jeep Compass 5302 5034 33,092 Hyundai Tucson 3776 3800 24,336 Kia Sportage 3590 2405 19,956 Nissan Juke 2559 3360 25,761 Volkswagen Tiguan 2416 2452 13,174 Mini Countryman/Paceman 2138 2399 11,548

autos

Our 2013 Nissan NV200 remains empty for most of the week with light workloads on the weekend. But like any other commercial fleet van -- a true tradesman will load the van up with tools and supplies that he carries with him from job to job 24/7 and that added weight can change the mpg and ride quality. What happens to the mpg of a vehicle when you add payload? We all know changing the weight of a vehicle changes the performance and mpg. But how does the Nissan NV200 fair with an extra 732 pounds as a daily driver? Along with the 132 pounds we added to our Nissan NV200 from the Adrian Steel upfitting, we loaded 10 60-pound bags of cement into the haul for four weeks. We evenly laid them out in two single rows in the center of the cargo floor wrapping them in a tarp and strapped them down using our floor-mounted D-rings to keep the cargo locked down. We graciously factored an additional 400 pounds for driver and passenger weight -- an estimate of 1132 pounds of payload. (Max payload is 1470) While the rest of the nation was on snow watch, we Southern Californians have had warm sunny days with high-wind advisories. With wind gusting up to 40 mph pelting the van's less than aerodynamic profile, the extra weight kept the van's rear end happily planted during my daily commute. At freeway speeds both on windy and non-windy days, the van danced less in the lanes and felt solid with the road. The NV200's modest 131-hp, 2.0-liter engine didn't feel strained with the extra weight while driving on flat surfaces. Though the van was happy with the load, the CVT chatter seemed to increase its volume. While driving around in a hillside neighborhood, the van needed a little more gas to get it up the street. Since we had the NV200 loaded, we gave it to the guys at the Motor Trend Emissions Analytics team for Real MPG number testing. Once their test gear was strapped on, the Emissions team took the NV200 on an 88-mile city and highway route to simulate real-word driving. They tested the NV200 when we first got it -- before the unfitting and got a combined 25 mpg -- 1 mpg over the combined EPA rating of 24 mpg. We asked the guys to run the test with the 732-pound load and got a combined 21.7 mpg -- losing 3.3 mpg. After four weeks, five different drivers, and their five different driving habits, the NV200 averaged 17.8 mpg -- dropping our overall Average Fuel Econ to 23.5 mpg. 2013 Nissan NV200 SV Service life: 14,848 mi Avg CO2: 0.83 lb/mi Energy cons: 143 kW-hr/100mi Unresolved problems: None Maintenance cost: $157.49 (2-oil change, tire rotation, inspection) Normal-wear cost: $0 EPA City/Hwy/Comb Fuel Econ: 24/25/24 mpg Average Fuel Econ: 23.5 mpg

autos

Nissan announced that it'd be making a few subtle revisions to its best-seller, the Altima . The 2015 Nissan Altima now features some new standard equipment, improved fuel economy on V-6 models, and a revised base price. The Altima now starts at $23,110, a $130 increase over 2014, and tops out at $32,760, including the $810 destination fee. Pricing for the Nissan midsize sedan starts at $23,110 for the base I-4-poweerd Altima 2.5. Neither the Altima 2.5 nor the next model up, the $23,370 Altima 2.5 S, receive any updates for the 2015 model year. The mid-level 2015 Altima 2.5 SV on the other hand, gets an eight-way power driver's seat and two-way power lumbar support to go with its new $25,530 sticker. The Altima 2.5 SV also gets black carpeting on beige interior-equipped models, standard foglights, and a premium air conditioning system. The loaded 2015 Nissan Altima 2.5 SL now starts at $28,960, and comes standard with the upgraded climate control system, and remote engine start . On the V-6 front, the Altima now earns one mpg more on highway and combined cycles, bringing its EPA rating to 22/32/26 mpg city/highway/combined. The entry V-6-powered Altima 3.5 S now starts at $27,260. The 2015 Altima 3.5 SV ($30,640), and the top-of-the-line Altima 3.5 SL ($32,760) now get the automaker's Nissan Connect infotainment system, a blind spot warning system, moving object detection, and lane departure warning systems standard. The 2015 Nissan Altima is powered by either a 2.5-liter I-4 producing 182 hp and 180 lb-ft of torque, or a 3.5-liter V-6 making 270 hp and 251 lb-ft of torque. Both engines are mated to a CVT. The 2015 Altima is now on sale at Nissan dealers nationwide. Source: Nissan

autos

BMW has already recommitted to the fastback SUV trend with the 2015 X4, and now it's doubling down with the 2015 BMW X6. And the automaker believes it has good reason to, as more than 250,000 units of the outgoing X6 have been sold around the world since its debut in 2008. The new X6 follows in the footsteps of the X5, maintaining the last model's shape but adding a few significant updates. The X6 maintains the outgoing model's sleek, coupe-like profile, but gets dual-round headlamps that connect to the kidney grilles as they do on other modern BMWs. Those lamps feature a chrome strip outlining the bottom edge within the housings, as well as standard Xenon headlights. Adaptive LED headlights are optional, but the front end's EfficientDynamics aero enhancements come standard. The 2015 X6 gets the same aerodynamics-aiding embellishments found on other BMWs, including an Air Curtain front valance, Air Deflectors on the front wheel arches, and Air Breather vents behind the front fenders -- and just as they do on the X5, those vents forgo the characteristic boomerang shape seen on other new BMW models. Those features help give the 2015 X6 a drag coefficient of 0.34, according to BMW. In back, the X6 gets new three-dimensional LED light strips within the traditional notched taillights. This gives the rear lamps a new look while retaining the same basic shape. A matte silver underbody protector can be seen in the lower bumper between the dual exhaust tips. Though it looks like not much has changed, the 2015 X6 has shed a few pounds compared to the old model. BMW says that the new SUV has lost between 35 and 45 pounds, depending on model. The Bavarian automaker achieved this using the same tricks it employed on the 2014 BMW X5, including using ultra-high-strength steels in the body, aluminum for the hood, thermoplastics in the fenders, and magnesium in the instrument cluster support and dash. Use of high- and ultra-high-tensile-strength steels, along with hot-stamped steels, in the body also helps improve torsional stiffness compared to the previous model. Electric power steering further reduces weight, and adds Servotronic speed-sensitive power assistance. Weight was also removed by going to a double-wishbone, double-pivot front suspension, which joins BMW's tried-and-true integral rear suspension design. The front suspension changes save 4.4 pounds and contribute to a "virtually 50:50 weight distribution," according to BMW. Engines are mostly carryover for 2015, with the turbocharged 3.0-liter inline-six, rated at an even 300 hp and 300 lb-ft of torque, powering the xDrive all-wheel drive model and new rear-drive sDrive variant. With either drive layout, BMW estimates the turbo-six-powered X6 will accelerate from 0-60 mph in 6.0 seconds flat. That's likely a conservative number, as an X6 xDrive35i with the previous six-speed automatic reached the same speed in 5.9 seconds in our tests. All 2015 X6 models receive BMW's eight-speed automatic, including the X6 xDrive50i model, which gets a bump in power over its predecessor. Like the other models in the BMW stable powered by the twin-turbo 4.4-liter V-8, the X6 xDrive50i benefits from increased power, up 50 hp and 30 lb-ft from its predecessor to 450 hp and 480 lb-ft. Those extra ponies come from the addition of Valvetronic variable valve timing technology, and help the X6 xDrive50i achieve 0-60 mph in an estimated 4.8 seconds -- 0.4 seconds faster than the previous SUV's estimate. Inside, the X6 gets BMW's current layered dash layout and free-standing central screen. That screen measures 10.2 inches and is still controlled by a center console-mounted iDrive knob. The dash features a Softskin surface with black decorative stitching. Poplar wood tops high-gloss black trim, which is bordered by an accent strip of Pearl Gloss Chrome, Brushed Aluminum, Fineline Oak, Fineline Striped Wood, or Fineline Pure Wood. Ambient light LEDs are hidden throughout the cabin, and can be changed to emit blue, white, or orange light, or a combination of the three. The 2015 X6 gets a 40:20:40 split folding rear bench seat, which can be collapsed to increase cargo volume to a maximum of 53.9 cubic-feet. A power tailgate is standard on the X6, with a hands-free, foot-activated unit available through the Comfort Access feature. A power glass sunroof is standard, and is five inches longer than that of the previous model. Two trim levels are available on the X6, including xLine and M Sport. The xLine model gets stainless steel-finished underbody protection pieces in the front and rear bumpers, along with lighted aluminum front door sill plates. The xLine also gets 20-inch V-spoke alloy wheels in a two-tone finish. M Sport models, on the other hand, receive more aggressive bodywork including larger front valance intake openings, unique side skirts, and a rear diffuser insert. The kidney grille slats are finished in matte aluminum, while the exhaust tip is high-gloss chrome. The M Sport also gets BMW Individual series high-gloss Shadow Line exterior trim and 19-inch wheels as standard (20-inch lightweight M alloys are available). The X6 occupies a niche that we're still not sure needs to exist, but with Mercedes working on a fastback SUV of its own, you can bet that the category isn't going anywhere anytime soon. With that, we're eager to see what this new X6 can do when it arrives on U.S. dealer lots in late 2014.

autos

There's something romantic about a vehicle that can go anywhere and do anything. Endless capabilities mean endless possibilities as to what you and your vehicle can accomplish, whether it be hitting the jungle, or escaping the urban jungle. That might help explain the Jeep's popularity after World War II the little Willys MB had proven to the American people and the world that it could storm the beaches of Normandy, conquer the cold of Alaska, and take the heat in North Africa. Soon after the war, that little Willys became the Jeep CJ-2, and further refinement would lead to the Jeep CJ-5, CJ-7, and eventually the "Amp'd" yellow metallic 2014 Jeep Wrangler Unlimited Willys Wheeler Edition parked on top of this paragraph. The roots of the 2014 Toyota FJ Cruiser Trail Team Ultimate Edition can also be traced back to the little Willys MB. In post-World War II Japan, people took notice of the American Jeeps scrambling around the country's roads. Toyota went to work building its own version. Called the Toyota BJ, the new off-roader was at heart a plus-sized Jeep-clone with a six-cylinder engine. It led to the Toyota Land Cruiser 20 Series, and ultimately the legendary Toyota Land Cruiser 40 Series (better known to some as the FJ) which was produced from 1960 through 1980. The Land Cruiser eventually evolved into the luxury behemoth gracing Toyota dealer lots today. Enter the FJ Cruiser. The retro-styled off-roader entered the fray in the mid '00s, returning an affordable off-roader to the Toyota lineup. After seven years on the road with minimal changes, this Heritage Blue 2014 Toyota FJ Cruiser Trail Teams Ultimate Edition is one of the last of 2500 FJs that will be produced. The FJ Cruiser Ultimate Edition is more than just a good-bye trim package paying homage to the FJ40 it's an actual going away gift to the loyal 200,000 or so who've bought FJs the last few years. The FJ gets a truckload of TRD off-road parts, including Bilstein shocks with TRD-designed coil springs, 16-inch bead lock wheels with aggressive BF Goodrich A/T KO rubber, a quarter-inch thick aluminum skid plate, rock rails, and a handful of electronic goodies designed to make off-roading easier. The 2014 Jeep Wrangler Unlimited Willys Wheeler Edition also pays homage to Jeeps of yesteryear with a focus on functionality, capability, and value. Built off the base Wrangler Sport trim, the Wrangler Willys Wheeler adds a limited-slip differential and a 3.73 final drive to the Dana 44 rear axle, BF Goodrich KM Mud Terrain tires, and rock rails to the Wrangler all for less than if you selected those options individually. The Wrangler Willys Wheeler is just as much about show as it is go it sports a black-painted grille, a "4-Wheel Drive" decal on the tailgate that looks straight out of a 1940's advertisement, and unique black wheels with an original Willys MB silhouette painted on. With a shared genesis between the two factory off-roaders, and with the FJ Cruiser heading out to pasture, we thought one last comparison test was in order. While it'd be easy to apply our consumer-based Big Test criteria to the Jeep and Toyota, what would be the point? Neither vehicle was designed with things like ride and handling or efficiency in mind. Rather, the Wrangler and FJ Cruiser were designed around one thing only: freedom. Both the Wrangler and FJ Cruiser were designed to free their drivers from the modern world by taking them as far off the beaten path as desired whether that's up a mountain, or elsewhere. With that in mind, both rigs would be tested extensively around Los Angeles, before escaping north to the off-roader oasis known as Hungry Valley. This is set to be quite the comparison. Mechanically, both the Jeep and Toyota follow the same school of thought. Both body-on-frame SUVs sport four doors, V-6 engines, five-speed automatic transmissions, and heavy-duty four-wheel drive systems with two-speed transfer cases. They're both about the same size too, with the FJ sporting a shorter wheelbase, but a longer overall length, and both weigh about the same at 4500 pounds. So no surprise then that both are evenly matched at our test track. The Jeep, powered by a 3.6-liter V-6 pumping out 285 hp and 260 lb-ft of torque is first to 60 mph, hitting the mark in 7.8 seconds. The heavier FJ, with its bigger 270 hp and 278 lb-ft of torque 4.0-liter V-6, hits 60 mph after 8.0 seconds. The Wrangler is again a tenth-of-a-second quicker though the quarter mile, powering through at 16.1 seconds at 83.6 mph, compared to the FJ's 16.2 seconds at 84.4 mph run. When it comes to braking and handling, the Jeep and Toyota are evenly matched again the Jeep needed 132 feet to stop from 60 mph, while the Toyota needed an additional foot. The FJ Cruiser manages to beat the Jeep around the figure eight, finishing the course in 30 seconds, compared to the Wrangler's 30.6- second time. With seemingly pointless performance tests (for off-road vehicles) out of the way it was time to hit the street. Both the Toyota FJ Cruiser and Jeep Wrangler Unlimited perform well in day-to-day use. Hop into the Wrangler and you're greeted by a well put-together, utilitarian interior. The good impressions continue while on the move. The Pentastar V-6 gets the Jeep up and going quickly and it never leaves you wanting more power. Though the five-speed automatic transmission is adequate at best, the Wrangler Willys Wheeler's standard 3.73 final drive does much to keep the Pentastar in its powerband. Wranglers have never been known for their road holding abilities, but the Willys is surprisingly capable. While the steering rack is deliberately slow, it offers up good feedback that always lets the driver know where exactly the wheels are pointing. The Toyota FJ Cruiser, on the other hand, is showing its age. Whereas Jeep has continuously updated the Wrangler since its debut with a new engine, transmission, and interior, the FJ Cruiser is largely identical to the original 2007 model. At least the FJ doesn't look old. Its exterior and (surprisingly) its interior have aged rather well. Sure, the highly stylized interior has some weak spots -- the factory head unit, and many blank switches for starters -- but overall it's full of kitschy-cool. The dash-mounted clock, inclinometer, and compass are neat party pieces, and the overhead console complete with hill descent control and the locking rear-diff switch looks great. The FJ's 4.0-liter V-6, last updated in 2010, feels dated on the other hand. Though it accelerates well enough, dipping into the gas pedal leaves the driver with the impression that you're asking the FJ to do something it really doesn't want to do, with the engine emitting an awful-sounding bellow as it gets up to speed. When it comes to corners, the FJ Cruiser's steering rack feels quicker but less-precise than the Wrangler's. The FJ Cruiser may give up a bit to the Jeep in acceleration and handling, but it without a doubt rides better than the Wrangler. That's not to say that the Wrangler's ride is particularly punishing, it's just that the FJ Cruiser Ultimate's suspension, which TRD developed for high-speed off-roading, is simply sublime on the road. The Bilstein shocks easily handle any abuse put in its way, making dips, pot holes, and speed bumps disappear from the road. Off-road, the Toyota FJ's strong suit is hard and fast running. The Bilstein shocks and TRD springs give the FJ Cruiser Ultimate the ability to haul ass down wide open trails, giving you a feeling of invulnerability rivaled only by rigs like the Ford Raptor. No matter the trail, whether it be hard-packed dirt or loose sand, the FJ Cruiser just powered on through if you need an off-roader to quickly escape an apocalypse-like situation or you just like throwing up massive rooster tails, the FJ Cruiser should be on your short list. When it comes to more technical off-roading though, the FJ Cruiser falters because of its large front and rear overhangs. While the FJ Cruiser feels as if its mechanically capable of tackling the rough stuff, I lost count of how many times the front bumper and rear trailer hitch caught up on terrain I was driving over. The FJ's 34-degree approach and 31-degree departure angles, about 10-degrees less than the Jeep's, are most likely to blame. The Jeep Wrangler, on the other hand, feels unstoppable off-road. Surprising, right? Though not at home speeding down open trails like the FJ is, the Wrangler still eagerly does anything you ask of it. On tight, technical trails, you never find yourself questioning the Jeep's capabilities. Point and shoot the Jeep at an obstacle and it overcomes it. No muss, no fuss. The Jeep easily took to steep climbs and descents, rocky frame twisters, and more, seemingly eager for yet more. Just about the only trail I didn't dare tackle with the Wrangler was Hungry Valley's water pit something about explaining to my co-workers why the Jeep reeked of mildew and death didn't seem to appetizing to me. Though evenly matched on- and off-road, there's a bit of a gap between the sticker price of the two off-roaders. The Jeep Wrangler Unlimited Willys Wheeler Edition, based on the Wrangler Unlimited Sport, starts at $32,890; with the automatic transmission and the basic Uconnect infotainment system our Wrangler Willys Wheeler Edition stickered for $34,880. The Toyota FJ Cruiser Trail Teams Ultimate Edition starts at $37,455, and with the optional TRD catback exhaust, towing hitch, and carpeted floor mats, costs $39,439. Ultimately, there can be just one winner, and that victory goes to the original: the Jeep Wrangler Unlimited Willys Wheeler Edition. While you really can't go wrong with either the Toyota or Jeep, the Wrangler just offers up that little extra something that makes you want to keep going. The Wrangler oozes personality; spend any time in it and it immediately becomes part of the family. Basically what it boils down to is this: the Jeep Wrangler makes you want to drop the top and actively go out and seek adventure. In the Toyota FJ Cruiser, you're content holing up at home for a weekend-long Netflix marathon and hitting the road later. In an increasingly busy world, there's no beating the feeling of freedom the Wrangler affords you, and for that it walks off with the win. 2014 Jeep Wrangler Unlimited Willys Wheeler Edition 2014 Toyota FJ Cruiser Trail Teams Ultimate Edition BASE PRICE $27,190 $30,130 PRICE AS TESTED $34,880 $39,439 VEHICLE LAYOUT Front-engine, 4WD, 5-pass, 4-door SUV Front-engine, 4WD, 5-pass, 4-door SUV ENGINE 3.6L/285-hp/260-lb-ft DOHC 24-valve V-6 4.0L/270-hp/271-lb-ft DOHC 24-valve V-6 TRANSMISSION 5-speed automatic 5-speed automatic CURB WEIGHT (F/R DIST) 4401 lb (52/48%) 4504 lb (54/46%) WHEELBASE 116.0 in 105.9 in LENGTH x WIDTH x HEIGHT 152.8 x 73.7 x 70.9 in 183.9 x 75.0 x 72.0 in 0-60 MPH 7.8 sec 8.0 sec QUARTER MILE 16.1 sec @ 83.6 mph 16.2 sec @ 84.4 mph BRAKING, 60-0 MPH 132 ft 133 ft LATERAL ACCELERATION 0.63 g (avg) 0.69 g (avg) MT FIGURE EIGHT 30.6 sec 30.0 sec EPA CITY/HWY/COMB FUEL ECON 17/20/18 mpg 17/20/18 mpg ENERGY CONS., CITY/HWY 198/169 kW-hrs/100 miles 198/169 kW-hrs/100 miles CO2 EMISSIONS 1.06 lb/mile 1.06 lb/mile

autos

You might look at that headline and think, "What does he mean by that? Everybody knows how to complain." The truth is, they don't. There is a right way to complain and a wrong way -- and most of the time, people don't complain the right way. And by "the right way," I mean in a way that produces the desired results. Here are the top four mistakes most people make when complaining at a car dealership, and three helpful tips. 1. They don't complain. Most people, when they're unhappy, say nothing at the dealership. Oh, they'll tell their spouse. As soon as they get home from the dealership they tell their wife or husband: "You know what those lousy folks in the Service Department did today?!" And then they spend the next 20 minutes venting. Or they complain to their neighbors, or the cashier at the grocery store. But they don't complain to the very people they should address: the people who run the Service Department. Why? Because they're scared. It's hard to go up to someone and tell them to their face that there's a problem and you're not happy. What if they get mad? What if all I get is a big argument? It's probably not worth it. I'll just sit here and grumble. But I'm never coming back to this place again, that's for sure!! But you're doing yourself -- and the dealership -- a disservice when you don't complain. Because, believe it or not, most dealerships want to know if you're unhappy . They want to keep you as a customer -- if for no other reason than they make money off you. If they lose your business, it hurts them where it counts: in the pocketbook. So don't be afraid. Next time you're thinking of complaining, look at it like this. You're doing them a favor by bringing it to their attention. If they're smart, they'll appreciate it. If they don't, well . . . you've done your part. Say adios! 2. Most people complain inappropriately. Complaining is an art form. I've known people who were masters of it. They are virtual Picassos of the polite-but-powerful protest. I've also known people who made themselves look like fools the minute they opened their mouths. Standing in the middle of a crowded showroom and shouting obscenities at the sales manager in the office 50 feet away is a surefire way to make yourself look like a fool. I once witnessed a customer throw a tantrum and then storm out of the dealership. A customer sitting nearby turned to his wife and said, "What the hell was that guy's problem?" The customer's complaint fell on deaf ears, solely because of the way he delivered it. 3. People don't know whom to complain to, or they complain to the wrong person. If you don't get anywhere with the guy in front of you, don't be afraid to go to the man or woman above him. People at the lower levels of a car dealership tend to follow an unspoken policy called CYA. For our purposes, that stands for Covering Your Assets. As angry as you, the customer, might be, the typical employee is more afraid of their boss. Their main concern is not pleasing you, but doing something that will bring down their manager's wrath on them, or maybe even cost them their job. So take the pressure off them. Tell them, "I understand you're only doing what you're permitted to do, so please let me speak to your manager." Here's where having a good relationship with a salesman pays off . If you've bought the car there, talk to your salesman. Any salesman worth his salt is going to make sure his customers are taken care of if at all possible. I have gone directly to the general manager numerous times when customers of mine complained, and so far, no GM I've worked for has ever turned me away. They always see the big picture the folks below them missed. And the customer is always at the center of the big picture. 4. You are entitled to any salesperson you want. Let's say you pull up to Head Rippa Honda, and a salesman saunters out to greet you. "Hi there! How can I do you today?" He doesn't seem very knowledgeable; he reeks of cigarettes, sweat, and cheap cologne; and he acts like he's doing you a favor just by being there. What do you do? Well, a lot of folks get in their car and leave. And even though they really wanted a Honda -- or a Ford, or a Buick, whatever-- they end up buying something else because the first salesperson they met made a bad impression on them. Here's what I suggest you do in this situation. Ask for a different salesperson. You may hurt the first salesperson's feelings . . . or you may have taught him a valuable lesson. Either way, that's not your concern. As a customer, you have a right to a good salesperson . One who is knowledgeable, polite, helpful, and not too fragrant. Don't go down the road if you really want to buy from that dealership. You aren't stuck with the first bozo you get. Find someone else to help you. Finally, I want to give you three tips that will make your complaints more effective. First is a nearly foolproof method of setting up your complaints in advance so that, should the time ever come to make one, the dealer will listen to you The best way to do this is to write a letter, or an email, to the dealership right after you've purchased your new car . Tell them what a wonderful experience you had at Bury 'Em Deep Motors. Tell them that Joe Snerdly was the best salesman you've ever met. Tell them you've already told all your neighbors and friends what a great place Bury 'Em Deep is to buy a car, and you plan to tell everyone you meet. Lay it on as thick as you want, but be sincere. Sales managers absolutely love these kinds of letters. They'll tape it to a wall or a window, somewhere prominent, where all the other customers can see it and read it. It will probably stay up there for months. Now, if you ever have to come in and speak to a manager about a problem, you can point to your letter and say, "I'm the guy who wrote that letter." Believe me, you will have their attention. Second, whenever you complain, don't just say hello and launch into an attack . First, try to compliment the dealership or that individual in some way. Think of two or three things they did well, and recite those. Again, be sincere. That will make it a little easier for them to listen to your complaints and generally make them more willing to help you. Third, if all else fails, and you've run into a brick wall everywhere you turn, casually mention " the Survey ." Those two words will send chills up the spine of any service writer or sales manager you're dealing with. Now, I'm not a big proponent of threatening people -- it usually backfires -- so don't threaten anyone directly. Just let them know that you're aware of the importance of a good customer satisfaction index and you want to do everything in your power to help them maintain it. They'll get the idea. Finally, I think people are afraid to speak up -- or go the opposite way and lose their temper -- because they feel they're facing this huge steel and concrete "thing" that is so much larger and more powerful than they are that it's useless, or no one will listen unless they make a scene. But the fact is, you're not dealing with a big, faceless, corporate entity on the other side of that counter. You're dealing with a human being. The key to all complaining is to remember you're dealing with a human being with real feelings, and you want to enlist that human being in your mission to fix your problem. So if you have a complaint, follow the Golden Rule: Treat them the way you would like to be treated, and chances are they'll be more inclined to help you . If that doesn't work, let 'em have it. And good luck! More Car Salesman Confidential: Top 17 Fibs Told By Buyers Hidden Profits, Hidden Expenses What To Leave In, Out

autos

It was strange that when we arrived at the factory in Maranello for the briefing on the LaFerrari, Franco Cimatti, Ferrari technical director, started with the car's seat position and visibility. Never mind it's the most powerful Ferrari ever. Never mind it's the first hybrid Ferrari ever. Never mind its carbon fiber tub is baked in the same autoclaves as the Formula One cars and made by the same team. Never mind its name translates to "The Ferrari." It begins to make sense the following day, when we arrive at the 1.9-mile Fiorano test circuit. The LaFerrari looks deceivingly small in the parking lot. Sharing wheelbase and length with the Enzo, it's longer than the McLaren P1 and Porsche 918. It's also the widest of the three, but shortest in height. Pull the door up and you find a large part of the roof goes with it; the opening makes for easier ingress. The seat, bolted directly to the tub, offers no adjustment (Ferrari tailors seat padding for each customer). A lever at bottom right slides the pedals to and fro, and the square, 458 Speciale-derived steering wheel has a large range of adjustment. Behind it is an LCD screen with a large digital tachometer indicating a 9000 rpm redline (the engine briefly allows 9250 rpm). The teardrop shaped cabin feels large and offers good forward visibility all you see ahead are the fenders. Appreciating the layout will have to come later. The cameras are running, and I'm allowed only a handful of laps. The drive mode selector goes straight to Race. I roll out of the pit box. The first note from my logbook: "Holy hell does this thing make a beautiful shriek!" The 6.3-liter V-12 comes from the F12 Berlinetta, but trades low end power for a higher redline (from 8250 rpm to 9000) and output (from 731 hp to 789). There's a wonderful fury accessed within the last 1000 rpm that's matched by the immediacy provided from the 161-horsepower electric motor bolted to the back of the 7-speed twin-clutch transaxle. There is no EV mode, due to the sub-6 mile range Ferrari estimates the system would have, and there won't be one. This motor is all about adding power. One of Ferrari's goals for its hybrid system was to provide acceleration similar to driving around one gear down. The effect is invisible. You don't hear the telltale high pitched whine, and you don't feel any change in delivery. Power arrives the moment you nudge the accelerator and doesn't relent until you lift. While considering the combined 950 horsepower, the Launch button looks more and more tantalizing. Ferrari claims 0-60 mph in less than 3 seconds, but expressively forbade us from any data acquisition. We'll have to wait to validate performance numbers (to any owners reading: Have VBox, will travel). But what remains more impressive than the powerband is the LaFerrari's accessibility. It doesn't belie its capabilities you're wielding a machine of awesome power but I feel confident enough to turn off traction control after just handful of laps in a 950-horse, $1 million-plus car with Fernando Alonso's name on a plaque on the steering wheel (customers can choose what the plaque says). That extraordinarily light steering wheel ramps steeply as you come off center (just under two turns lock-to-lock), and it is surprisingly relaxed on-center for high speed stability. Electromechanical power steering is another Ferrari first, and though there isn't much road feel, the wheel's utter precision and the response from the chassis put it among the best out there. On to the front straight, I see the rear wing moving about. There's a matched set of flaps at the bottom of the rear bumper and underneath the front, and, combined, the wings can adjust to make between 200 to 800 lbs. of downforce at 125 mph. Just more than 160 mph appears on the speedo; good thing developing confidence in the brakes comes easily. Under moderate to heavy use, the pedal feels consistent and immensely powerful. In my few laps I can't sense a difference between regenerative and mechanical braking. Despite the level of adjustable and active components, the LaFerrari drives with utter linearity. It doesn't flaunt its various tech to the driver, but makes it all work in the background. It's focused on satisfying its driver, and it's a spectacular, utterly engaging experience. As we're wrapping up our time at Fiorano, I see a large GAS OFF sign followed a little later by one that says GAS ON. They sit next to the place where the track monitors sound and exist to remind drivers not to break the limit. I hadn't noticed them before. You expect exhilarating track performance from the kind of hypercar Ferrari makes once roughly every decade, but an interesting thing happened during my time with the LaFerrari on the road: I liked it even more. That statement seems absurd, that a car of this magnitude could work on the rough, narrow, and switchback-punctuated roads around Maranello, but days later I still can't shake it. Leave the gearbox in automatic, tap the bumpy road button to put the shocks in their softest setting, and the LaFerrari is compliant and unbelievably adept at cruising. The only issue I notice is slightly inconsistent brake feel during light use. We're getting close to wrapping the shoot, and cameraman Anthony Esposito is hanging out of the back of a Fiat Freemont, the Italian badge job of the Dodge Journey. He's waving me closer so the LaFerrari looks better in the video he's shooting. I don't want to. We're going maybe 50 mph and I have the windows down. It rained a few hours ago so everything's lush and pretty. There are these green hills on both sides that are littered with stereotypical Italian villas. The air's humid, but not too warm. The engine growl changes as the valves in the muffler open and shut while I play with the throttle. The car's riding smooth and I can point it around those switchbacks with one hand on the wheel; the other's out the window. It's here where the thought creeps in: This may be the best road car I've ever driven. A message to those fortunate enough to own a LaFerrari: Drive it. Please. 2014 Ferrari LaFerrari BASE PRICE $1,400,000 (est) VEHICLE LAYOUT Mid-engine, RWD, 2-pass, 2-door coupe ENGINE 6.3L/789-hp/516-lb-ft DOHC 48-valve V-12 plus 161-hp electric motor; 950 hp comb TRANSMISSION 7-speed twin-clutch auto CURB WEIGHT (F/R DIST) 3150 lb (mfr) WHEELBASE 104.3 in LENGTH x WIDTH x HEIGHT 185.1 x 78.4 x 43.9 in 0-60 MPH 2.6 sec (MT est) EPA CITY/HWY/COMB FUEL ECON 12/17 mpg (est) ENERGY CONS., CITY/HWY 281/198 kW-hrs/100 miles (est) CO2 EMISSIONS 1.40 lb/mile (est)

autos

The redesigned-for-2014 Toyota Highlander isn't boring, or so claim its maker's admen -- "Ain't got no room for boring," goes the commercial jingle as Muppets and Terry Crews engage in hijinks. The ads are goofy, but you'll smile anyway. Who doesn't like cheery puppets and Sergeant Jeffords? (The answer is killjoys. That's who.) The three-row crossover did have room for improvement. The Highlander has new bodywork, better handling (allegedly), and is better suited to meet family needs, three focal points Toyota wanted to address with the latest model. In our book, the most important moving target is the family-friendly angle. As enthusiast choices in the division of midsize CUVs are few and far between, there's no tangible upside to laboriously poring over performance. If you came to this website to read about the LaFerrari and your mouse/finger/stylus accidentally hit this story, feel free to leave your "Toyota is boring/tastes like vanilla" comment below. But is it boring? After several days of fiddling in and around a middle-of-the-lineup Highlander XLE AWD, the two doodads that stuck out the most were the super-handy storage shelf spanning roughly two-thirds of the dashboard and the powered, height-adjustable liftgate that takes forever to open and close. The latter should be flagged a standard feature because the only trim you won't find it on is the four-cylinder LE. "Forever" translates to around 11 seconds to fully swing up after pressing the exterior open/close button and another 10 seconds to clamp shut. In the Great Contest of Midsize Three-Row Crossover Liftgate Openings and Closings with Arms Full of Bags, we've yet to run into another contender that takes as long. (Insert some safety-related counterargument here.) That's about it for memorable attributes. Toyota hasn't thrown any haymakers in an attempt to make the newest generation sizzle and pop among its peers. The previous-gen Highlander was highly competent -- the last time one stopped by, it picked up third place in a six-vehicle comparison ("SUV Six Ways," May 2011). The current Highlander is highly competent with mostly the same pluses and minuses. The best word to describe the interior is "purposeful." It's focused on functionality and doesn't try to impress you with its largely absent premium-ness. Presentation and touch and feel won't wow if you've done some cross-shopping, not surprising if you knew the older Highlander. But having a straightforward cabin layout has its perks. Center stack controls are big (a tradition carried over from the preceding model) except for the radio tune knob, which is far from reach unless you're in the passenger seat. The in-dash shelf has a hole cut into its base where you can thread cables to the lower 12-volt receptacle and auxiliary and USB ports, promoting a clean aesthetic and possibly, fewer entanglements. The huge center console bin, measured at an official capacity of 6.5 gallons, is a neat idea but is less accessible to shorter drivers because moving the seat forward puts your arm at an awkward angle to reach in. It could use a liner of grippy material to keep loose items from slithering around on the bare plastic bottom. The bin's roll-back cover doubles as an armrest and reminds us of the roll-up door on a wooden bread box: How quaint. Continuing with family friendliness, the ingress, egress, and ability to fit a car seat are as easy as one could hope (no surprises here). The first and second rows, particularly the legroom, are commendable. The 60/40-splittable second-row bench offers plenty of available fore/aft movement, while its large, easy to grasp, low-tension grab handles make moving it a breeze. The seats can be positioned toward the front enough to where staffers about the same height as Terry Crews (he's 6'2" or 6'3" depending on the Internet source) can smoothly drop into the rearmost, 60/40-folding row. Physically sitting in the nosebleeds is another matter. As with past Highlanders, the third row is…well, avoid sitting back there. Specs and individual experience tell us the back is one of the tightest in the class, with headroom notably lacking. There's even less space for heads and legs compared with last year's model. You could pack children in, as long as you never let them luxuriate in the adult-ready accommodations provided by the Dodge Durango, Honda Pilot, Nissan Pathfinder, etc. A Sienna, with its low load floor and side sliding doors, would be better. The minivan is also not as fuel thirsty, with a front-wheel-drive SE trim achieving 20/27/23 mpg city/highway/combined in the real world to our AWD Highlander's 17/24/19 mpg. Both use Toyota's 3.5-liter V-6 and it does what it's always done: feel underrated for its quoted output. As proven in the Camry, dearly departed RAV4 V-6, and the last Highlander, the six-cylinder brings credible hustle, launching our XLE AWD test crossover from 0-60 mph in 7.1 seconds. The Highlander is still (likely unintentionally) the speed demon of mainstream three-row CUVs. Its 112-foot braking distance from 60 mph improves on 122 feet. It circled the figure eight in 27.8 seconds at 0.62 average g, meaning it made it all the way around without rolling over. When not driven aggressively, the Highlander rides and conducts itself in its familiar, undistinguished manner. A 2011 Limited model with 19-inch wheels was knocked for its wobbliness at speed. With 18s mounted, the '14 XLE sailed along just fine, hitting a middle area between road conquerors Durango and Chevrolet Traverse on the plush end and the "they're still around?" company of the truck-ish Pilot and sporty Mazda CX-9 on the other. It's an undeniably big vehicle (oddly, it doesn't convey through the steering wheel that it's much smaller than a full-size Sequoia), yet it doesn't feel as substantial as other competitors named. Interior noise is similarly unremarkable, not quiet enough to praise and not deafening enough to lambast. The whole crossover has a Dan Marino quality to it: It's accomplished and you know it's durable, but without a couple key feathers in its cap, the air of unfinished business is palpable. Come to think of it, being assigned to put the ultimate touches to produce a standout CUV wouldn't be a boring gig. The Highlander has a lot to like if you're jonesing for three rows and plan to never press the desperation seats into service (more cargo area!) It certainly makes dollar sense, as IntelliChoice tabulates its 5-year cost of ownership to be advantageous against numerous other selections within the segment. (Its projected 57-percent residual is astonishing.) So if you're in the market, stop by your local Toyota dealer and ask for Kermit, Gonzo, or the guy from the Old Spice commercials. Want more on the 2014 Toyota Highlander? Stay tuned - the three-row crossover competes in a Motor Trend Big Test comparison coming June 23. 2014 Toyota Highlander XLE AWD BASE PRICE $38,360 PRICE AS TESTED $41,228 VEHICLE LAYOUT Front-engine, AWD, 8-pass, 4-door SUV ENGINE 3.5L/270-hp/248-lb-ft DOHC 24-valve V-6 TRANSMISSION 6-speed automatic CURB WEIGHT (F/R DIST) 4532 lb (53/47%) WHEELBASE 109.8 in LENGTH x WIDTH x HEIGHT 191.1 x 75.8 x 68.1 in 0-60 MPH 7.1 sec QUARTER MILE 15.4 sec @ 90.5 mph BRAKING, 60-0 MPH 112 ft LATERAL ACCELERATION 0.81 g (avg) MT FIGURE EIGHT 27.8 sec @ 0.62 g (avg) REAL MPG, CITY/HWY/COMB 17/24/19 mpg EPA CITY/HWY/COMB FUEL ECON 18/24/20 mpg ENERGY CONS., CITY/HWY/COMB 187/140/169 kW-hr/100 miles* CO2 EMISSIONS, COMB 0.96 lb/mile* *Derived from EPA estimates

autos

Need to go 198 mph with a Roundel emblem on your nose? Here's your rig. Yes, the second product offering from BMW's luxury-performance satellite operation, Alpina, ranks as the fastest car BMW currently sends to the States, presuming you don't opt for the buzz-killing all-season tires, and the 130-mph limiter that comes with them. Alpina, to refresh your memory, is a privately owned manufacturer that develops highly tuned variants of BMW 3, 4, 5, 6, and 7 Series models (plus X3, and X5) assembled in BMW factories using Alpina parts, then assigned new Alpina VIN numbers for sale around the globe. Here in the U.S., however, we have the choice only of the 6 Series Gran Coupe (B6, wxDrive AWD only) and 7 Series (B7, with either wheelbase or driveline). American-spec Alpinas retain their BMW VINs and are technically available from any dealer. The boutique manufacturer produces and prepares many of the parts that go in its cars, and performs final assembly work on all 1500 (or fewer) cars it sells per year in the Bavarian hamlet of Buchloe (say BOO and the girl's name Chloe). Many of those parts are pretty similar to the ones going into the B7, including the heavily reworked 4.4-liter twin-turbo engine, which gets larger (46.5mm) Garrett turbos blowing 17.4 psi boost and an Alpina-designed air-to-water-to intercooler system. Slightly different exhaust packaging frees up 2 more lb-ft of torque for total output of 540 hp at 5500 rpm and 540 lb-ft at 3000 rpm. The eight-speed transmission gets Alpina Switch-Tronic tuning and steering-wheel buttons like the ones Alpina pioneered in 1993. (All Alpinas are automatics these days.) The standard xDrive all-wheel drive is programmed for slightly more rear torque bias. The suspension geometry is altered slightly, with almost a degree more negative camber in front to ensure neutral handling with the big, staggered-fitment 20-inch wheels and tires. The variable damping control is also programmed to provide greater contrast between Comfort and Sport modes. Brakes are borrowed from the 760i (14.7-inch rotors front, 13.6-inch rear), and feature giant single-piston units at all four corners. Company CEO Andreas Bovensiepen explains that, while less suited to withstanding the rigors of racing, these binders are quieter and actuate more smoothly, and hence better suit Alpina's GT luxury mission. NACA ducts under the nose keeps the fronts nice and cool. From the outside the Alpina B6 is distinguished by several aerodynamic flourishes, all of which are functional and serve to maintain zero lift at the front and back, all the way up to 198 mph. Bovensiepen points out that downforce could have been created, but at too much cost in drag (the B6's 0.34 Cd is up from the 650i GC's 0.29). Helping to achieve this (and ensure proper cooling) are a unique splitter that helps send 10 percent more air over the top of the body, and a rear spoiler and diffuser. Other exterior cues include Alpina-only blue and green colors and the signature Alpina 20-spoke wheels, complete with their tricky valve stems concealed under the locking center cap. (A hollow spoke connects to the tire.) Inside there are blue-faced gauges, Alpina floor mats, a plaque, a choice of Alpina-inlaid myrtle (red) or piano black woodgrain, Alpina sill plates, and the Switch-Tronic steering wheel stitched with blue and green threads. Nearly all BMW Individual and regular production options are also available. The price for all of this: $118,225. That's exactly $700 more than a (RWD) M6 Gran Coupe, $10,800 more than a Mercedes CLS63 AMG S, and $12,498 pricier than the Audi RS 7. But all of those are comparative commodity cars relative to the 200-300 (at most) Alpina B6s that will arrive here, so you're not nearly as likely to see yourself coming and going. Unless you live in SoCal, where cars of this ilk invariably end up. During our drive of the new B6, we managed to find a billiard-table flat, smooth, straight B-road and stretched the Alpina's legs, measuring a 4.0-second dash to 60 mph en route to a quarter-mile run of 12.2 seconds at 115.6 mph. That's a half-second quicker and 4.2 mph faster in the quarter than our last 650i Gran Coupe xDrive and a tenth ahead of an M6 cabrio. (We've yet to sample an M6 GC.) The AWD Mercedes and Audi are quite a bit quicker (11.6 seconds at 121.8 mph and 11.6 at 120.4, respectively). Stopping and cornering are also quite respectable for a car that's not intended to spend much time on racetracks: 108 feet from 60 mph and 0.92g (identical figures to the 650i GC); the more overt hot rods manage 101-105 feet and 0.93-0.98g. From the helm, the Alpina is pretty special, and it feels very much of a piece -- a holistically improved car, not at all "tuned." The engine makes a very low, remote rumble that seems distinct from those of related 650i and M6 cars, and manual downshifts often provoke delightfully remote-sounding backfires. Those little steering wheel buttons feel funky compared with the traditional paddles and they're completely out of reach when grasping the steering-wheel ears at 10 and 2, but they function just fine. It was tough to discern the heightened difference between ride quality in Sport and Comfort modes on the smooth Bavarian and Tyrolean byways we sampled, but the big wheels tiptoed more gently than expected over the few imperfections we spotted and aimed for. Does anybody need to go 198 mph? Probably not. But plenty of folks need a car so gorgeous it makes their knees all wobbly, and a tiny subset of those folks will want to be assured they have the only one on their block. They'd better act quickly, as 140 of the yearly allotment of maybe 300 has already been committed. 2015 BMW Alpina B6 xDrive Gran Coupe BASE PRICE $118,225 PRICE AS TESTED $125,525 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINE 4.4L/540-hp/540-lb-ft twin-turbo DOHC 32-valve V-8 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4780 lb (53/47%) WHEELBASE 116.9 in LENGTH x WIDTH x HEIGHT 197.1 x 74.6 x 54.8 in 0-60 MPH 4.0 sec QUARTER MILE 12.2 sec @ 115.6 mph BRAKING, 60-0 MPH 108 ft LATERAL ACCELERATION 0.92 g (avg) EPA CITY/HWY/COMB FUEL ECON 16/24/19 mpg ENERGY CONS., CITY/HWY 211/140 kW-hrs/100 miles CO2 EMISSIONS 1.03 lb/mile

autos

Lamborghini turned 50 years old last year and the one-off Egoista supercar helped the automaker celebrate its birthday in a big way. We wondered what would become of the special Lambo and now we know, as the automaker just announced it will display the Lamborghini Egoista at its museum in Sant-Agata Bolognese, Italy. Egoista may be Italian for "selfish", but it will share the museum halls with other stars from Lamborghini's past, including the 350 GT, Sesto Elemento, and a one-off Miura concept. Late last year Lamborghini and Google worked together to produce a virtual tour of the Lamborghini Museum via Google's Street View. That said, the new addition to the museum will hopefully warrant an update to the Street View tour for those who can't make it to Sant-Agata Bolognese anytime soon. One-off Lambos have always been excessively garish and the Egoista definitely didn't disappoint. Essentially a fighter jet on wheels, the Egoista featured a center-mounted driving position with the driver protected from the elements by a cockpit dome. The driver can only enter and exit the cockpit by removing the steering wheel, while carbon-fiber and aluminum is used to keep the supercar's weight down. Powering the Egoista is a 600-hp, 5.2-liter V-10. Source: Lamborghini

autos

This industry is always looking forward. We're always talking about what's next, whether it's the car coming tomorrow, next year, or sometime in the next decade. No car company can afford to let a product stagnate, even if it means just adding a few new paint options every year to change things up. With so much unrelenting change flowing across showroom floors every year, it's easy for some cars to get lost in the crowd. Over the next several pages, we'll catch you up on the latest metal hitting the road later this year and take a look at some future machines we know are on the way, even if they aren't official products yet. Read about Sports/GT Cars below and then skip to your favorite section: Crossovers/SUVs/Vans Luxury Cars Mainstream Sedans and Wagons What's Next: Sports/GT Cars and Trucks/Vans What's Next: Crossovers/SUVs and Luxury Cars Sports/GT Cars Ford Mustang GT350 With the incredible marketing and sales power behind the Shelby brand, there was never any doubt there'd be Shelby versions of the new Mustang . What came as a surprise was word that Ford would not only build a new GT500, but that it would reintroduce the car that started it all, the GT350. Details are scarce at this point, but we think it's safe to assume it'll be offered in Wimbledon White with Guardsman Blue stripes. We hope Ford stays true to the first GT350, which was meant for SCCA road racing, rather than a make it a GT500 junior. To that end, we're hoping for extra power from the naturally aspirated V-8, a manual transmission, sport suspension, bigger brakes, and less weight. Bring back the side-exit exhaust and louvered quarter windows while you're at it. Essentially, it would be a continuation of the limited-edition Boss 302 from the previous generation under another popular name. GT350 renderings by Scott Olsen Dodge Challenger What's New: The front, rear, and hood are restyled with heavy influence from the 1971 Challenger. An eight-speed automatic replaces the slow-shifting five-speed, and electric power steering takes over from hydraulic. The interior is all-new and now includes Chrysler's latest UConnect touch-screen infotainment system. What's Not: Engines are still a 305-hp, 3.6-liter V-6; 372-hp, 5.7-liter V-8; and 485-hp, "392" 6.4-liter V-8. Six-speed manual remains. Most mechanical components are carried over with some minor improvements. The rumored supercharged model has not yet been announced. When: Fall 2014 How Much: $27,000-$41,000 (est) Dodge Charger What's New: Exterior styling gets more aggressive and incorporates some family design cues from the Dart. An eight-speed automatic transmission and electric power steering are new. A backup camera is now standard, and new optional extras include adaptive cruise control, lane-keeping assistance, blind-spot monitoring, and forward-collision alert. The V-8 AWD model has been discontinued because of lack of demand. What's Not: Engines are unchanged, with a 292-hp or 300-hp, 3.6-liter V-6 and 370-hp, 5.7-liter V-8. Six-speed manual remains. Most mechanical components are carried over with minor improvements. The high-performance SRT model has not yet been announced. When: Fall 2014 How Much: $27,000-$47,000 (est) BMW M4 Convertible What's New: Almost everything. The 4 Series is the new 3 Series Coupe, and the M version adds a 425-hp, twin-turbo, 3.0-liter I-6 with six-speed manual or seven-speed dual-clutch transmission. Lightweight body panels and driveshaft reduce the curb weight. A nape-warming system blows warm air on the back of your neck through a vent in the seatback. What's Not: The folding hardtop carries over from the previous M3 Convertible, but with more sound insulation. When: Summer 2014 How Much: $75,000 (est) Alfa Romeo 4C What's New: Everything. Alfa Romeo finally returns to the U.S. after numerous delays with a two-seat, all-carbon-fiber sports car. Power comes from a turbocharged 237-hp, 1.7-liter I-4 with a six-speed dual-clutch transmission. Launch Edition cars get visual enhancements inside and out along with a racing exhaust system and race-tuned suspension. A soft-top Spider is expected to follow shortly. What's Not: The 4C is already on sale in Europe, so it's only new to the U.S. When: Summer 2014 (we hope) How Much: $54,000 Porsche Boxster/Cayman GTS What's New: The GTS models each pick up 15 hp and 7 lb-ft of torque. Porsche Active Suspension Management is standard, as are Sport Chrono Package, sport exhaust (now in black), 20-inch wheels, Porsche Dynamic Light System, Sport Seats Plus, and Alcantara interior trim. They also get slightly modified, more aggressive front and rear fascias. What's Not: Everything else. When: Summer 2014 How Much: $74,495-$76,195 Mercedes-Benz S63 AMG Coupe What's New: Like all AMG models, the S63 AMG Coupe gets aggressive exterior styling and all-wheel drive. Powering the wheels is a twin-turbocharged 577-hp, 5.5-liter V-8 backed by a seven-speed automatic transmission. A performance-tuned air suspension has less work to do, thanks to lightweight body panels and frame structures. The interior gets a new AMG steering wheel. What's Not: Everything else. When: Fall 2014 How Much: $160,000 (est) Aston Martin V8 Vantage GT What's New: Power is bumped to 430 hp from the naturally aspirated 4.7-liter V-8 with tuning and a new intake manifold. Black interior and exterior trim is inspired by the GT4 race car . A graphics package will make it look like the Le Mans-winning DBR1 or DB2/4 to complete the look. What's Not: The rest of the car. When: Fall 2014 How Much: $102,725 Crossovers/SUVs/Vans Chevrolet Trax What's New: Everything. The Trax is Chevrolet's smallest SUV and is powered by a turbocharged 138-hp, 1.4-liter I-4 driving a six-speed automatic transmission and either the front or all four wheels. Standard equipment includes 10 airbags, a backup camera, and a touch-screen infotainment system. What's Not: It's a less-expensive Buick Encore underneath, and it's been on sale around the world for a few years, so it's new only to the States. When: Early 2015 How Much: $18,000 (est) Nissan Murano What's New: Exterior styling follows the new family design language and lengthens the vehicle slightly. A repackaged and redesigned interior adds rear seat legroom by taking it from the front seats. Automatic dual-zone climate control is standard, along with keyless entry and starting. New optional features include blind-spot warning, adaptive cruise control, and Around View bird's-eye camera. What's Not: The underlying vehicle is basically the same, powered by a 260-hp, 3.5-liter V-6 driving a continuously variable transmission and either the front or all four wheels. Less weight and better aerodynamics should improve fuel economy, though. When: Late 2014 How Much: $29,000 (est) Honda HR-V What's New: Everything. Details are scarce now, but it will likely be powered by the Honda Fit's 130-hp, 1.4-liter I-4 mated to a continuously variable transmission driving the front wheels. It's not clear whether the hybrid powertrain, which adds an electric motor and seven-speed dual-clutch transmission, will be offered in the U.S., because of the price. What's Not: Technically, it's a Honda Fit underneath. When: Late 2014 How Much: $20,000 (est) Lexus NX What's New: Everything. Lexus' smallest crossover is also its first turbocharged model, with the NX 200t featuring a turbocharged 235-hp, 2.0-liter I-4 powering the front or all four wheels through a six-speed automatic transmission. The NX 300h features a 194-hp hybrid powertrain incorporating a 2.5-liter I-4, electric motors, and continuously variable transmission also driving the front or all four wheels. An F Sport package will be available on the NX 200t with special interior and exterior trim, paddle shifters, sport seats, and sport dampers. What's Not: It's technically a Toyota RAV4 underneath. When: Fall 2014 How Much: $35,000 (est) BMW X4 What's New: Everything. BMW's latest sport-activity vehicle is smaller in all regards than the X6 it apes. Under the hood is a turbocharged 240-hp, 2.0-liter I-4 or a turbocharged 300-hp, 3.0-liter I-6, each powering all four wheels through an eight-speed automatic transmission. It rides 1.5 inches lower than the X3 for better handling, and an M Sport package is available. No word on an X4 M, yet. What's Not: It's really an X3 with X6 looks. When: Summer 2014 How Much: $45,625 BMW X3 What's New: A turbocharged 180-hp, 2.0-liter diesel I-4 is added to the mix and is available only with an eight-speed automatic transmission and all-wheel drive. Front and rear styling have been updated slightly. The iDrive system now has a touch pad, and other new features include a head-up display, adaptive cruise control, and a power liftgate that can be opened by swishing your foot under the rear bumper. What's Not: Everything else. When: Summer 2014 How Much: $39,325 Subaru Outback What's New: Now riding on the new Legacy platform, the Outback is improved inside and out. It features more interior space, a quieter interior with better technology and materials, revised suspension for better ride quality, an improved all-wheel-drive system with better off-road capability, and new interior and exterior styling to match the brand's latest look. What's Not: The powertrains mostly carry over with some small improvements. That means a 175-hp, 2.5-liter flat-four or a 256-hp, 3.6-liter flat-six, each matched to a continuously variable transmission and all-wheel drive. When: Summer 2014 How Much: $24,500 (est) Kia Sedona What's New: Everything. Kia gets serious about the minivan segment with the new Sedona, which now features a 276-hp, 3.3-liter V-6 with six-speed automatic transmission. All-new exterior and interior styling brings it in line with the rest of the brand, while such features as active dampers, adaptive cruise control, blind-spot monitoring, and reclining second-row captain's chairs with extendable legrests help make the Sedona truly competitive in the class. What's Not: Powertrain and the leather upholstery are shared with the high-end Cadenza and K900, respectively. When: Late 2014 How Much: $27,000 (est) Luxury Cars Acura TLX What's New: Everything. Replacing the TSX and the TL, the new TLX starts with a front-drive 206-hp, 2.4-liter I-4 paired to an eight-speed dual-clutch transmission with a torque converter. More power and optional all-wheel drive come with a 290-hp, 3.5-liter V-6 and nine-speed automatic transmission. Front-drive cars get rear steering to improve handling, and AWD cars get Acura's first-ever engine auto start-stop system. The TLX is also billed as the quietest Acura ever on the inside. What's Not: The V-6 engine carries over from the RLX sedan and MDX SUV with a unique tune. When: Fall 2014 How Much: $35,000 (est) BMW 4 Series Gran Coupe What's New: Take a 3 Series sedan, add a dash of 4 Series coupe styling, shrink the 6 Series Gran Coupe's sloped roof and add a liftgate, mix them all together, and you've got the 4 Series Gran Coupe . Power comes from a turbocharged 240-hp, 2.0-liter I-4 or a turbocharged 300-hp, 3.0-liter I-6, each driving an eight-speed automatic and either the rear or all four wheels. An M Sport model is available, but no M4 Gran Coupe is planned, as the liftgate doesn't play well with the M's carbon-fiber roof. What's Not: It's a dressed-up 3 Series. When: Summer 2014 How Much: $41,225 BMW Alpina B6 xDrive Gran Coupe What's New: BMW's 6 Series Gran Coupe gets the Alpina tuner treatment to a tune of 540 hp from its twin-turbo 4.4-liter V-8. Both the eight-speed automatic and standard rear-biased AWD have been retuned for performance to make this the quickest Alpina ever . Retuned dampers and springs improve handling, while new wheels and interior and exterior trim dress it up. What's Not: Everything else. When: Fall 2014 How Much: $118,225 Infiniti Q70 What's New: The exterior has been restyled to reflect the design language of the new Q50, while the interior picks up some fancier materials, better sound insulation, and active noise cancelling. New dampers improve ride quality, and the electric power steering has been retuned for better response. A new Q70L long-wheelbase model adds 5.9 inches to the middle of the car, which translates directly to rear-seat leg- and kneeroom. What's Not: Everything else. When: Fall 2014 How Much: $51,000 (est) Mainstream Sedans and Wagons Toyota Camry What's New: Styling is all-new inside and out, drawing heavily from the new Corolla. LED headlights are now an option, as is a wireless phone charging system in the center console storage bin. A repackaged interior should make the car roomier, while better sound insulation and aerodynamics will make it quieter. A revised electric power-steering system and new brake booster should make the car better to drive, and a new XSE sport model gets a stiffer suspension, revised steering, and exclusive wheels. What's Not: Powertrains carry over from the last car, meaning you get a 178-hp, 2.5-liter I-4 with six-speed automatic, a 268-hp, 3.5-liter V-6 with six-speed automatic, or a 194-hp hybrid with a 2.5-liter I-4, electric motor, and CVT. When: Fall 2014 How Much: $23,000 (est) Hyundai Sonata What's New: Hyundai's flamboyant fluidic design language is replaced with something much more conservative inside and out. Sport models equipped with the big engine also get a unique steering wheel and paddle shifters. All models get a revised rear suspension for better handling and stability under braking, as well as electric power steering tuned for more feel. Sport models get their own steering and suspension tuning, along with big brakes. What's Not: Engines carry over but have been tuned down to 185 hp for the 2.4-liter I-4 and 245 hp for the turbocharged 2.0-liter I-4. Both stick with their tried-and-true six-speed automatic. When: Summer 2014 How Much: $21,960 Ford Focus What's New: The acclaimed turbocharged 123-hp, 1.0-liter I-3 EcoBoost engine is now an option with its own six-speed manual transmission. Changes to the electric power steering and rear suspension should make the car feel more connected to the road. Front and rear fascias get more mature styling, as does the interior. New features include a standard backup camera and optional blind-spot monitoring and lane-departure warning. Sync AppLink infotainment system supports more than 60 apps run through your smartphone. What's Not: Everything else. When: Summer 2014 How Much: $17,500 (est) Chevrolet Cruze What's New: The grille and lower fascia, replete with LED foglights, borrow some styling cues from the Malibu and Impala. Inside are better cupholders and a more advanced infotainment system with available navigation and the ability to create a 4G wireless hotspot. This is a quick refresh until a major update arrives in 2016. What's Not: Everything else. When: Summer 2014 How Much: $18,500 (est) Volkswagen Jetta What's New: The diesel engine is replaced with a new turbocharged 150-hp, 2.0-liter diesel I-4 and a choice of six-speed manual or dual-clutch automatic. Inside, the cost-cutting is reversed with better materials and a new steering wheel, trim, gauges, climate controls, and center stack. Outside, it gets a new grille and taillights, among even more subtle changes. What's Not: Everything else. When: Fall 2014 How Much: $17,000 (est) Volkswagen Golf Sportwagen What's New: Everything. Replacing the Jetta Sportwagen, the Golf Sportwagen brings a new look to the Volkswagen wagon inside and out. Engine choices are a turbocharged 170-hp, 1.8-liter I-4 or a turbocharged 150-hp, diesel I-4. The gas engine gets a five-speed manual or six-speed automatic, while the diesel gets a six-speed manual or six-speed dual-clutch automatic. All-wheel drive will likely be an option, a class exclusive. What's Not: The Golf Sportwagen was first introduced in Europe (where it's known as the Golf Variant), so it's new only to the U.S. When: Early 2015 How Much: $21,000 (est) What's Next! Prototypes or concept cars, we know these vehicles are coming soon but they're officially still secrets. We've scoured our sources to bring you all the details on the hottest cars lurking in the shadows. Sports/GT Cars Infiniti Q50 Eau Rouge Concept What We Know: Infiniti finally gets serious about performance with what amounts to a four-door Nissan GT-R. A beefed-up version of the GT-R's twin-turbo 3.8-liter V-6 now makes 560 hp and 442 lb-ft of torque and will be mated to Infiniti's seven-speed automatic gearbox with paddle shifters. Power meets earth at all four wheels, with a permanent 50/50 front/rear torque split. That combination is good for a 0-60-mph spring in under 4 seconds, Infiniti says. What We Don't: Will Infiniti be able to make it work? We understand there are three prototypes already running around, but engineers are having trouble tuning vibrations out of the new engine/transmission pairing. After all, it's still a luxury car, and it'll need to drive like one. When: Sources say 2016 at the earliest. Mazda MX-5 Miata What We Know: The Miata is returning to its roots . Mazda hopes to take as much as 200 pounds off the car, bringing it close to the weight of the original. The exterior dimensions will also be trimmed, though the interior is expected to stay the same size and the trunk could actually get a bit bigger with better packaging. An updated chassis is lighter and stiffer with a revised suspension design for better handling. For the first time, the Miata might get two volume engine options: a 1.5-liter four-cylinder and a 2.0-liter four, both with SkyActiv technology for better fuel efficiency. It will be designed with edgier styling, as our renderings suggest, to appeal to a younger audience. Renderings by Scott Olsen What We Don't: The 1.5-liter might not come to America, where we prefer more power. A sister car will be built for Fiat Chrysler Automobiles, but the original plan to make it an Alfa Romeo seems to be out, so it'll be a Fiat or possibly an exclusive Abarth model. When: 2015 Chicago Auto Show in February. Cadillac CTS-V What We Know: One of the new CTS' key features is its low weight, and the CTS-V will push it farther. Matching that will be a big V-8 that our sources indicate will be a twin-turbo version of the new Corvette's 6.2-liter LT4 sending power rearward through a seven-speed manual, eight-speed automatic with paddle shifters, or, later, a dual-clutch automatic. The magnetic shocks and electronically controlled rear differential will be retuned for even more performance. What We Don't: Power figures remain elusive, but they'll be big. Sources say this engine will also appear in the next Corvette ZR1 making as much as 700-800 hp. At least 600 hp for the Cadillac. When: Early 2015, likely at the Detroit auto show. Mercedes-Benz C63 AMG What We Know: As does the GT AMG, the C63 AMG will buck the "all AMGs will be all-wheel drive" mantra the company has recently been trumpeting. The C63 routes all its ponies to the rear tires alone. They'll come from the same 4.0-liter twin-turbo V-8 that powers the GT AMG, though the two might be tuned differently, given their varied missions. Handling should be inspired by the fantastic C63 AMG Black Series of the previous generation. As there's no C-Class coupe thus far in the new gen, it'll likely debut as a sedan, but we wouldn't bet against a coupe in the future. What We Don't: The transmission is unknown at this point, but we're hoping for the seven-speed dual-clutch out of the SLS and GT AMG. We'll settle for AMG's new seven-speed automatic. When: Fall 2014, likely the Paris auto show. Mercedes-Benz GT AMG What We Know: The successor to the SLS ditches the gullwing doors but not its chassis. The body is a foot shorter thanks to curtailed overhangs, and what a body it is. You can't see it in the well-disguised prototypes we've photographed, but we've had a look at the finished design and the best way to describe it is as Germany's take on a modern Shelby Cobra -- it's that curvy. Under the very long hood will be AMG's all-new 4.0-liter twin-turbo V-8 sending all its power to the rear wheels via the SLS' seven-speed dual-clutch automatic. What We Don't: Power figures on this new engine are still a mystery, but we don't expect it to be any less potent that the motors it replaces. That means it'll be well over 500 hp and could even crack 600. When: Fall 2014. Volkswagen Golf R400 Concept What We Know: Not satisfied with the 290-hp Golf R, Volkswagen went and made the 395-hp (400 metric hp) Golf R400 Concept . Power comes from a heavily turbocharged 2.0-liter four-cylinder and hits a six-speed dual-clutch automatic on its way to all four wheels. Big brakes, a performance-tuned suspension, an "electronic differential" that uses the brakes to simulate a limited-slip differential at both axles, and sporty interior and exterior modifications round out the build. What We Don't: Volkswagen has teased us many times with high-power Golfs, but few have ever seen production. Given what this car would cost, it's unlikely to see production. When: If it happens, don't expect it before mid-2015. Trucks/Vans Nissan Titan What We Know: The most significant update to the new truck will be the inclusion of a Cummins 5.0-liter turbodiesel V-8 making more than 300 hp and 550 lb-ft of torque, easily eclipsing the Ram EcoDiesel V-6 as the most powerful light-duty diesel truck. Nissan is also planning to offer more cab and box configurations, a chronic weak point for the Titan. New styling and interior, too. What We Don't: No other powertrain details have been released yet, but we suspect the gasoline V-8 will remain and a V-6 option could join the lineup. A new transmission is also likely. When: Detroit auto show, January 2015. Ram Promaster City What We Know: Set to compete against the Ford Transit Connect and Chevrolet City Express, the Ram ProMaster City is a compact, front-drive cargo van . Under the skin, it's a European Fiat Doblo cargo van with a Ram nose. Changes should be mostly cosmetic, though some work will be done under the skin to make the Fiat van meet U.S. crash regulations. Otherwise, it's some badges and probably a UConnect infotainment system. What We Don't: No U.S.-market powertrains have been announced, but expect one or two four-cylinder engine options, one of them possibly turbocharged, connected to an automatic transmission. When: Late 2014. Crossovers/SUVs Audi TT Offroad Concept What We Know: It's not a TT, but rather more of a Q3 crossover with TT styling. It takes the Allroad Shooting Brake Concept and adds a lift, rear doors, and some TT styling cues. The concept is a hybrid with a 292-hp, 2.0-liter turbocharged four-cylinder with a 54-hp electric motor at the front and another 114-hp electric motor at the rear. A six-speed dual-clutch automatic transmits power to the front wheels. EV range is quoted at 31 miles and total range at 549 miles, with a top speed of 155 mph and the ability to hit 60 mph from a stop in 5.2 seconds. New tech includes wireless induction charging, radar that watches for cross traffic in intersections and warns the driver, and a cellphone-based system that can tell you when a light is about to turn green if your city supports it. What We Don't: With the A3, Q3, and Q5 already on the market, it's hard to see where the TT Offroad would fit into the lineup. When: Several years, if it happens it all. BMW X5 E-Drive Plug-In Hybrid Concept What We Know: As this is not much of a concept, BMW has, essentially, just added a charging port to the X5 eDrive Hybrid Concept revealed last year. Obviously, the engineering is more complex than that, but you get the gist. The real trick here is this is the first time eDrive hybrid technology has been paired with BMW's xDrive all-wheel-drive system. Performance is the same as with the concept that didn't have a plug, with roughly 20 miles of all-electric driving and a top electric-power-only speed of 75 mph. Power comes from a 240-hp, 2.0-liter turbocharged four-cylinder, a 95-hp electric motor, a lithium-ion battery under the cargo floor, and a 0-60-mph time of roughly 7 seconds. What We Don't: Given it's barely a concept at this point, the only real unknown is how much more it will cost than a standard X5. BMW also hasn't said how long it will take to charge via the wall socket. When: A prototype we drove felt nearly production-ready, so early 2015 seems reasonable. Land Rover Discovery Concept What We Know: Not a specific future vehicle, but rather a preview of the upcoming Discovery "family," which will include the old LR2 (now Discovery Sport) and LR4 (now Discovery). The concept has a ton of neat tech features, such as a "transparent hood" that uses a camera under the nose and a full-width head-up display to project an image of the ground under the hood onto the windshield. What We Don't: Which tech gizmos reach production is anyone's guess. Powertrains are also unknown, but will probably include the com-pany's turbocharged four-cylinder, supercharged V-6, and supercharged V-8. When: Late 2015 or early 2016. Lincoln MKX Concept What We Know: This is purely a design preview, but the next MKX should look very similar to this. Ditch some of the brushed metal accents, add real door mirrors and real headlights, scale the wheels down to normal sizes, and you're there. What We Don't: Neither the drivetrain nor the interior has been revealed. Expect both to hew closely to such other recent Lincoln products as the MKC. We think a turbocharged four-cylinder will be the base engine, possibly the new 2.3-liter, with the new twin-turbocharged 2.7-liter V-6 as the optional upgrade engine. When: Lincoln's moving fast, so figure early 2015. Mercedes-Benz Concept Coupe SUV What We Know: Based on the ML-Class SUV, the Concept Coupe SUV is Benz's answer to the BMW X6. The concept is powered by Benz's new twin-turbo 3.0-liter V-6 with 329 hp, matched with the brand's all-new nine-speed automatic transmission and 4Matic all-wheel drive, that you can expect to be the first powertrain offered at launch. Expect the production model to look very similar to this concept. What We Don't: Additional engine and drivetrain options are unknown at this point, as is the (likely) possibility of an AMG model. At press time, we hadn't seen the interior yet, either. When: It's so close to production-ready we're guessing early 2015. Volvo XC90 What We Know: The next XC90 will be new from the ground up . New chassis with optional air suspension; new four-cylinder engines, one turbocharged and one both turbo- and supercharged. A new eight-speed automatic transmission. A new all-wheel-drive system. An all-wheel-drive plug-in hybrid with a hybrid drivetrain up front and electric motors powering the rear wheels. All-new looks based closely on Volvo's recent trio of concept cars and an all-new interior that features a giant, Tesla-like touch screen that controls most functions. What We Don't: The all-new price, which we hear is going up. When: Early 2015. Luxury Bentley Hybrid Concept What We Know: Bentley's already said its upcoming SUV will be the company's first hybrid when it launches in 2017, but the company wants to spread the technology to "90 percent" of its lineup. The Hybrid Concept pairs the Bentley Mulsanne's massive 6.8-liter twin-turbo V-8 with an electric motor and battery of unknown provenance promising up to 25 percent more power with a 70 percent reduction in CO2 emissions. That figures to increase to 632 hp. All-electric range is quoted at 31 miles, and copper trim accents are the only real giveaway for this subtle concept. What We Don't: Bentley has provided no additional numbers, such as charging times, price, or even solid power and performance figures. There's no guarantee there will even be a Mulsanne Hybrid, but it seems likely. When: 2018 at the earliest. BMW Vision Future Luxury Concept What We Know: The Vision Future Luxury Concept is purely a design concept showing off potential future BMW styling cues and technology, but it might also preview the next 7 Series, which is due for a refresh or replacement. It's roughly the same size as the current long-wheelbase 7 Series, making rumors that it could preview a new, bigger, even more luxurious 9 Series seem unlikely. It's more likely BMW will follow Mercedes' rumored plan for an ultra-luxury edition S Class and make an ultra-luxury, ultra-expensive flagship that retains the 7 Series name. What We Don't: If BMW will actually build it. When: If it goes into production, it would be several years off. Probably no earlier than 2017. Cadillac Flagship What We Know: It's rear drive and will be substantially longer and larger than the CTS . Styling should be influenced by recent concepts. Engines are rumored to include Cadillac's 425-hp twin-turbo 3.6-liter V-6 and an all-new twin-turbo 4.5-liter V-8 previewed in the Elmiraj concept. The transmission will be either an eight-, nine-, or 10-speed automatic. A rendering by Scott Olsen of what the flagship could look like is shown above. What We Don't: Everything else. When: 2015 Detroit auto show in January at the earliest. Volvo S60L Plug-In Hybrid Concept What We Know: A 238-hp, 2.0-liter turbocharged four-cylinder pairs up with a 68-hp electric motor and 11.2 kW-hr lithium-ion battery for a 0-60-mph sprint in an estimated 5.5 seconds. Charging takes 4 to 4½ hours and gets you about 31 miles on electric power. What We Don't: It's only confirmed for the Chinese market, but it's likely coming to the U.S., possibly with electric all-wheel drive. When: Late 2015 at the earliest. Jaguar XE What We Know: The XE sedan will slot below the XF in Jaguar's lineup and do battle with the BMW 3 Series and its ilk. A 2.0-liter turbocharged four-cylinder good for 240 hp will start things off, and the brand's supercharged 340-hp, 3.0-liter V-6 will be an option. An eight-speed automatic should back up both, and we wouldn't be surprised to see an all-wheel-drive option. What We Don't: Pricing and interior are unknowns. Other markets get diesel, but no word on U.S. availability. When: Paris auto show, October 2014. Others Nissan Lannia Sedan Concept What We Know: Officially, the Lannia is geared toward the Chinese market, but it likely previews Nissan's future global styling direction. Its resemblance to the Sports Sedan Concept -- a thinly veiled preview of the next Maxima -- leads us to believe the Lannia might preview the next Altima. Nissan's even referring to it in Mandarin as the Bluebird, a direct predecessor of the Altima. What We Don't: It's a concept car for the Chinese market, so no guarantee it's coming here. Neither powertrain details nor the interior had been revealed at press time. When: If it happens at all, it's several years away. 2018 is probably a safe guess. Volkswagen New Midsize Coupe Concept What We Know: Essentially, it's a much more stylish Jetta, and it's already confirmed for production in the Chinese market . Figure the 2.0-liter four-cylinder to start, and an upgrade to the 1.8 turbocharged four-cylinder or 2.0 turbodiesel. What We Don't: There's been no confirmation it will come to the U.S. market, but it's likely as the next update to the just-updated Jetta. When: 2016 at the earliest.

autos

For the last several years, Kia has really been bringing its A game, loading its cars with upscale bells and whistles at non-luxury prices. Our 2013 long-term Optima turned heads "That's a Kia?" and rewarded drivers with its sophisticated exterior and high-tech interior. Our sleek Titanium Silver sedan was the new-for-2013 SX Limited trim, filled with too many standard and additional buttons, knobs, gewgaws, and what-have-yous to mention here. Some exterior highlights: spiffy red brake calipers, unique 18-inch sport-design alloy wheels, and a chrome accent rear spoiler. Among my favorites in the well-equipped interior were the incredibly sharp rearview camera with multicolored backup guidelines that's one of the best I've experienced; a well-laid out, easy-to-use infotainment system with a 6.5-inch touch screen; the panoramic sunroof; and 15.4 cubic feet of cargo capacity. I've especially got to give kudos to the seats, which in SXL guise are clad in perforated black nappa leather. The chaperone of our last long-term Optima, a 2011, felt its seats were too firm and the seat bottoms were too flat, with not enough thigh support. Kia added softer foam and better bolstering in 2012, and to me the seats now feel as good as they look not too soft and not too hard, not too narrow and not too wide. I loved the six-way adjustability of the driver's seat and the tweakable lumbar support, plus you can save seat settings for two drivers. The front heaters work quickly and are especially soothing on a stiff lower back. I didn't use the cooling option very often, but it's nice to have. The back passengers also get bun warmers an unexpected perk in this segment. On the technology side, the Infinity audio system was stellar and Bluetooth synchronization was a breeze, but there were a few nits. I had to buy an aftermarket cord to sync my iPhone music through the sound system, and I didn't get to play with Kia's UVO voice-activated infotainment system because in the EX/SX Technology Package it was replaced by navigation with SIRIUS traffic and radio. The nav system worked outstandingly except for the two times I got turned around in downtown L.A. and it didn't recalibrate quickly enough to steer me right immediately. Fellow MT staffer Benson Kong shared my adoration of the classy four-spoke steering wheel wrapped in leather and accented in dark wood laminate with a subtle pearly sheen. He noted that the large, legible buttons for the audio system, cruise control, trip computer, and hands-free calling were so well-placed that he barely had to look down at his thumbs while on a 800-mile road trip. I'll second all that, and add that I loved how the four spokes gave me a little nook at the bottom center to hook my left thumb. The new wheel in the 2014 is flat-bottomed and three-spoked. Another really cool feature is auto hold. If you know you'll be at a standstill for a while, like in a big traffic jam, press the button before you come to a stop. When you're stopped and take your foot off the brake, the car will stay stopped. The hold will deactivate when you press the gas. With heated seats front and back and plenty of cargo space, the Optima is a versatile cruiser. Handling and ride quality continue to be the Optima's Achilles heel if it were a frozen yogurt flavor, it'd be vanilla, and not even French vanilla. A 2014 Optima EX recently was the runner-up in a six-car MT midsize sedan comparison , with the judges dinging it for its floaty and lazy ride quality and too-soft suspension. That was the name of the game for the 2013 as well. Then again, most customers shopping for a family sedan aren't seeking a Nürburgring-worthy driving experience. Enough power to efficiently merge onto the freeway, decent fuel economy, and a good safety rating take precedence on their priority list. With its turbocharged 2.0-liter DOHC 16-valve inline-four making 274 hp and 269 lb-ft, the Optima is fine on the onramp, but it's far from zippy, and with 7.2 seconds to 60 mph it won't win any stoplight drag races. Our IIHS Top Safety Pick+ sedan averaged 22.8 mpg during its stay not very close to its EPA combined rating of 26 mpg. (The 2014's EPA city/highway ratings have been dropped from 22/34 to 20/31.) As for maintenance, the Optima sailed through its term with no problems or recalls. Two routine oil changes and 1 tire rotation cost $228.90, within $15 of what we paid for the same maintenance on our 2011 Optima. The same maintenance cost $209.42 for our long-term 2013 Honda Accord Sport. Overall, the Optima is a winner. If you want a ton of features and can do without a European or Japanese badge, it's a solid choice. More on our long-term 2013 Kia Optima SXL: Arrival Update 1: Settling In and Getting Comfortable Update 2: Connectivity Not Worth Singing About Update 3: Smooth Sailing to Las Vegas Update 4: Goodbye, Steering Wheel. Goodbye, Fuel Economy. Update 5: An Oil Change, and a Guest Driver Update 6: A Sneak Peek at 2014 Features Our Car SERVICE LIFE 15 mo/21,908 mi BASE PRICE $27,575 OPTIONS Limited Package ($3350: LED DRLs, red brake calipers, nappa leather seats, electronic parking brake), Premium Touring Package ($2950: panoramic sunroof, rear camera display, heated and cooled front seats), Technology Package ($1400: navigation system) PRICE AS TESTED $35,275 AVG ECON/CO2 22.8 mpg / 0.85 lb/mi PROBLEM AREAS None MAINTENANCE COST $228.90 (2-oil change, inspection; 1-tire rotation, cabin-air filter, engine-air filter) NORMAL-WEAR COST $0 3-YEAR RESIDUAL VALUE* $17,638 RECALLS None *Automotive Lease Guide data 2013 Kia Optima SXL Turbo POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, FWD ENGINE TYPE Turbocharged I-4, aluminum block/head VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 121.9 cu in/1998 cc COMPRESSION RATIO 9.5:1 POWER (SAE NET) 274 hp @ 6000 rpm TORQUE (SAE NET) 269 lb-ft @ 4500 rpm REDLINE 6500 rpm WEIGHT TO POWER 12.8 lb/hp TRANSMISSION 6-speed automatic AXLE/FINAL-DRIVE RATIO 2.89:1/2.23:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 14.5:1 TURNS LOCK-TO-LOCK 3.0 BRAKES, F;R 12.6-in vented disc; 11.2-in disc, ABS WHEELS 6.5 x 18-in, cast aluminum TIRES 225/45R18 95V M+S Hankook Optimo H431 DIMENSIONS WHEELBASE 110.0 in TRACK, F/R 63.0/62.6 in LENGTH x WIDTH x HEIGHT 190.7 x 72.1 x 57.3 in TURNING CIRCLE 35.8 ft CURB WEIGHT 3499 lb WEIGHT DIST., F/R 60/40% SEATING CAPACITY 5 HEADROOM, F/R 40.0/37.6 in LEGROOM, F/R 45.5/34.7 in SHOULDER ROOM, F/M/R 57.3/55.7 in CARGO VOLUME 15.4 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.5 sec 0-40 3.7 0-50 5.4 0-60 7.2 0-70 9.7 0-80 12.4 0-90 15.5 0-100 19.5 PASSING, 45-65 MPH 3.9 QUARTER MILE 15.6 sec @ 90.4 mph BRAKING, 60-0 MPH 123 ft LATERAL ACCELERATION 0.82 g (avg) MT FIGURE EIGHT 27.3 sec @ 0.66 g (avg) TOP-GEAR REVS @ 60 MPH 1750 rpm CONSUMER INFO STABILITY/TRACTION CONTROL Yes/yes AIRBAGS Dual front, front side, f/r curtain BASIC WARRANTY 5 yrs/60,000 miles POWERTRAIN WARRANTY 10 yrs/100,000 miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles FUEL CAPACITY 18.5 gal EPA CITY/HWY/COMB ECON 22/34/26 mpg ENERGY CONS., CITY/HWY/COMB 153/99 kW-hr/100 mi CO2 EMISSIONS, COMBINED 0.74 lb/mile RECOMMENDED FUEL Unleaded regular

autos

It appears as though BMW and Tesla may team up in an effort to push electrified cars, as the two automakers reportedly met up to discuss the possibility of developing a universal electric charger in an effort to accelerate the move toward electric vehicles. Tesla CEO Elon Musk confirmed to Reuters that the two companies did meet to talk about the future of electric cars and how to make better use of the Palo Alto-based company's network of charging stations. Earlier this year, Tesla announced that the route from Los Angeles to New York was covered with fast chargers to allow coast-to-coast road trips in the Model S and future Tesla models equipped with the fast-charging option. In addition, Tesla's charging system can also be fitted with an adapter that allows it to be charged on the SAE charger. Although the charger design is proprietary, the automaker is open to sharing that technology in hopes of speeding up the development of all types of electric vehicles. Tesla recently opened up its patents to everyone to further that same goal. While BMW has just started meeting with Tesla, Daimler has been showing interest in working even further with the EV maker since January, reports Reuters . BMW has also worked with General Motors in developing SAE Combo DC Fast Charge stations , allowing the BMW i3 and Chevrolet Spark EV to share the same charging stations. Eight automakers have also agreed to use the SAE combo fast charge connector, meaning future electric vehicles from those brands can all plug into the same fast chargers and potentially recharge batteries up to 80 percent in 20 minutes. Involved automakers include GM, BMW, Ford, Volkswagen, Mercedes, Chrysler, Audi, and Porsche. Making quick-charging stations more accessible and having a large network of stations could only mean we'll start seeing many more EVs on the market. Source: Reuters

autos

While a Nissan e-NV200 continues real-world testing in FedEx's fleet over in Washington D.C., another prototype for the all-electric cargo van is getting ready to head west. The Japanese automaker has announced that it's adding another e-NV200 prototype to Portland General Electric's (PGE) fleet for more testing. The e-NV200 prototype will join PGE's fleet as part of a six-week trial that will help Nissan determine whether or not an electric commercial vehicle makes sense for the U.S. market. The e-NV200 will replace a larger, diesel-powered van, so it'll be interesting to see if the smaller electric is up to task to perform the same day-to-day duties as the larger oil-burning van. "We're excited to see firsthand the impact the e-NV200 can have on our own fleet and to help other companies understand the potential it represents for them," said Charlie Allcock, director, business development at PGE. The Nissan e-NV200 features a powertrain based on the all-electric Leaf, and because Oregon is already a fan of the Leaf hatchback, it only made sense for Portland to be the next location to serve as the e-NV200's proving grounds. As mentioned before, there's already an e-NV200 working for FedEx in Washington D.C., but Nissan plans on deploying other prototypes to other top EV markets including California and Georgia. Nissan has been running similar real-world tests for quite some time, starting off in locations across the globe including Japan, Singapore, and London, where the automaker evaluated the e-NV200 for about two months back in 2011. The e-NV200 will go on sale later this summer in Europe, but already the city of Barcelona, where the e-NV200 will be manufactured, has committed to adding the e-NV200 to its municipal and taxi fleet. The electrified version of the NV200 London taxi is also expected to roll out sometime in 2015, while the electric van is scheduled to go on sale in Japan later this year. Source: Nissan

autos

Stuffing the three-row Toyota Highlander with Muppets makes for a memorable ad campaign, but it doesn't leave much room for image-conscious buyers who don't need as much space. That's why Toyota also offers the two-row Venza, a bold crossover that's not nearly as popular as the more mainstream RAV4. The Venza once won a comparison against a 2009 Ford Edge Sport and 2009 Nissan Murano , but how well has the "still here" Venza aged? We drove and tested a V-6 AWD model to find out. The carlike Toyota Venza has absolutely no pretensions of off-road ability. When the Venza first arrived in calendar-year 2008, Toyota didn't want us to think of it as a crossover, and since we refused to consider it a car, the vehicle didn't compete in any Of The Year competitions . Classification controversy aside, the 2014 Toyota Venza is designed for buyers who want a comfortably sized SUV without the stigma of a three-row such as the Highlander. Yes, the RAV4 checks that box as well, but more lead-footed drivers may be left looking elsewhere. What really distinguishes the Venza is its V-6, a powerplant you can no longer get on a RAV4 at any price. Our 2014 Toyota Venza V-6 AWD test crossover put down some decent numbers, thanks in part to the tried-and-true 3.5-liter V-6 with 268 hp at 6200 rpm and 246 lb-ft of torque at 4700 rpm -- an I-4 is available with front- and all-wheel drive. Acceleration in the Venza V-6 AWD from 0-60 mph comes in 6.7 seconds, two ticks off a 2009 Venza V-6 FWD but quicker than others we've tested, including a front-drive 2011 Ford Edge SEL V-6 (7.1 seconds), an all-wheel-drive 2011 Ford Edge Sport V-6 (7.6 seconds), and an all-wheel-drive 2009 Nissan Murano SL (7.2 seconds). As you'd expect, the all-wheel-drive 2013 RAV4 I-4 doesn't come close, with 0-60 mph in 8.7 seconds and a 2009 Venza AWD I-4 in 9.1 seconds. The new 2014 Highlander in AWD form is good for a 7.1-second sprint to 60 mph. When it comes to cargo space, though, the RAV4 can hold more stuff than the Venza, whether or not the second-row seats are folded down (38.4 cu-ft to 36.2 cu-ft, and 73.4 cu-ft to 70.2 cu-ft). And although the Venza is 9.1 inches longer overall and boasts a longer wheelbase by 4.6 inches, most buyers will find the back seats of both crossovers to be plenty spacious. You can manually recline the seatbacks in both crossovers, but the wider Venza carries a completely different visual weight when seen on the street. With the Venza's curves and its available 20-inch wheels -- 19s are standard -- the crossover appears ready for battle against the Ford Edge and Nissan Murano in a way a RAV4 never could. In 45-65 mph passing acceleration, the CVT-equipped 2009 Murano AWD's 3.3-second time is slightly quicker than the 2014 Venza V-6 AWD's 3.5-second time. The Venza, which uses a six-speed automatic, has a helpful S mode that noticeably quickens throttle response. On the track, the Toyota completes the figure-eight course in 27.4 seconds at 0.65 g (average), beating every SUV mentioned above except the 2011 Edge Sport AWD's 27.0 seconds at 0.65 g (average). In the real world, the Venza is a thoroughly competent performer. It's clearly a car-like crossover, but it's big enough that you never forget you're behind the wheel of a 4144-pound vehicle. The Venza's all-wheel-drive system is available on the I-4 model too, and can send power to the wheels with the most traction. The 2014 Venza Limited V-6 AWD we drove was weighed down with premium features including leather seats with contrasting piping, a dual-panel moonroof (the front panel opens), and the flashy 20-inch wheels. There's an obvious compromise with those wheels and tires -- the ride on the highway is a little stiff, but never tiring. A bigger issue might be the Venza's 40.7-foot turning radius, which is wider than that of the RAV4, Highlander, 2014 Murano, and 2014 Edge. Inside, what we appreciate most about the Venza's interior is its incredibly flexible center stack. New-car buyers can "ooh" and "aah" about the unconventional center stacks of the Chrysler 200 and Lincoln MKZ sedans, but the Venza's is equally practical. A specially designed cellphone holder hides the cord that charges the device from below. and there's a similarly clever holder for a second device to the left of two cupholders. Two deep compartments are made possible by a gear-selector stalk placed higher than in most vehicles, but the tradeoff is worth it. Inside, the Venza shows its age is from behind the wheel. The instrument cluster looks disappointingly old, especially compared to that of the 2014 Edge. Toward the top of the center stack, you'll see the available 7-inch touchscreen that comes with the navigation system. The cool CD player that hides behind the fold-out touchscreen probably won't make the trip to a redesigned 2015 or 2016 Venza, but we hope the crossover retains the 2014 model's smooth headliner material and gains the 2014 Highlander's 8-inch touchscreen. The Venza's 3.5-inch info screen at the top of the dash is helpful, but like the instrument cluster, it can't display redundant navigation directions. With the RAV4 and Highlander regularly delivering much higher sales than the Venza, the door is wide open for Toyota to create an even more risk-taking Edge-fighter. As a design halo for Toyota crossovers, the Venza could offer an interior color scheme other than tan, gray, and black. An available head-up display and active braking safety technology would give it a modern feel, and why not push the styling envelope a bit more? The rear blind spots can't get much worse than those in the current model. To be fair, the same is probably true of the new-for-2015 Nissan Murano, which will go up against the redesigned 2015 Ford Edge. If a new Venza is on the way in the next couple years, we hope the higher-trim models are more adventurous than the current crossover. For now, the 2014 Venza drives well enough to warrant consideration for anyone considering a RAV4 but willing to pay for a more premium feel and a V-6. 2014 Toyota Venza V-6 AWD BASE PRICE $40,430 PRICE AS TESTED $40,650 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 3.5L/268-hp/246-lb-ft DOHC 24-valve V-6 TRANSMISSION 6-speed automatic CURB WEIGHT (F/R DIST) 4144 lb (57/43%) WHEELBASE 109.3 in LENGTH x WIDTH x HEIGHT 189.0 x 75.0 x 63.4 in 0-60 MPH 6.7 sec QUARTER MILE 15.1 sec @ 91.0 mph BRAKING, 60-0 MPH 117 ft LATERAL ACCELERATION 0.79 g (avg) MT FIGURE EIGHT 27.4 sec @ 0.65 g (avg) EPA CITY/HWY/COMB FUEL ECON 18/25/21 mpg ENERGY CONS., CITY/HWY 187/135 kW-hrs/100 miles CO2 EMISSIONS 0.94 lb/mile

autos

Whether we like it or not, the current Aston Martin DB9 is getting a bit long in the tooth. In some form or another, the DB9's platform has been with us for 11 years, and is long overdue for a complete overhaul. While competitors from Ferrari and Bentley have released completely redesigned, all-new sports coupes, Aston has gradually refreshed and face-lifted its rapidly aging model range. Thankfully, a replacement is on its way, and it promises to be more than just skin-deep. The next iteration of the DB9 is slated to debut sometime in 2016, with models hitting showroom floors in 2017. An agreement between Mercedes-Benz and Aston Martin was finalized late last year, and as we've previously reported , the British marque will have access to an Aston-specific version of AMG's twin-turbo V-8. Autocar reports that a variant of the 6.0-liter V-12 used in current AMG models will also appear under the hood of the new DB9, but there's currently no word on whether the forced induction will remain. Engines are not the only thing Aston is borrowing from the engineers in Affalterbach. Mercedes has agreed to share its electrical systems as well, including multimedia infotainment systems, navigation, and the potential for the inclusion of time-tested AMG driver aids. Aston is in the midst of developing the next generation of its current "VH" chassis platform, which will make its debut on the 2017 DB9. The updated VH will follow the same layout as the current platform, but with reduced weight and increased structural rigidity. The new all-aluminum VH is said to be decidedly more cost-effective than the outgoing platform, as tooling costs will be reduced. Expect to see a clean-sheet design on the 2017 DB9. The models in Aston Martin's current lineup all share more or less the same design language, and despite their undeniable beauty, are overdue for a change. The key feature of the updated VH platform will be increased flexibility with regard to the other Aston models, including the upcoming Vantage replacement and the potential successor for the Rapide. With the current Aston model lineup, the cars are restricted to the same base structure, which impedes both the design and engineering process when attempting to create different models with their own sense of individuality. The all-new DB9 will provide the kick-off for a brand-wide update. Similar to the 2004 debut of the current DB9, the design, technology, and engineering of the 2017 DB9 will influence the path of future Aston models. Current Aston Martin DB9 images shown. Source: Autocar

autos

Honda, Nissan, and Mazda are expanding previous airbag recalls from automotive supplier Takata Corp., Automotive News reports. Airbags in affected vehicles could explode upon inflation due to possibly defective inflator propellant. The new recall includes nearly 3 million vehicles worldwide, with more than 1.26 million in North America. North American vehicles affected by the recall include 1.02 million Honda models built between April 2000 and October 2002, including Civic, CR-V, Odyssey, and Element; 14,794 Mazda vehicles including the RX-8 and first-generation Mazda6, Mazdaspeed6, and MPV; and 228,000 Nissan models including the Pathfinder and Cube, and Infiniti FX35. The new recall comes two weeks after Toyota recalled another 844,277 vehicles for the faulty airbag inflator. The automakers will fix the defective parts for free. With the latest recall, the total number of vehicles affected by defective Takata airbags rises to nearly 10 million vehicles globally over the past five years. A flaw in the airbag inflator could produce excess internal pressure potentially causing the inflator to rupture during airbag deployment, which could send metal fragments flying, leading to occupant harm or death. Automotive News reports two deaths in Honda vehicles are linked with faulty airbags. However, Honda said in a statement that it's aware of one injury relating to airbag deployment, but no deaths. "We apologize for the trouble caused to our clients," Kikko Takai, a Takata spokeswoman, told Automotive News . "We take it seriously and will strengthen our quality control to prevent a repeat of the issue." The new recall has been expanded due to poor record-keeping at Takata 's North American plants that may not identify all of the defective airbag inflators. Propellant exposed to moisture is believed to be the cause of the problem, which could also be caused by humid weather. "We currently believe the high levels of absolute humidity in those states [Florida, Puerto Rico] are important factors; and as a result our engineers are analyzing the impact that humidity may have on the potential for an inflator malfunction" Shigehisa Takada, Takata CEO, said in a statement. The NHTSA has identified the areas with the highest concentration of affected vehicles as being tropical regions such as Florida, Hawaii, Puerto Rico, and the U.S. Virgin Islands. Nissan says it is expanding the recall based on new information from Takata. The potentially affected vehicles from the 2001-2003 model year are located in the above noted tropical regions. Nissan will begin notifying potentially affected customers to bring their vehicle into a dealer for inspection. Mazda will voluntarily launch a "special service program" in select regions in the United States in response to the Takata airbag inflator issue. "Mazda has received one report of a driver injury during airbag deployment," the automaker said in a statement. The automaker will notify owners to take their vehicles to a dealer to have the airbag inflator replaced. Source: Automotive News (Subscription Required), Honda, Mazda, Nissan

autos

For the second incarnation of its midsize Edge crossover, Ford is taking its show on the road. Late in the inaugural Edge's life, exports began to China and quickly escalated to 10,000-12,000 units per year. It seems two-box utes are as hot there as they are here and as they're becoming in Europe, where sales will also commence for 2015. Yes, the new Edge has been developed with diesel engines, right-hand-drive, full pedestrian protection and low-speed damageability standards in mind. That's good news for the North American faithful too. The Edge follows the Fusion onto the latest CD platform, hewing a lot closer to the sedan's architecture than the last one did. This will make it easier to decide in the future to build the Edge alongside Mondeos/Fusions in other global plants, should sales demand it. Naturally the new body structure is stiffer in bending and torsion (by 26 and 16 percent, respectively), but of even greater benefit is the transition away from the previous model's trailing-arm control-blade rear suspension to a proper fully independent setup that we're promised delivers greatly improved ride while reducing body roll and increasing the overall handling limits by 15-20 percent. Sizewise, there's growth in almost every direction. The wheelbase is up an inch (to 112.2), with length and height increasing by 3.9 and 1.6 inches, respectively. Only width is decreased, and by only a tenth of an inch. Ford makes that 4 percent increase in outer space count, however, by increasing inner passenger space by 5 percent, while cargo room jumps by 7 percent overall and an impressive 22 percent with the rear seat up. Yes, that rear window is more steeply raked than before, but there's a lot more length and height below the window. And as is so often the case these days, savvy use of ultra-high-strength steel and other advanced materials is expected to drop the average curb weight by 50 pounds despite the addition of myriad new technologies, a few of which are making their production debut on the Edge, including the steering-wheel mounted ratio-varying adaptive steering , Enhanced Park Assist (which can now back the car into a perpendicular spot and drive you back out whatever parking spot you're in), side parking sensors to warn of impending brushes with poles or building corners in tight parking structures, and a 180-degree front camera for peeking out of blind alleys (it cleans itself whenever you wash the windshield). Practically every other feature Ford has ever dreamed up will also be available, including adaptive cruise, lane-keeping assist, auto start-stop (a separate option on the 2.0-liter), the glove-box-door knee-airbag , and inflatable rear shoulder belts . The Edge becomes the first Ford with a standard EcoBoost engine -- the all-new 2.0-liter (only the displacement and bore-center spacing carry over) gets a new twin-scroll turbo to fatten the low end of the torque curve. Unlike the current 2.0-liter EcoBoost, this one will be rated to tow 3500 pounds and will be available with all-wheel-drive (output and fuel-economy figures haven't been announced yet). Next up the option sheet is a 3.5-liter V-6, which will probably produce 285 hp and 253 lb-ft as before. The top-of-the-line choice, powering Sport models, is the 2.7-liter twin-turbo EcoBoost V-6, probably rated near the F-150 version's anticipated 320 hp/370 lb-ft. A six-speed automatic with standard SelectShift paddle shifting backs them all. Along with the twin-turbo engine, Sport models will get standard 20-inch footwear (21s optional) and a suspension fortified with fatter anti-roll bars, 10 percent stiffer springs, and starchier dampers (special monotube units in the rear). Lower-body splitters and cladding distinguish sport models, along with blacked-out side-window trim, a darker finish to the wheels, lamps, and grille, and more aggressive body-color fascias. Inside there's carbon-fiber-look dash trim and suede seat inserts. All Edge interiors look slightly ritzier, with real aluminum trim available on the upper models. Look for the 2015 Edge to make a fashionably late entrance in North America early next year, with global sales starting shortly thereafter. A few Tech Highlights: 2.0L EcoBoost: New cylinder heads feature larger exhaust valves and incorporate the exhaust manifold, twinning the two center cylinders and the two outer ones into what looks like a single large-diameter turbo inlet pipe. It's bifurcated so that the inner cylinders feed one scroll while the outers feed the other. This setup traditionally bolsters low-end torque, but both cams have wide authority over valve timing and lift, so greatly increasing the overlap improves the breathing enough to add ample power at the top end as well. 2.7L EcoBoost: Borrowing a technology from European big-rig diesels, the block and ladder-frame bearing carrier are cast together as a single compacted-graphite-iron unit. Lasers then etch notches where the bearing caps want to be split, and a mandrel goes in and expands to crack the ladder off. This makes for an extraordinarily precise and strong connection when the crank is installed. This is claimed to be a world-first for a light-duty vehicle engine. Another first: The upper ends of the connecting rods do not use bushings. The rod ends are machined to a shape that anticipates the maximum amount of piston-pin flex, then they're dipped and coated in a molybdenum material that fills the space. This simplifies assembly and lowers the ultimate engine height by the amount of the bushings (2mm). 2015 Ford Edge BASE PRICE $29,000-$41,000 (est) VEHICLE LAYOUT Front-engine, FWD/AWD, 4-pass, 4-door SUV ENGINES 2.0L/245-hp*/275-lb-ft* turbocharged DOHC 16-valve I-4; 3.5L/285-hp/253-lb-ft DOHC 24-valve V-6; 2.7L/320-hp*/370-lb-ft* turbocharged DOHC 24-valve V-6 TRANSMISSION 6-speed automatic CURB WEIGHT 3950-4400 lb (mfr) WHEELBASE 112.2 in LENGTH X WIDTH X HEIGHT 188.1 x 75.9 x 68.6 in 0-60 MPH 6.8-7.5 sec (MT est) EPA CITY/HWY/COMB FUEL ECON Not yet rated ON SALE IN U.S. 1st quarter 2015 *estimated Ford Edge Dimensions EXTERIOR 2015 2014 Difference Wheelbase 112.2 in 111.2 in 1.0 in Length 188.1 in 184.2 in 3.9 in Width 75.9 in 76 in -0.1 in Height 68.6 in 67 in 1.6 in INTERIOR Front headroom 40.2 in 40 in 0.2 in Front legroom* 40.4 in 40.7 in -0.3in Front shoulder room 60.3 in 58.9 in 1.4in Front hip room 55.9 in 54.8 in 1.1in Rear headroom 40.3 in 39.3 in 1.0in Rear legroom 40.6 in 39.6 in 1.0in Rear shoulder room 60.5 in 58.7 in 1.8 in Rear hip room 57.5 in 56.3 in 1.2 in Total passenger volume 113.9 cu ft 108.4 cu ft 5.5 cu ft Cargo volume behind front row 73.4 cu ft 68.9 cu ft 4.5 cu ft Cargo volume behind second row 39.2 cu ft 32.2 cu ft 7.0 cu ft *Note: Ford is listing 42.6 inches for the 2015 front legroom, but that figure is with the seat pushed all the way back, while the rear legroom reported is measured at the seating reference point. Front legroom at that point is 40.4, so this is the correct number to report.

autos

The first time I took a trip with our long-term 2013 Tesla Model S, I was nervous. For very good reason. After years of driving electric cars and encountering A: ranges so short they can barely get you across the L.A. basin (but not back), B: public charging stations hidden in parking lots by diabolical electricians (or behind locked gates or that just didn't work at all) and C: charging times that leave you mumbling on the brink of insanity, I was like a New Jersey governor in a George Washington Bridge traffic jam. Trust us, Supercharger travel will be fun! Yeah, trust us. Of course, I'd studied Tesla's online map speckled with Supercharger station dots, noticed how each one's range comfortably overlaps others, and read all the numbers about how supernaturally fast they worked. But as they say, you shouldn't believe everything you read on the internets. On my inaugural voyage I set off with the battery charged to the hilt, kept the AC off and drove precisely at the speed limit - plus one mph because, hey, I'm a fast-driving automotive journalist. All the while I was doing non-stop mental calculations comparing the cars displayed range to what was really happening and forecasting how far I was actually going to go. When I arrived at the first Supercharger stop-over there was 100 miles of range to spare. Huh. That's insanely better than I expected. The next leg of the trip was more relaxed, and on the one after that I'd become a nonchalant, long-range EV-traveling pro. It works! In quick succession, I subsequently made four more, 700-miles round trips visiting essentially the same basic area, either stopping at Mazda Raceway Laguna Seca, disturbing my in-laws in Carmel Valley, or dropping daughter Catherine off at a summer camp in hills above Santa Cruz. These gas-free (and cost-free) trips had gotten to be such old hat that I had established my favorite chargers to plug-into (they're all alike, I know), began to smell the orange chicken at the Panda Express next to the Lebec station 20 miles before hand (why do I always eat so much there?) and delight in the walk from the Gilroy station to the Starbucks on the other side of Leavesley Road. It's the same coffee of course, but it's an unusual open-air stand with shaded tables scattered around; crazy stuff for a Starbucks. After a while, though, it became awkwardly apparent that I was the only editor on the staff doing this. Nobody else had any concept of my strange new world of high-voltage car travel. "Hey" I'd explain to a colleague passing in the hall "over Thanksgiving the Superchargers went up in power from 90 kW to 120!" They'd go by with one eyebrow raised. Worse than that, a couple of staffers hadn't even driven the car to lunch yet. "Me ah drive the Tesla ah how about ah -next week?" they'd stammer. Maybe they were quietly afraid of the car. Not that they are scaredy-cat types, ever-ready to get into some sort of awful squabble over the keys to a 700-hp German autobahn projectiles when they shows up. But the world of Tesla travel is just so…electrical. Filled with weird words like volts and amps and kilowatt-hours. So I began to lightly pressure them to take the go on trips. I got two bites. First head out of the foxhole was Brian Vance who drove the car from El Segundo to Reno, Nevada, followed by Scott Evans who initially retraced my well-worn route towards Monterey, but improvised his way to La Selva Beach. Here's what they had to say. "Range anxiety is certainly a real thing…at first", Scott Evans said. "I made the first half of my drive with the ventilation fan on, but not the AC compressor, for fear of using too much power. But after the third Supercharger stop, I was using energy like it was going out of style because I was confident I'd make my destination easily without running out of power." That was exactly my experience. Brian's route led him along the supercharging network from L.A., north on Interstate 5 to Sacramento and then east on Highway 50 to Reno during Easter weekend "I brought skis along, and once in Reno, took the car to Mt. Rose ski Resort for the closing day." We're all secretly jealous of Brian, who lives a sort of Groundhog Day existence wherein every day - he's 19 again! However, genuine adult worries did eventually befall him. After eating a Subway sandwich while the car charged at Harris Ranch, Brian got a bit brave and decided to ignore my advice and drive directly from Harris Ranch to the Folsom Supercharger station (196 miles, and there's elevation climb). Brian said that "at the start, the car allotted me only 13 miles [indicated] to empty, which made me slightly nervous." He made it through. "Everything is Awe-some!" Actually, "Supercharging is incredible" said Evans. "Seeing that much power being safely dumped into a battery that quickly is nothing short of impressive. The relatively little amount of time needed to add a week's worth of commuting distance really is stunning." There are some things to keep in mind though. Brian tended to keep the car at around 72 mph, and Evans was surprised at how much external temperature, speed, and AC usage affected the range. "Driving the same 135-mile stretch at day and night, five mph faster during the former, yielded very different results. When it was warmer and I was driving slower, the loss of estimated range was roughly equal to the distance traveled. When it was colder and I was driving faster, range dropped more quickly. Over the 135 miles, it added up to a difference of 30 miles of estimated range in the two scenarios. Adding AC to the mix didn't have as big an impact as I expected." Supercharger travel does mean stopping more frequently, and for a longer amount of time. Evans: "It's best not to be a road trip camel like some folks in this office. I usually stop at least once (on this trip) for food or restroom. Making two stops is slightly inconvenient, though no more so than when driving a thirsty sports car or truck. The greater "refueling" time is more of an impediment, as it means I must plan to have a meal or simply sit for an hour to 1.5 hours along the way, extending an already long trip." Vance agreed "My overall trip from Reno was 10.5 hours instead of my typical 8 hours." Compounding his trip's duration, though, was a busy Harris Ranch station "One of the chargers had been disabled and the station was full on a Sunday evening around dusk; I had to wait about 30 minutes before jumping on." On the other hand, he thoroughly enjoyed chit-chatting with other Model S owners (everything is awe-some! - again). A problem I've definitely shared with both Brian and Scott, though, is that the stations are generally located between destinations, leaving you to your own devices once you arrived. Brian, unusually, thought ahead "With no supercharger in or near Reno, I had my friend rewire his clothes dryer plug in order to charge in his garage." Evans' trip was last-minute, though. "Finding a friendly outlet ahead of time is prudent, and at least investing in the full assortment of charging adapters rather than the three supplied would be wise." Confessed Scott, "Had I thought ahead, I'd have made sure I had the right adapter for the plug at my destination. This is the only real hang-up in driving the car long distance." Along the way, Scott said he "found cruise control to be a serious blessing. Not only did it help improve energy efficiency, but it gave my right ankle some relief. While I love being able to drive the car effectively using only the accelerator pedal to control power and regenerative braking, the added strain of always keeping my leg muscles engaged grew tiring quickly as I was never able to coast. Adaptive cruise control would be icing on the cake." Nevertheless, Evans concluded that the car's range and short recharge stops on road trips makes this a 'real car.' " That's high praise, apparently. At least I've finally got a few colleagues who've shared my Supercharger travels. Any more takers? More on our long-term 2013 Tesla Model S P85+: Arrival Update 1: Long-Distance Travels With Tesla Update 2: The Unfinished Car Update 3: Oh, and it got a new motor. A New Motor! Update 4: The Ice Tesla Lappeth Update 5: Ignoring an Electrician Proves Penny Wise and Pound Foolish Our Car Service life 22,537 mi Average fuel economy 86.2 MPGE CO2 emissions N/A EPA City/Hwy/Comb Fuel Econ 88/90/89 MPG Energy consumption 39 kW-hr/100 mi Unresolved problems none Maintenance cost $0 Normal-wear cost $0

autos

Chrysler is recalling approximately 525,206 Chrysler Town & Country and Dodge Grand Caravan minivans, and Dodge Journey crossovers in the U.S. for an ignition switch issue similar to the one at the center of General Motors' recent recall woes. The Chrysler recall is an expansion of a 2010 recall involving the same models. Earlier this month we reported that the NHTSA was investigating 1.2 million Chrysler Group products for ignition issues. The Hyundai Elantra Touring is also being recalled for a headliner bracket that could cause injury during a crash. 2008-2010 Chrysler Minivans, 2009-2010 Dodge Journey The Problem: In vehicles with the FOB key, the ignition switch could inadvertently move from the "on" position to the "accessory" position while the vehicle is in motion, which could lead to a crash. The airbags will also be disabled, increasing the risk of injury or death. Due to an issue with the detent ring inside the WIN (wireless ignition node) module, the spring-loaded switch may not fully engage and spring out of the "on" position. The Fix: Chrysler will notify owners to bring their affected vehicle to an authorized dealer to install a more robust WIN module detent ring. The automaker will notify owners when service is available. Chrysler is unaware of any injuries relating to the issue. Owners can contact Chrysler at 1-800-853-1403 regarding the issue. Number of Vehicles Potentially Affected: The recall includes 695,957 2008-2010 Chrysler Town & Country and Dodge Grand Caravan minivan, and 2009-2010 Dodge Journey crossovers built from January 29, 2007 through August 1, 2009. Approximately 525,206 vehicles are located in the U.S., 102,892 in Canada, 25,591 in Mexico, and 42,268 vehicles outside of North America. 2010-2012 Hyundai Elantra Touring The Problem: A headliner support bracket may become displaced during a crash where the side curtain airbag deploys. If that happens, the rogue bracket could cut a vehicle occupant. The Fix: Beginning mid-August, Hyundai will notify owners to bring their affected vehicles to an authorized dealer where adhesive strips will be applied to the headliner. Owners can contact Hyundai at 1-800-633-5151, referencing recall number 117. Number of Vehicles Potentially Affected: 35,000 model-year 2010-2012 Hyundai Elantra Touring hatchbacks built from December 15, 2009, through May 7, 2012. Source: Chrysler, NHTSA

autos

With the 2016 Audi A7 model lineup recently updated , it was only a matter of time before the 560-hp Audi RS 7 got the same changes. Today the 2016 Audi RS 7 was unveiled, with updated styling, a new infotainment system, and an even more refined interior. Like the A7, the biggest visual changes to the already-handsome 2016 Audi RS 7 are new LED headlights, with optional glare-free "Matrix LED" headlights an available extra. The updated RS 7 also gets a new "Singleframe" grille, with "Quattro" emblazoned on the lower part of the intake. The front bumper also now features side-blade-like vents just forward of the wheels, giving the appearance of cooling ducts for the brakes. Out back, the 2016 RS 7 gets new LED taillights. Inside, the RS 7 gets a revised instrument panel, and the latest version of Audi's MMI infotainment system, which recently debuted on the new 2015 Audi A3 . Those hoping for more power out of the Audi RS 7 are likely to be disappointed, as its powerplant is unchanged. Even so, the 2016 RS 7's powertrain is one of the best in the segment. The all-wheel drive RS 7 is powered by a 4.0-liter twin-turbo V-8 making 560 hp and 516 lb-ft of torque, mated to an eight-speed automatic. In our testing, a mechanically-identical 2014 Audi RS 7 accelerated from 0-60 mph in 3.2 seconds, and completed the quarter mile in 11.6 seconds at 120.4 mph. The 2016 Audi RS 7 goes on sale in Germany at the third quarter of this year. It'll likely be available in the United States by the end of 2015. Source: Audi

autos

Occupying the space between the unibody midsize three-row crossover (e.g. the Toyota Highlander) and the ladder-frame three-row large SUV (think Chevrolet Tahoe) sits but one vehicle. Yes, with the demise of the Kia Borrego a couple years ago, the Dodge Durango is the only sport/utility around that is a smidge larger than the car- and front-drive-based midsizers, yet a bit smaller than the truck- and rear-drive-based big boys. Though being unique doesn't always equate to success (sorry, Nissan Murano CrossCabriolet), for the Durango, the dividends are evident. In light of a comparable V-6 AWD Highlander, the Durango offers more cargo volume (84.5 cubic feet versus 83.2), can tow substantially more (6200 pounds versus 5000), and, at 17/24/19 mpg city/hwy/combined, suffers only a 1-mpg combined fuel-economy penalty while matching the highway number. Next to the bulkier V-8 Tahoe, the Durango measures 2.8 by 4.7 by 3.5 inches (L x W x H) smaller, but manages to offer 6.7 more inches of third-row legroom. For a family not wanting a minivan or a full-size sport ute, the Durango is seemingly the ultimate compromise. For this test, our compromise was a $47,265 Limited AWD that started at $39,590 and included such standard kit as a 290-hp 3.6-liter Pentastar V-6, eight-speed automatic, steering wheel-mounted paddle shifters, seven airbags, backup camera, park assist, keyless entry, leather seating, three-zone automatic A/C, and heated steering wheel and front- and second-row seats. So, not really much of a compromise. The $7675 worth of options were made up of the following: $2495 Premium Group (20-inch polished wheels, power sunroof, navigation, power liftgate, HD radio, SiriusXM traffic, 506-watt 9-speaker audio), $1995 Rear DVD Entertainment Center (Blu-ray dual-screen video, power eight-way driver and front passenger seats), $1195 Safety/Security and Convenience Group (HID headlamps with auto leveling and auto high-beam control, power tilt/telescope steering column, rain-sensing wipers, blind-spot and cross-path detection, and cargo net and cover), $995 Trailer Tow Group IV (heavy-duty engine cooling, Class IV hitch, rear load leveling suspension, full-size spare tire), and $995 Second-Row Fold/Tumble Captain Chairs. Loaded? You bet. Only the pricier Citadel ($44,390 base for V-6 AWD) will net you more standard luxury and equipment. At the test track, the 5131-pound Limited scooted from 0 to 60 mph in 7.9 seconds and through the quarter mile in 16.0 flat at 86.9 mph. Both times are slower than those of a Highlander XLE AWD (7.1, 15.4 at 90.5) and a Tahoe LTZ 4WD (7.0, 15.4 at 90.6), but respectable nonetheless. In the real world the portly Dodge never felt underpowered, thanks to an intuitive and seamless eight-speed automatic that maximizes the Pentastar's 290 horses and 260 lb-ft. Around our figure eight, the Durango, wearing 265/50R20 Goodyear Fortera HL Edition rubber, held on for a time of 28.1 seconds, generating maximum lateral acceleration of 0.79 g. For comparison, the Highlander and Tahoe delivered 27.8/0.81 and 28.3/0.75, respectively. At 121 feet, the Durango's 60-to-0-mph braking number trailed that of the Toyota (112) but equaled the Chevy's. And in terms of cruising range, the Durango's 590-mile stat -- thank you, 24.6-gallon fuel tank -- outdistances the Highlander's and Tahoe's by 129 and 18 miles, respectively. Beyond the Durango's laudable objective stats were top-tier subjective impressions. The four-wheel independent suspension, with front control arms and a rear multilink setup, delivered a supple, luxurious ride without sacrificing much in the sporty department a sense heightened by the direct, well-weighted steering. In fact, along a twisty road the Dodge's behavior and capabilities belie its heft and size this is a rig you can hustle and do so confidently. Naturally, pedal feel for both brake and throttle was excellent, and the well-positioned steering wheel paddle shifters provided welcome control over engine speed. Inside, our six-passenger Limited tester proved to be a pleasing, roomy place. In addition to comfortable and rich-looking two-tone leather seating, the Detroit-built SUV offered up a sporty, leather-wrapped steering wheel, a space-saving rotary shifter, an adjustable multi-screen gauge display, a rear-seat entertainment system, and an easy-to-use nav system with an 8.4-inch touchscreen. Speaking of rear-seat entertainment, its Blu-ray/DVD player was conveniently located in the front-row center console, making it a breeze for mom or dad to swap discs, and its dual screens, mounted on the backs of the front seats, fold away out of sight when not in use. Other useful, practical touches include easy-to-fold second and third rows, a hip-level button for the power hatch located in the cargo area (easier to reach for shorter folks than a hatch-mounted button), and a second-row center aisle that eases ingress/egress for those relegated to the third row. (And relegated is a relative term, as the third row offers 31.5 inches of legroom.) In the ever-growing world of sport-utilities, the Durango strikes a happy medium between the midsize crossover and the large SUV, offering carlike unibody construction combined with a choice of V-6 or V-8 power and rear- or all-wheel drive, all in a package that can seat up to seven and tow a large camper. Better yet, it's rewarding to drive on a curvy road, pampers you on the highway, and nestles easily in the garage. No matter how you slice it, the Durango's tough to beat. Want more on the 2014 Dodge Durango? Stay tuned - the three-row crossover competes in a Motor Trend Big Test comparison coming June 23. 2014 Dodge Durango Limited AWD BASE PRICE $39,590 PRICE AS TESTED $47,265 VEHICLE LAYOUT Front-engine, AWD, 6-pass, 4-door SUV ENGINE 3.6L/290-hp/260-lb-ft DOHC 24-valve V-6 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 5131 lb (50/50%) WHEELBASE 119.8 in LENGTH x WIDTH x HEIGHT 201.2 x 85.5 x 70.9 in 0-60 MPH 7.9 sec QUARTER MILE 16.0 sec @ 86.9 mph BRAKING, 60-0 MPH 121 ft LATERAL ACCELERATION 0.79 g (avg) MT FIGURE EIGHT 28.1 sec @ 0.60 g (avg) EPA CITY/HWY/COMB FUEL ECON 17/24/19 mpg ENERGY CONS., CITY/HWY 198/140 kW-hrs/100 miles CO2 EMISSIONS 0.99 lb/mile

autos

The 2015 Honda Pilot goes on sale today with a starting price of $30,700 including destination, and although the SUV sports no major changes, buyers will notice there's a new trim level to choose from. The Japanese automaker has announced a new Special Edition trim had been added to the range, which already includes LX, EX, EX-L, and Touring models. Front-drive LX models are the ones going for $30,700, while upgrading to the EX hikes the price up to $32,950. Slotting in between the EX and EX-L models is the new special edition (SE) model, which dresses up the Pilot with unique elements such as gray aluminum alloy wheels, SE badges, a power moonroof, Sirius XM satellite radio, and Honda's DVD rear entertainment system. That's the extent of the $33,950 Pilot SE, which means no special treatment was given underneath the hood. Next in line is the EX-L model, which starts at $37,800 without navigation. Choosing that feature will add another $400 to that price, while the fully loaded Touring Pilot, which includes the rear seat entertainment system and navigation, starts at $40,850. Those in need of all-weather capability should opt for Honda's Variable Torque Management four-wheel drive system, which adds an extra $1600 on top of the aforementioned price tags. All 2015 Honda Pilots come standard with remote entry, a rearview camera, an integrated trailer hitch, and a 3.5-liter V-6 matched to a five-speed automatic that sends 250 hp and 253 lb-ft of torque to the wheels. In MT testing, a 2013 Honda Pilot 4WD accelerated from 0-60 mph in 8.1 seconds and hit the quarter-mile in 16.3 seconds going 82.6 mph. As for braking from 60-0 mph, the Pilot needed 133 feet. Front-drive models achieve 18/25 mpg city/highway, while 4WD models drop those numbers down to 17/24 mpg. The 2015 Honda Pilot goes on sale at dealerships today. Source: Honda

autos

After making an example of GM and its latest recall fiasco , the NHTSA has sent a clear message to automakers warning them of the consequences for not reporting potential safety problems in time. With that, you can expect to see a lot more recalls in the near future -- regardless how minor. The most recent batch includes models from GM, Fiat Chrysler, and Honda. GM Full-Size Trucks/SUVs The Problem: GM is recalling 57,512 model-year 2014 Chevrolet Silverado and GMC Sierra pickups (both light- and heavy-duty); and 2015 Chevy Tahoe, Suburban, and GMC Yukon and Yukon XL SUVs for a faulty base radio, which might not work. If the radio doesn't function, it can't sound an audible chime if the front seat belt is unbuckled or the driver door is unlatched. This brings affected vehicles out of compliance with safety standards. The Fix: GM will mail letters notifying owners to bring their vehicles in to a dealership, where the radio control module will be reprogrammed free of charge. Number of Vehicles Potentially Affected: The recall affects a total of 57,512 model-year 2014 Chevrolet Silverado and GMC Sierra pickups; and 2015 Chevy Tahoe, Suburban, and GMC Yukon and Yukon XL SUVs. 2012 Buick Verano, Chevrolet Camaro, Cruze, and Sonic The Problem: Certain 2012 model-year Buick Verano, Chevrolet Cruze, Sonic, and Camaro models have a defective dual-stage driver's airbag that features a shorting bar that can occasionally contact the airbag terminals, which will cause the airbag light to come on. If the terminals contact each other during a crash, the airbag won't deploy. The Fix: GM will notify owners by mail, instructing them to bring their vehicles in to a dealership. There, the steering wheel airbag coil will be replaced. Number of Vehicles Potentially Affected: 31,520 model-year 2012 Buick Verano, Chevrolet Cruze, Sonic, and Camaro models are affected by the recall. GM conducted two previous recalls for the issue covering 7116 vehicles. 2013-2014 Chevrolet Spark, Buick Encore The Problem: Certain 2013-2014 Chevrolet Spark and 2013 Buick Encore models are being recalled because the front passenger airbag end cap could separate from the airbag inflator. In such a case, the airbag might not deploy correctly. The Fix: GM will notify owners by mail, instructing them to schedule an appointment with a dealer. Number of Vehicles Potentially Affected: Just 61 2013-2014 Chevy Spark and 2013 Buick Encore models built in Changwon, Korea between December 30, 2012 and May 8, 2013 are affected. 2014 Chevrolet Corvette The Problem: Certain 2014 Corvettes feature a sensing and diagnostic module (SDM) that can disable front airbags, seat belt pretensioners, and the Automatic Occupancy Sensing module due to an internal short circuit. The Fix: Owners will be notified by mail and directed to a dealership for the repair. Number of Vehicles Potentially Affected: Just 33 U.S.-market 2014 Chevrolet Corvettes are covered by this recall. 2014 Ram ProMaster The Problem: Chrysler Group has learned from warranty data that some 2014 Ram ProMaster vans may experience blown fuses due to moisture. The automaker is recalling approximately 21,000 of the vans to inspect various electrical components that deal with propulsion, airbag deployment, and external lighting. The Fix: Chrysler Group will inspect electrical components and replace if necessary. Affected owners will be notified, though most vehicles covered in this recall have not yet been sold. Number of Vehicles Potentially Affected: The recall affects an estimated 21,000 2014 Ram ProMaster vans, with roughly 17,700 units located in the U.S. Most are still in dealer hands or are in transit to dealers. 2014 Dodge Durango, Jeep Cherokee, Jeep Grand Cherokee The Problem: An internal quality audit revealed that when the cruise control is engaged in certain Chrysler SUVs, acceleration initiated by the driver can hang for a second after the gas pedal is released before returning to the cruise setting. In high-performance models, the extra acceleration can last up to 2 seconds before returning. In either case, applying the brakes will still cancel cruise control. The Fix: Chrysler Group will upgrade the software that governs cruise control systems. Owners will be contacted to schedule service, though more than half of the affected vehicles are still on dealer lots. Number of Vehicles Potentially Affected: The recall covers around 10,700 Chrysler Group SUVs, including 2014 Dodge Durango, Jeep Cherokee, Grand Cherokee, and Grand Cherokee SRT models. Of those, 6100 affected vehicles are located in the U.S. and most are still in dealer hands. 2013 Honda Fit The Problem: During production of certain Honda Fits' right drive shaft, the heat treatment may not have been applied properly. The result is a shaft that's weaker than intended, which could be more likely to fail during acceleration. The Fix: Honda will notify owners to take their cars in for service, where the shaft can be inspected and replaced if need. The repair will be conducted free of charge. Number of Vehicles Potentially Affected: The recall covers 1038 U.S.-market 2013 Honda Fit hatchbacks.

autos

First of all, what's with the beeping? For some reason unknown to me, if you want to change the temperature for the HVAC every degree makes a beeping sound. Beep-beep-beep. Increase the fan speed? Beep-beep-beep. Combine this with the LDW and this thing sounds like R2-D2 at a Morse Code convention (Sorry about that. Let's move on.) I'd guess it's so the driver can know they are adjusting the temp without having to look at the control. Fine, but unnecessary. There's enough pointless noise in the world. No reason to add to it. Nitpicking aside, the air conditioner/heater controls are easy to master and work just fine. Instead of beeping buttons I would prefer dials or knobs, but it's no big deal. The backup camera is pretty good. Even in wet conditions it is easy to see where you are heading, and the distortion is not so great that it's hard to tell how close you really are to giving that Mini behind you a nasty dent. One annoyance is at times the parking guidelines disappear. No rhyme or reason. I investigated and I haven't accidentally pushed something that turns it off, nor is it a kind of proximity error. It just sometimes isn't there. The navigation system has not led me down any shady roads or gotten me lost yet, but oftentimes the lag in inputting addresses or information takes way too long. A few days ago the screen froze while trying to input a "Point of Interest." I had to restart the vehicle to get off the frozen screen. One very nice feature is the "Go Home" selection that is quick and easy to find and it's not subject to the speed regulation for inputting addresses into the nav. That means when hastily exiting a crowded parking lot I can get free of the crowd, hit "Go Home," and I'm on my way without having to pull over and get caught in more traffic. The Outlander is packed with options for listening to the stereo -- AM, FM, satellite, iPod, SD card, CD, aux input, and Bluetooth streaming. Sadly the Outlander is hit or miss here. The radio tuners work just fine and the HD makes AM a nicer experience. The CD player works fine too, but I don't have much need for it these days. The SIRIUS satellite radio pumps out the compressed satellite sound and comes in really handy when following a breaking news event (CNN channel 115) or if I need my bi-monthly Whitesnake fix (Hair Nation channel 39). The SD card slot I've never tried. Not sure there's a lot of SD card music people here in the U.S. The iPod feature is unusable with my device. The first (and last successful time) I connected my iPod it took more than 45 minutes to read the device so it could begin playing. The iPod has 160 GB of music so I can kinda see why it took so long, but once it was connected, searching for and selecting music to play was another lag-filled nightmare. It absolutely killed the experience for me. Since disconnecting the iPod I have not been able to get it to interface again. I've been in many vehicles here at Motor Trend and quite a few of them were able to easily handle the large iPod. All Audis are a delight when dealing with an iPod interface and the Kia Forte had no problem with the device. It's more than possible to do this right and it's a shame the Outlander did not. These small annoyances add up and erode confidence. However, this is already virtually pointless anyway. The real star of the show will make most everything already mentioned obsolete in the near future. The Bluetooth streaming capability takes the entertainment and navigation nerve center out of the vehicle and moves it to your smartphone, a device much better suited to inform and entertain anyway. I've recently began streaming more music and Internet radio to the stereo, and since purchasing a cradle for my phone I've also outsourced much of my navigation needs to my phone via the WAZE app. The screen is smaller, but the added traffic content makes it a better option for navigation, and the audio can come through the Outlander's speakers, making it just as convenient as the in-dash navigation. Ironically, the AM/FM receiver will probably survive the coming in-car tech purge -- so long, CD and SD cards. More on our long-term 2014 Mitsubishi Outlander SE S-AWC: Arrival Update 1: A Technology Hit and a Miss Update 2: Getting Comfortable Inside the Outlander Our Car Service life 6 mo/10,784 mi Average fuel economy 26.0 mpg CO2 emissions 0.75 lb/mi EPA City/Hwy/Comb Fuel Econ 24/29/26 MPG Energy consumption 130 kW-hr/100 mi Unresolved problems None Maintenance cost $191.15 (change oil, rotate tires, inspection) Normal-wear cost $0

autos

The Nissan NV200 Taxi of Tomorrow lives. After being tied up in legal battles over the past two years , an appellate court judge has ruled that the Taxi of Tomorrow program, mandating all New York City taxis for the next 10 years be Nissan NV200s, is completely legal. According to Manhattan appeals court Justice David B. Saxe, the Taxi of Tomorrow program mandating the exclusive use of the NV200 Taxi for a decade is a "legally appropriate response to the [Taxi & Limousine Commission]'s statutory obligation to produce a 21st-century taxicab consistent with the broad interests and perspectives that the agency is charged with protecting," Bloomberg reports. The selection of the Nissan NV200 Taxi as New York City's next taxi cab has been fraught with legal challenges. Hacks at first weren't happy because they liked having a choice of which taxi to drive, and then they were unhappy because the NV200 Taxi isn't offered as a hybrid yet. To the latter point, the Taxi & Limousine Commission (TLC) amended its rules, allowing cabbies to purchase either the NV200, or a similarly sized hybrid , until Nissan finally rolls out the NV200 Taxi Hybrid , which was in development as of this time last year. The Nissan NV200 Taxi officially went into service in New York City in October of last year. The Nissan van will serve as the City's exclusive cab until October of 2023. Source: Bloomberg

autos

Ah, my dear Lineartronic CVT. You're the crux of my emotional conflict. Just a year ago I was lauding my long-term Mazda CX-5's six-speed automatic. That 'box was a spectacular upgrade from the CVT bolted into my previous Nissan Juke SL that was loud, obnoxious, and almost unbearable. It is precisely why I relished wringing out my CX-5's 2.0 liter. I luxuriated in the brief, discernible lulls between gears. Downshifts via the manual mode brought me happiness. Going wide-open throttle didn't sound like I was stepping on a sack of kittens. Living with another CVT was the last thing I ever wanted. Then the Forester arrived. I told myself that I'd give its Lineartronic CVT a chance. I had sampled it before but hadn't spent any extensive time with it. I anticipated a mechanical din polluting my otherwise peaceful cabin. I already lusted for a "manual" shift. I yearned for a tachometer needle that religiously rose then freefell, not lingered then listlessly waned. Weeks and months passed. More 20,000 miles show on my odometer. And so far, my fears were unfounded. My lack grievance with the CVT is as shocking as the buttery smoothness with which it operates. It has gained my utmost admiration. The Forester's CVT is the antithesis of the Juke's: quiet, calm, and mostly unnoticeable in the real world. Then again, the Juke's was constructed almost five years ago, and engineered well before that -- eons in the technologically progressive car world. There's no drawn-out, loud humming emanating from the floor at each toe tip-in. Power consistently arrives whenever I summon it. Subaru says having pulleys arranged vertically (or linearly, hence its name), rather than side by side (as in other CVTs) benefits comfort and power application. I have to agree. I could, however, use paddles behind my steering wheel. When I crave entertainment, I sometimes fan an imaginary pair constructed of the finest of carbon titanium weave extant, a la the bodywork worn by Pagani's Huayra. Paddles would add a cool fun factor to the Forester's already well-rounded driving experience. They wouldn't be a difficult addition. Engineers currently outfit the pricier, faster, more powerful turbocharged 2.0-liter Forester with them -- regular plastic ones, not my imaginary Pagani Huayra editions. It even gets eight faux gears to play with. While the orchestration of driver input, engine speed, and gear engagement is a beautiful thing to experience, so too is a well-crafted article of engineering that performs its intended function with unnoticeable adeptness. Yup, you're quite alright, Lineartronic. More on our long-term 2014 Subaru Forester 2.5i Touring: Arrival Update 1: Touchy Throttle Update 2: Subaru Care Service Update 3: Abundant Versatility

autos

The legal battles continue to grow for General Motors just months after its massive ignition switch recall. Some customers, for example, are suing for the alleged lost value their cars suffered as a result of the recall. GM says that reason alone accounts for 79 lawsuits totaling $10 billion. Each lawsuit points blame on a number of parties, though The Detroit News reports that many of the suits are holding the "old GM" accountable, with one alleging " deceptive and unfair acts and omissions of old GM." Some lawsuits include Delphi Corp. as a defendant, since it was the supplier that manufactured the faulty ignition switch. Last month, GM took action to protect itself from lawsuits alleging economic losses from the ignition recall. It filed a motion with the U.S. Bankruptcy Court to block cases involving plaintiffs seeking economic losses, stating that "those types of claims were never assumed by New GM." The company notes that the motion does not block lawsuits claiming injury, death, or accidents. The recall affected over 2 million cars including the Chevrolet Cobalt, HHR, Saturn Sky, Aura, and Pontiac G6, and Solstice. The faulty switches were found to inadvertently turn from the "run" to the "off" position due to excessive weight on the ignition switch or if the car hits a big bump. GM has attributed at least 13 deaths to the recall and has recently begun work on replacing the defective parts. Source: The Detroit News

autos

We burn a lot of gas here at Motor Trend , and sometimes we don't do it in the most efficient way possible. That leaves me feeling somewhat guilty every Earth Day. But Earth Day 2014 was different, because I was behind the wheel of a 2014 Toyota Avalon hybrid that allowed me to do my job while making Mother Nature's day a little easier. And I couldn't help but feel a bit smug every time I cruised by a gas station in zero-emissions, all-electric mode, especially since the price for regular unleaded has been stubbornly stuck at well more than $4 a gallon here in Southern California. The fourth-gen Avalon is the first time a hybrid powertrain has been offered in Toyota's flagship sedan. Yes, a six-cylinder is still available, but the hybrid drives just as well and isn't much slower than the V-6. Unfortunately, 18-inch rims are available for the V-6, but not the hybrid, which means the latter is stuck with 17s that dull a bit of the sedan's otherwise sharp-looking exterior. Overall, though, the Avalon is one of the most handsome or at least interesting -- sedans in its class. The Avalon doesn't have much company when it comes to full-sized hybrid sedans that cost less than $40,000. In fact, the Buick LaCrosse with eAssist is pretty much it. The Buick, however, is powered by a mild hybrid powertrain that's thirstier at 25/36 mpg city/highway versus 40/39 for the Avalon. (Combined EPA mileage is 29 and 40 mpg for the Buick and Toyota, respectively.) The V-6-powered Avalon, by the way, returns 21/31 mpg. On Motor Trend's Real MPG cycle, the Avalon hybrid returned 39/38/38 mpg city/highway/combined. The LaCrosse eAssist and six-cylinder-powered Avalon have not been through Real MPG testing yet. Driving the Avalon in all-electric mode is quite satisfying, whether it's in stop-and-go traffic or hunting for a spot in a packed parking lot. The 140-hp electric motor will propel the sedan to residential speeds of about 30 mph on its own, as long as the battery has enough juice and the driver is gentle with the right pedal. Otherwise the 156-hp 2.5-liter gas engine steps in to help, though it's more than eager to shut off and hand the baton back to the electric motor even at higher speeds, as long as the Avalon is cruising on a flat or declined road. Thanks to its large 17-gallon fuel tank the Avalon can travel more than 600 miles between fill-ups, which means nature will likely call you before the Toyota needs to stop for gas. When you need to find a rest area in a hurry, the Avalon will help by scooting from 0-60 mph in 7.4 seconds. That's 1.2 seconds behind the V-6-powered Avalon, but 1.2 seconds quicker than the last LaCrosse eAssist we tested. Our Avalon was equipped with the optional sport mode, which sharpens throttle response. It also feels quicker off the line and the CVT is more eager to leave the engine in the middle of its powerband. Sport mode also adds a bit more weight to the steering feel. Previous iterations of the Avalon have been crucified for their soft and lazy ride, but we've praised Toyota's efforts for making this current generation a bit more engaging behind the wheel. While far from being our first pick to carve canyons, the Avalon is surprisingly stable and composed for a large sedan. Generous amounts of sound-deadening material and acoustic-improvement glass keep things quiet inside. The dash is modern and highlighted by capacitive-style touch buttons that work well. Two big knobs for the audio system add an old-school feel and remind me of my dad's vintage Marantz home receiver. Accenting the dash are numerous bits of smoked chrome that unfortunately add an excessive amount of glare during the day. During a road trip I debated covering the chrome with painters tape. Perhaps something less reflective like brushed metal would be a better choice. Otherwise, the Avalon is a nice place to spend time. Our top-of-the-line Limited model was packed with heated and ventilated front seats, heated rear seats, ambient lighting, navigation, and premium sound. There's plenty of room, too. In fact, the only sacrifice made for the hybrid hardware is reduced trunk space. With 14 cubic feet of cargo space, the Avalon hybrid's trunk is just 2.1 cubic feet smaller than the V-6 model. Meanwhile, the Buick can only fit 10.8 cubic feet of stuff in its trunk. Roomy, quiet, comfortable, and efficient, the Avalon hybrid is a sedan fit for anybody's mother. Including nature's. 2014 Toyota Avalon Limited Hybrid BASE PRICE $42,210 PRICE AS TESTED $44,385 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door sedan ENGINE 2.5L/156-hp/156-lb-ft Atkinson Cycle DOHC 16-valve I-4 plus 140-hp/199 lb-ft electric motor TRANSMISSION cont. variable auto CURB WEIGHT (F/R DIST) 3647 lb (58/42%) WHEELBASE 111.0 in LENGTH x WIDTH x HEIGHT 195.2 x 72.2 x 57.5 in 0-60 MPH 7.4 sec QUARTER MILE 15.7 sec @ 89.8 mph BRAKING, 60-0 MPH 120 ft LATERAL ACCELERATION 0.76 g (avg) MT FIGURE EIGHT 28.1 sec @ 0.61 g (avg) EPA CITY/HWY/COMB FUEL ECON 40/39/40 mpg ENERGY CONS., CITY/HWY 84/86 kW-hrs/100 miles CO2 EMISSIONS 0.49 lb/mile

autos

Infiniti announced updates and pricing for its 2015 QX50 and QX70, with the latter only being offered now with a V-6 engine. That means the 2015 Infiniti QX70 will no longer be sold with the 390-hp 5.0-liter V-8, leaving the 325-hp 3.7-liter V-6 as the lone engine choice for the brand's midsize SUV. Pricing for the rear-drive 2015 QX70 is $46,845 (including $995 destination fee), and is unchanged from model-year 2014. The base price for the QX70 AWD also stays put at $48,295. Aside from dropping its optional V-8 engine, the only other news for the QX70 is the addition of a new Sport Package , which adds 21-inch dark-finish rims, dark exterior accents, an adaptive front lighting system, and heated and cooled front sport seats. The Premium Package continues on and adds navigation, aluminum roof rails, and the Around View camera system, while the Deluxe Touring Package includes 20-inch rims, aluminum pedals, quilted leather seats, and climate-controlled front seats. Finally, the Technology Package adds adaptive cruise control, rain-sensing wipers, lane departure warning, and forward collision warning. Meanwhile, pricing for the 2015 Infiniti QX50 increases by $150 for the base model , with the rear-drive QX50 starting at $35,995 and the all-wheel drive QX50 priced at $37,395. The QX50 is powered by the same V-6 as the QX70 and Bluetooth phone connectivity is now standard. The optional Journey package ($2400 and $2200 for the rear- and all-wheel drive models, respectively) adds a moonroof, maple wood interior accents, power-adjustable steering wheel, and auto-dimming mirror. A Premium Package adds navigation, Around View camera, and Bluetooth streaming audio, while a Deluxe Touring Package adds HID headlights, 19-inch wheels, power-adjustable front passenger seats, and power-folding second-row seats. Finally, a Technology Package is similar to that of the QX70. Both models are on sale now. Source: Infiniti

autos

Almost a month has passed since General Motors started shipping and installing new ignition switches in cars affected by its massive ignition switch recall, but the automaker has managed to only replace a relatively small number. To date, GM has replaced around 47,000 switches out of the 2.6 million defective units affected by the ignition recall. GM initiated the recall in February after reports and investigations found that faulty ignition units would switch from the "run" to the "off" position due to heavy key rings or when the car hits a bump. The recall includes a number of model 2003-2011 vehicles including the Saturn Ion, Pontiac Solstice, and the Chevrolet Cobalt. The recall, which has been attributed to at least 13 deaths and led to a mounting number of lawsuits, was the catalyst to GM's campaign to improve its safety procedures and recent surge in recalls of other models for a number of issues. The automaker yesterday announced that product chief Mark Reuss will manage a handful of executives for the sole purpose of determining what vehicles need to be recalled. GM hopes the Reuss' team will improve its response to safety issues. The move comes after CEO Mary Barra appointed Jeff Boyer to the newly created role of Vice President of Global Safety. Boyer has a team of 55 investigators searching for possible safety issues by sifting through past data and even online forums. Source: Detroit Free Press

autos

Aston Martin is investing £20 million, or about $33.4 million U.S., to expand its manufacturing plant in Gaydon, Warwickshire, England. Along with the investment, the automaker will also create 250 new jobs this year. The expansion at the Gaydon plant is in preparation for the Aston Martin's next generation of sports cars and includes a new chassis and pilot build facility, as well as an extension of the parts and logistics storage area, and new offices. In total, Aston Martin will add 10,000 square-meters (107,639 square-feet) to the plant. New jobs at Gaydon include engineering, manufacturing, and commercial positions. "The improvements at Gaydon are a big step forward, and the development will enable us to streamline and finesse our manufacturing processes which, in turn, will allow us to be leaner and even more competitive," said Keith Stanton, Aston Martin Manufacturing Operations Director, in a release. In total, Aston Martin plans to invest £500 million (about $835.3 million) to develop the British automaker's next generation of high-performance sports cars . That investment is "the biggest investment program in the 101-year history of the brand," according to Hanno Kirner, Aston Martin CFO. Source: Aston Martin

autos

Much as we're fans of the Volkswagen Golf around these parts, we're even bigger fans of the GTI. It's long been a benchmark in the land of sporty front-drivers, and as you read in our First Drive review, the new 2015 Volkswagen Golf GTI is no exception. In fact, it's better, by about 19 percent. Don't take that number too literally, though. There's no quantifiable metric behind it. Rather, I'll point you to our $28k High-Performance Two-Door comparison from two years ago, in which we, with input from racecar driver Randy Pobst, said the 2012 GTI was good up to 80 percent of the car's limits. Beyond that, whether on the street or track, the last-gen GTI began to fall apart. Undefeatable stability control would make draconian interventions to the brakes and throttle, which not only ruined the fun but did nothing to cure the car's terminal understeer. While it was still great fun on the streets, you had to adapt your driving to it, being less aggressive and more deliberate with turn-in and power at exit. This new car adds 19 percent of performance on top of the old car's 80. That is, presuming you opt for the full-blown Performance Package like we did, which buys you 10 extra horsepower, larger brakes, and critically, an electronically controlled limited-slip differential. Standard 2015 Golf GTIs make do without any of that, though the only bit you'll notice on a regular basis is the open differential, which Volkswagen tries to bolster with a brake-based simulated limited-slip differential called XDS. You can feel it working the front brake to control wheel spin and it's simply not as effective as the mechanical solution. While we drove a non-Performance Package GTI, we weren't able to test one, so we can't quantify the difference at this point, but I suspect it's measurable, if barely. Now then, back to the full-boat model. That limited-slip differential does wonders for the car, particularly on the track. Where the old car would roast the inside tire when aggressively exiting a corner, the new car has far less wheel spin, which translates to much better acceleration. Along with myriad suspension design and tuning updates, also translate to much less understeer. You can attack corners much harder now and get on the gas sooner and stronger on the way out without inducing serious understeer, though as with any front driver, a little is unavoidable. The only real failing is right at the very limit, which track testing showed would result in terminal understeer with the front tires giving up completely. What it doesn't translate to is torque steer, and the 2015 Golf GTI's steering is pretty good for an electric unit. Weight feels natural and builds predictably, though the variable-ratio steering rack takes some getting used to. The ratio changes as you add more lock, and on a really tight corner, it can throw you off at first. Once you're used to it, you'll find it very precise and responsive on the street or the track. The even better news is that Volkswagen has fixed its stability control issue. Where there was no means of disabling stability control on the old car, the new one has a two-stage program. The first is a Sport mode that will suit you just fine in real-world driving. If you're headed out to a track day, you'll want to go to "off," which I put in quotes because despite what Volkswagen says, it's still not completely off. Wait! That's not the end of the world! See, this new "off" setting doesn't actually slow the car down. It does a little bit of selective braking on wheels losing grip at the limits, but only enough to keep the car in line. While he could feel it working on the track, Randy Pobst reported that it didn't ever feel like it was slowing him down or interfering with his driving. Sure, we agree in principle that off should mean off, but considering how much better this new program is, we're willing to settle. Complementing the improved steering and differential is a rock-solid chassis. Volkswagen's new MQB platform looks to be a winner. The new 2015 GTI feels planted on the road at all times. Bumps don't upset the car, even mid-corner. The body rolls a bit more than you might expect, but it's well-controlled. The real-world result is high confidence in the car's handling, which makes it feel as though you're never going as fast on a twisty road as you really are. Your driver's license should beware, because this car encourages you to drive faster. All of this hyperbole is borne out on the test track. We were able to test a manual and dual-clutch-equipped GTI, and the results were impressive, particularly for the manual-transmission car. It pulled a stout 0.96 g on the skid pad and looped our figure-eight track in 25.1 seconds at 0.76 g (average). Its dual-clutch counterpart was curiously behind, posting 0.92 g on the skid pad and lapping in 25.4 seconds at 0.74 g (average). However you equip it, the new car is leaps ahead of the one it replaces. The old GTI, equipped with a dual-clutch, never posted better than 0.91 g on our skid pad and put down a best lap on the figure eight of 26.3 seconds at 0.67 g (average). Oddly enough, we never tested a manual-transmission variant of the last-generation GTI. Part of this can be attributed to the new car's extra power. All new GTIs deliver 258 lb-ft of torque, up from 207 lb-ft on the old car. New cars also promise a likely underrated 207 hp, with a still-underrated 217 hp for Performance Package models. Power certainly helps in the figure eight, but only if the car can put it to the ground at corner exit. All the extra stick this new car has accounts for a lot of the performance improvement. That all goes for straight line performance, too. The manual-equipped 2015 GTI hit 60 mph from a halt in 5.7 seconds and burned though the quarter-mile in 14.2 seconds at 99.9 mph. The last-generation car, which again, we only ever tested with a dual-clutch transmission, needed at its best 5.8 seconds to hit 60 mph and 14.5 seconds to run the quarter-mile, trapping at 96.7 mph. Normally, you'd expect to read next that the new dual-clutch car is even quicker, but that's strangely not the case. Despite the extra power and limited-slip differential, the new dual-clutch car is no quicker than the old one. The new car needed 5.9 seconds to hit 60 mph and 14.5 seconds to clear the quarter-mile, trapping at 97.9 mph. We have no explanation for this at present. The good news is you'll like either transmission, regardless of performance. The manual is considerably better than the stick shift found in the standard 2015 Golf, with shorter throws, well-defined gates, and pedals designed for heel-toe downshifts. With properly spaced pedals and a fluid, accurate shifter, you'll find it hard to miss a shift in the new car. Of course, if you'd rather not worry about it, there's always the brilliant dual-clutch box. It's smooth, it shifts lightening quick, and in Sport mode, accurately predicts when you'll want a downshift and delivers it right on time. The other good news comes from the middle pedal. The brakes are strong and resist fade well when pushed hard. Pedal feel is accurate and linear, allowing you to squeeze in just the right amount of stopping power. The manual-transmission car needs as little as 100 feet to stop from 60 mph (103 feet with the dual-clutch car), a huge improvement over the old car's best of 113 feet. Finally, I'd be remiss if I didn't add that the rest of the car is pretty nice, too. As with the Golf, the new 2015 GTI's interior is a step up in both design and materials from the old car, which wasn't bad at all. It even has little bonuses Golf buyers won't get, such as a full-color in-dash information screen with sharper graphics, optional plaid seat inserts, better bolstered seats, and a golf ball shift knob on manual transmission models. The stiff ride and somewhat loud cabin are also much more forgivable in the sporty GTI than they are in the standard Golf. All in all, then, this new GTI's a pretty sweet deal. It's a demonstrably better car than the one it replaces, which was already a very good little sports car. Compared to the competition, it looks even better. Go back to that $28,000 comparison test from 2012. The GTI was already the third-quickest car there. Now it's second, just behind the much more powerful Ford Mustang V-6 and easily beating out the Scion FRS/Subaru BRZ, Mazda MX-5 Miata, and Hyundai Genesis 2.0T R-Spec. More importantly, it moves from back-of-the-pack in handling straight to the front. Fine, then, what about the Ford Focus ST or Subaru WRX? Or a lightly used Mazdaspeed3? Glad you asked. Take a look at the chart from our Turbo Treats comparison of those cars last year. The new GTI is quicker in a straight line than the Ford and Mazda, and performs better, is quicker around the figure eight than all three, and is bested on the skid pad by only the Ford, and then only by 0.01 g average. Of course, as you well know, there's a new WRX in town. Yes, it's still faster in a straight line than the new GTI, but the new GTI is still quicker around the figure eight and matches the new WRX on the skid pad. Isn't there a new Mini, too? Yep, and the GTI is better. The VW is quicker, stops shorter, pulls higher average g on the skid pad, and laps the figure eight faster at a higher average g. Heck, the new GTI is even a match for the $40,000 Mini Hardtop John Cooper Works GP that finished out the last-generation model. That track special is slower than the new GTI to 60 mph and only slightly quicker in the quarter-mile, doesn't stop as quickly, is nearly identical on the Figure Eight, and posts only slightly better numbers on the skid pad. Oh, and one more thing: the new 2015 GTI stops significantly shorter than any other car I've mentioned here. If there's one standout complaint against the new GTI, it's in the same weak spot as the Golf. The EPA rates the dual-clutch 2015 GTI at 25/33 mpg city/highway, or 28 mpg combined. Our Real MPG testing determined that, like the Golf, the GTI comes in low, returning 23/31 mpg city/highway, and 26 mpg combined. At up to seven percent, it's a smaller discrepancy than the Golf suffers (up to 10 percent), but still disappointing. Despite that, the new GTI gets better EPA-rated fuel economy than most of its competition and is bested in our real-world, Real MPG testing so far by only the new WRX, and only in city driving. Better than the old car. Better than the competition. This new GTI is not to be trifled with. Want more on the 2015 Volkswagen Golf GTI? Stay tuned - the sporty compact competes in a Motor Trend comparison coming July 7. 2015 Volkswagen GTI 2015 Volkswagen GTI Manual BASE PRICE $29,915 $25,815 PRICE AS TESTED $31,410 $28,305 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door hatchback Front-engine, FWD, 5-pass, 4-door hatchback ENGINE 2.0L/217-hp/258-lb-ft turbo DOHC 16-valve I-4 2.0L/217-hp/258-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 6-speed auto-clutch manual 6-speed manual CURB WEIGHT (F/R DIST) 3209 lb (61/39%) 3088 lb (61/39%) WHEELBASE 103.6 in 103.6 in LENGTH x WIDTH x HEIGHT 168.0 x 70.8 x 56.8 in 168.0 x 70.8 x 56.8 in 0-60 MPH 5.9 sec 5.7 sec QUARTER MILE 14.5 sec @ 97.9 mph 14.2 sec @ 99.9 mph BRAKING, 60-0 MPH 103 ft 100 ft LATERAL ACCELERATION 0.92 g (avg) 0.96 g (avg) MT FIGURE EIGHT 25.4 sec @ 0.74 g (avg) 25.1 sec @ 0.76 g (avg) EPA CITY/HWY/COMB FUEL ECON 25/33/28 mpg 25/34/28 mpg ENERGY CONS., CITY/HWY 135/102 kW-hrs/100 miles 135/99 kW-hrs/100 miles CO2 EMISSIONS 0.69 lb/mile 0.68 lb/mile

autos

Fact: The Nissan NV200 does not have an in-cabin air filter. When we took our 2013 Nissan NV200 for its second service at the 1500-mile mark, we learned some thing new, some thing most of us wouldn't think twice about since it was in our owner's manual. According to the manual, we requested an oil change, tire rotation , and replacement of the in-cabin microfilter along with a service inspection. After 30 minutes, the service adviser informed us they couldn't replace the in-cabin air microfilter because the Nissan NV200 isn't equipped with one. This little discovery saved us from spending roughly $95 for an in-cabin air filter. Our Nissan service advisor also informed us that our van had a recall notice to inspect and reposition the wiring harness that connects the battery fuse terminal. If not fixed, the harness could wear through its protective covering and cause the battery terminal fuse to blow and the fuel pump and engine to stop, leading to a risk of crashing. Our service dealer inspected and repositioned the wiring harness, adding a protective engine harness free of charge. After all that, our total was $95 for parts and labor. Service side note: Why is this service more costly than the first? When we took our Nissan NV200 in for its first service at 7500 miles, the dealer was running a special for $59.99 that included the same three items we had performed. That same service was $95 without the dealer special. 2013 Nissan NV200 SV Service life: 15,523 mi Avg CO2: 0.83 lb/mi Energy cons: 145 kW-hr/100mi Unresolved problems: None Maintenance cost: $157.49 (2-oil change, tire rotation, inspection) Normal-wear cost: $0 EPA City/Hwy/Comb Fuel Econ: 24/25/24 mpg Average Fuel Econ: 23.3 mpg

autos

Robots don't mind jarring turns, vicious bumps, or long hours behind the wheel. They just keep driving. Ford Motor Co. demonstrated its Robotic Transit Tuesday, allowing reporters to take a spin in the big van. The robot is not anything like the Johnny Cab I remembered from the first "Total Recall" movie. It was more like the machine used in "Ocean's 11." It was devoid of personality and even a head. It was a series of rods that acted like feet for the brake and accelerator, a metallic hand that put the vehicle in drive and a system of gears that spun the steering wheel. While working efficiently to move the van around a small track, it would jerk the wheel to the programed location and then jerk it back to keep going straight. There was no nuance to this robot's skills, just precision and a series of loud metal clicks. And unlike autonomous cars , which operate themselves, this particular machine was operated by a human 43 miles away at Ford's proving grounds in Romeo, Mich. This was really more of a drone Transit than a robot one. The operator could also drive seven other vehicles outfitted with the same sensors, cameras and GPS equipment at the same time if he or she wanted to. See, Ford is replacing drivers with robots. (Though those drivers will now perform other tasks and no one lost a job in the transition to some robot drivers.) Really, the people drivers might want to show some gratitude toward their servo- and actuator-equipped replacements. The robots are used for Ford's durability testing and never get bumped up or bruised during testing. Some of Ford's testing is so severe, human bodies would suffer severe damage. Robots do not. One test run, known as Silver Creek, in Romeo, Mich., is used to break vehicles over and over again. It's a vicious concrete run built to simulate a rocky river bed. Drivers are only allowed to drive on it twice during an eight-hour shift. Robot drivers, however, are unfazed. While the controls appear rather crude on the vehicle, engineers said that they were created so production models could be tested. It might be possible to control some things by bypassing the physical controls such as the steering wheel or accelerator, but other controls need the physical touch to operate, such as the gear shifter, which would require them to reprogram the vehicle. Ford wants the testing to be done to unaltered production vehicles, which is why this system was adopted. While the ride certainly lacks that human touch, the test results provide nearly an endless stream of data for engineers to find ways to build better vehicles and build them faster. For that, someone should shake their hand, if only they had one.

autos

The 2014 Toyota Prius C makes the regular Prius look quick by comparison, but even that midsize hybrid can't match the tiny Prius C in city mileage. In fact, nothing without a plug can, though most cars you meet at a stoplight will be quicker. By giving up the interior space and power of the regular Prius, the Prius C rewards penny-pinching, environmentally conscious drivers with a One-trimmed base price about $5000 below a base, Two-trimmed Prius. Whether the outgoing Prius is worth a premium over the smaller Prius C is a question we asked ourselves the entire time we sat behind the hybrid's familiar steering wheel. Let's start with 6.8 -- no, it's not the 2014 Toyota Prius C's 0-60 mph time, but the number of seconds it took the car to complete our 45-65 mph acceleration test. That's a second slower than the Motor Trend -tested time for a 2012 Honda Insight, 1.1 seconds slower than a 2013 Toyota Prius that rolled on expensive forged wheels, and a full 2 seconds slower than the way less efficient 2014 Toyota Corolla S. That Corolla S might only get 29 mpg in the city to the Prius C's 53 mpg, but the compact sedan plays in a similar price range. There's not much travel in the Prius C's gas pedal, which works just fine considering the as-tested 2572-pound car is propelled forward by a 73-hp 1.5-liter Atkinson-cycle I-4 mated to a 60-hp electric motor, for a total system output of 99 hp. Accelerating from 0-60 mph took 10.9 seconds for the Prius C, compared to the 2013 Prius' 10.1 seconds, the 2014 Corolla S' 9.5 seconds, and the 2012 Honda Insight's 10.6 seconds. The Insight might be discontinued after the 2014 model year, but the cheap Honda hybrid could still be sitting on dealer lots in new or used condition. So the Prius C is really slow -- big surprise, right? Inside, the interior's hybrid displays are actually pretty cool. Unlike the regular-sized Prius that's about to be redesigned, the Prius C gets a color display that displays all kinds of info to keep you entertained as you slog through rush-hour traffic. The 3.5-inch screen is standard on every Prius C and can show a trip computer that displays how many miles were driven with EV-only power, an eco score based on your acceleration and braking techniques, a hybrid system indicator, and an energy monitor that tells you how hard you can press on the gas pedal before the engine turns on. Trying to creep away from a streetlight at up to 25 mph without the engine's help is a fun game as long as no one's around and your passenger is in a patient mood. A bigger battery could increase the Prius C's overall EV range, but if that came at the cost of reduced rear-seat or cargo space, we'd pass. The Prius C is cozy for four people, though we appreciate that the backs of the front seats are soft. Cargo space is 17.1 cubic feet, down from the regular Prius' 21.6 cubic feet, but up compared to the Corolla's 13.0 cubic feet. The Prius C shares its nearly vertical center stack with the Corolla. The Prius C in trims Three and Four come with Toyota's ubiquitous 6.1-inch touch-screen display that somehow looks a little smaller than the same display in a Prius, perhaps because the midsize hybrid's screen faces up toward the driver's line of sight instead of on a more vertical plane. Our Prius C tester -- just like the 2012-model-year example Motor Trend previously drove -- wore top-of-the-line 16-inch wheels with P195/50R16 rubber, a $1150 package we would skip in a second. Settling instead for the 15-inch steel or alloy wheels with P175/65R15 tires cuts the turning radius from 37.4 cubic feet to a more appropriate 31.4 feet. The tires with the 15-inch wheels have more sidewall, which as technical director Frank Markus notes, is "great for ride, [but] not so great for cornering, when the sidewall flex translates as steering imprecision." And when you're talking about a car like the Prius C, wouldn't you rather have a better ride than slightly improved cornering abilities? We would, but even if you go with one of the two 15-inch wheel options and the accompanying slower steering ratio, the car will be loud. Our Prius C had a ride that our quality testing director Kim Reynolds called "tiring," though that might not be much of an issue if the prospect of 53 mpg is too good to ignore as you crawl at 20 mph on overcrowded freeways. When you have to quickly come to a stop on the freeway, the Prius C has you covered about as well as its competitive set. With ventilated front disc and rear drum brakes, the Prius C came to a stop from 60-0 mph in 121 feet. The 2013 Prius did the same deed in 125 feet, the 2014 Corolla S in 123 feet, and the 2012 Insight in 129 feet. In safety tests, the 2014 Toyota Prius C scored a four-star overall rating from the NHTSA, though the organization did note a minor issue caused by the interior door panel striking the torso of the rear passenger dummy in the side impact test. The 2014 Corolla has a five-star overall rating, while the 2014 Prius is rated at four stars. In IIHS safety tests, the 2014 Prius C scored a rating of Good in every test except the new small overlap evaluation, where the small car earned a rating of Poor. The 2014 Corolla one-upped the Prius C's small overlap rating of Poor to Marginal, while the regular Prius improves the score a step further to Acceptable. Justifying a Prius C over a similarly priced Corolla or regular Prius becomes difficult when the car is a $25,320 Four-trimmed model, like our tester. For that price, Toyota provides upgraded SofTex seats (heated in front), 16-inch alloy wheels, a moonroof, a 6.1-inch touch-screen display with navigation, hands-free keyless entry, and foglights. With that kind of money, we wouldn't think twice about getting a regular Prius, a slightly quicker car with more interior space and a longer driving range. That car will soon be replaced by a new model featuring more advanced hybrid displays, but the two Toyotas share the same 50-mpg combined EPA rating and a loud highway ride. Then again, the regular Prius isn't for everyone. Associate online editor Christian Seabaugh didn't mind the Prius C as much as the regular Prius or Prius V. "Maybe it's because the Prius C has more in common with the Yaris than the rest of the family, or it could be because the Prius C somehow feels more honest, without the offensively-inoffensive teardrop shape and without gimmicks like the Prius' joystick-like shifter." Still, the regular Prius offers a rearview camera, a feature that may show up next year on the refreshed Prius C. Possibly because it's a higher-volume model that's been around for a few years, the Prius might offer better deals, too. So unless you fall in love with Prius C size and styling, the car shines brightest in less expensive trims for buyers who don't care about creature comforts or dynamic excellence and can't fit the 19.1-inch-longer regular Prius in their parking spot. 2014 Toyota Prius C BASE PRICE $24,170 PRICE AS TESTED $25,320 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door hatchback ENGINE 1.5L/73-hp/82-lb-ft DOHC 16-valve I-4 plus 60-hp/125-lb-ft electric motor, 99 hp (comb) TRANSMISSION Cont. variable auto CURB WEIGHT (F/R DIST) 2572 lb (61/39%) WHEELBASE 100.4 in LENGTH x WIDTH x HEIGHT 157.3 x 66.7 x 56.9 in 0-60 MPH 10.9 sec QUARTER MILE 17.9 sec @ 74.8 mph BRAKING, 60-0 MPH 121 ft LATERAL ACCELERATION 0.81 g (avg) MT FIGURE EIGHT 28.8 sec @ 0.55 g (avg) EPA CITY/HWY/COMB FUEL ECON 53/46/50 mpg ENERGY CONS., CITY/HWY 64/73 kW-hrs/100 miles CO2 EMISSIONS 0.39 lb/mile

autos

Amid all the supercars unveiled at this year's Geneva show was a gigantic 5100-pound, 912-hp AWD, four-seat gullwing EV hailing from the pocket country of Liechtenstein. It promised a 0-62-mph time of 2.8 seconds and a range of up to 372 miles, which sounded too good to be true -- especially when described by its zoot-suited, architecturally coiffed chief of development, Nunzio La Vecchia, who deflected all my specific questions about his battery. But it turns out the nanoFLOWCELL QUANT e-Sportlimousine's first name describes a technology that's undergoing legitimate ARPA-E funded research in America at places I've heard of and trust, such as General Electric and Lawrence Berkeley Labs. First developed by NASA in the 1970s, flow-cell batteries consist of a proton-exchange membrane such as those used in fuel cells, past which are pumped two ionic liquids -- one positively charged and one negatively charged -- to deliver or store electricity. The neat thing here is that the battery's power is determined by the membrane and flow rates, while its storage capacity is independently determined by the volume of liquid. Yes, you need at least two tanks (the QUANT's were 50 gallons each!), but they conform to available packaging space way better than do typical batteries. The nonflammable liquids are safer to carry onboard than current batteries. Get the membrane and liquids right (so there's no cross-contamination), and there's no "memory effect" nor any degradation in battery function with deep discharges and repeated recharging. Operating temperature is 140-180 degrees F, so efficiency is near that of typical batteries (80 percent). You can recharge it as you do a battery, by plugging in and pumping the spent fluid back past the membrane, or you can simply pump out the spent fluid and replace it with charged fluid in the time it takes to gas up a car -- as in a vastly simpler Project Better Place battery-swapping scheme. Flow-cell batteries are in use today in stationary applications storing surplus wind and solar power, using fluids containing materials such as vanadium. But the energy density is way down around 25-75 Watt-hour per kilogram -- well under the best lithium-ion EV batteries (up to 200 Wh/kg). The ARPA-E grant monies pay chemists to find new organic and metal salt solutions that can boost that energy density to nearer the 600 Wh/kg figure nanoFLOWCELL is quoting for the QUANT . GE isn't ready to divulge its patent-pending fluid chemistries, except to guesstimate cost at a quarter of that of lithium-ion with triple the range. As with fuel cells, the flow-cell membrane isn't great at moving big power instantly, so the QUANT carries a bank of ultra-capacitors to capture regenerative braking energy and provide a buffer for instant acceleration. Concerns yet to be hammered out include raw material costs, corrosiveness and temperature sensitivity of the water-based liquids, and of course the specifics on how one might establish an infrastructure for fast refueling/reconditioning of these ionic fluids. But if Better Place made a five-year, $850 million go of it, flow batteries seem a pretty solid use of the scant millions the Department of Energy is investing in projects such as the GE/Berkeley Labs one. And, Mr. La Vecchia, if it's real, please sign me up for a test run in your 2.8-second Tesla -killer. More from Technologue: Tortoise-Inspired EDAG Genesis: Putting the Mono in Monocoque All Fuels Are Not Created Equal When deactivating cylinders, why stop at just half?

autos

Toyota and Tesla joined forces back in 2012 to produce battery packs and motors for the electrified Toyota RAV4 EV, but even though the agreement is scheduled to end this year, the Japanese automaker hopes to continue working with the electric car maker in the future. Tesla and Toyota teamed up a few years ago as part of a multi-million-dollar deal that called for Tesla to deliver 2600 battery packs for the electric SUV in a three-year time frame. Together, the two companies have been building lithium-ion battery packs for the RAV4 at the NUMMI auto assembly plant in Fremont, California, where the new Model S is also built. Toyota already owns a 2.5-percent stake in Tesla, but given the initial success of the Model S, it makes sense why Toyota wants to continue working with the Palo Alto-based company. "Tesla has quite a clear business strategy for developing a better battery," said Osamu Nagata, president and CEO of Toyota Motor Engineering & Manufacturing North America to Automotive News. Toyota isn't the only one benefiting from the team-up, though. The Japanese automaker is the world's largest seller of gas-electric vehicles, and it assisted Tesla with its expertise in mass production. The electric car maker has recently revealed its plan on building two "Gigafactory" plants to help streamline production and costs associated with battery production. One of the factories will reportedly employ as many as 6500 people to build battery packs, for about 30-percent less than what Tesla is currently producing them for. That aside, Toyota also revealed that it will shift its focus to hydrogen fuel-cell vehicles in the coming years. "I hope we can show the very strong capabilities of fuel cell vehicles so we can convince more and more people of the potential and possibilities of the fuel cell vehicle," Nagata said in the report. The company's interest in fuel-cell technology is quite obvious, as it's shown plenty of fuel cell concepts at past auto shows including the FCV-R fuel cell concept and a Toyota Highlander fuel cell vehicle. Source: Automotive News (subscription required)

autos

We recently pitted the 2014 Jeep Wrangler Unlimited up against the 2014 Toyota FJ Cruiser to find out which four-wheeler is more capable of getting you into the greater outdoors. With both off-roaders boasting a very special heritage, similar performance numbers, and unmatched off-road capability, it was quite a match. For starters, both were special editions. The 2014 Toyota FJ Cruiser Trail Teams Ultimate Edition is one of the last of 2500 FJs that'll be produced, and it's going out with a bang. The FJ has been equipped with several TRD off-road parts and gadgetry designed to make off-roading easier. The 2014 Jeep Wrangler Unlimited Willys Wheeler Edition is also special in that it pays homage to Jeeps of yesteryear. Based off the base Wrangler Sport trim, the Wrangler Willys Wheeler adds a limited-slip, BF Goodrich KM Mud Terrain tires, rock rails, and other exclusive design elements. As for performance, not one SUV performed significantly better than the other, but that wasn't too much of a surprise considering both SUVs are body-on-frame SUVs with four doors, V-6 engines, five-speed automatic transmissions, and heavy-duty four-wheel drive systems with two-speed transfer cases. The Jeep, powered by a 3.6-liter V-6 pumping out 285 hp and 260 lb-ft of torque was first to 60 mph, hitting the mark in 7.8 seconds. The heavier FJ, with its bigger 270 hp and 278 lb-ft of torque 4.0-liter V-6, hits 60 mph after 8.0 seconds. The Wrangler was again a hair quicker though the quarter mile, while it also performed slightly better than the Toyota in braking. The FJ Cruiser managed to beat the Jeep around the figure eight. In our day-to-day use portion of the comparison, both were easy to live with, however, we found that the FJ's age was starting to show with an outdated interior. It all boils down to the dirt. While the FJ easily absorbed bumps and ruts at high speeds, it wasn't quite as capable as the Jeep on the more technical parts of the trail, and that's probably because it of its larger front and rear overhangs. For those who usually let cost be deciding factor, the Jeep Wrangler Unlimited Willys Wheeler Edition starts at $32,890 while the Toyota FJ Cruiser Trail Teams Ultimate Edition starts at $37,455. Add the optional TRD catback exhaust, towing hitch, and carpeted floor mats, and that cost rises to $39,439, which is still more expensive than the $34,880 Wrangler outfitted with Uconnect and an automatic transmission. Although we chose the Jeep Wrangler Unlimited as the winner of this comparison, which would you choose? Let us know in the comments below for today's TOTD and don't forget to read the full comparison here.

autos

The 2015 Lincoln MKC is not merely a little luxury crossover -- it is the future of a luxury brand that has withered for decades. Now, like the automotive Lester Burnham, Lincoln hopes to regain some of its swagger and prove that it's never too late to become an "American Beauty" once again. Overall, the MKC accomplishes its first objective, proving to the world that it is not a fancy Ford Escape, the platform on which the MKC was built. This was easier said than done. The MKZ, a Ford Fusion outfitted as a luxury midsize car, does not separate itself as well, instead feeling like a Fusion Panzer without a main gun. It's bulky, with the same powertrains, and the only thing truly different is a V-6 model. (The MKZ is not to be confused with that awful naming scheme of other Lincolns including the MKS, MKT, MKX, and MKEYMOUSE.) The differences between the MKC and the Escape are noticeable and welcome. A unique powertrain, a cow's worth of Scottish leather, and a long list of high-tech features help create a compact crossover worthy of a luxurious brand that appears to be moving in the right direction. That might be overly optimistic, but I will readily admit that I'm rooting for the brand to earn some respectability again. It is going to take time. Optimism, however, won't sway my critical thinking, and only a Lincoln marketing specialist would think the MKC would be cross-shopped with a BMW X3, Audi Q5, or Lexus RX 350. Anyone buying those vehicles is never going to take a moment and say, "Hmmm, I'm wonder what Lincoln has to offer." If they did, however, they'd be pleasantly surprised with this new and complete crossover that can cost thousands of dollars less than the foreign competition and comes with more features than an iPhone. The MKC, with a starting price of $33,995, arrives this fall with an all-wheel-drive platform and choice of two EcoBoost engines. This crossover will debut Ford's 2.3L EcoBoost direct-injection I-4 turbo engine that creates 285 hp and provides 305 lb-ft of torque. It's the same engine that will power the Mustang later this year. That engine does a great job. The power is quickly accessible and the MKC shoots off the line and does just as well passing on the freeway. During 200 miles of driving the AWD 2.3L MKC, I never wanted for power.During a short drive in the 2.0L MKC, its 240 hp and 270 lb-ft of torque were nearly as quick, though it lacked the all-wheel-drive state of mind. Lincoln estimates that roughly 45 percent of the new MKCs sold will be all-wheel-drive models. The other 55 percent will be equally pleased. Mated to either engine is a six-speed automatic transmission with paddle shifters. For most luxury drivers, paddle shifters are more of a novelty than a driving tool, but the shifts are quick and powerful. There were a few times, such as on a slight uphill climb with constant acceleration, that the transmission tended to hesitate, unsure whether to go up or down for its next gear. Lincoln also offers a selectable Sport mode, known as Lincoln Drive Control, that will adjust dampening, throttle, steering, and transmission shift points to Sport, Comfort, or Normal. I found the Sport mode too sensitive at the accelerator, making my driving less smooth, but the other changes were at least noticeable, as the MKC felt more aggressive on the twisty roads outside Santa Barbara, California, in Sport mode. This machine rode best in Comfort mode, where the suspension softened out every bump and the ride, while compliant, was predictable and well-controlled. That's really what the MKC was created to do: Provide a pleasant, smooth, quiet ride, though some of that quietness was created through active noise cancelation. I don't imagine potential customers will ever test this vehicle's limits beyond school pickups and weekend trips to Tahoe. But it's a solid platform. Taut steering and good acceleration mean it would handle itself well during an emergency maneuver. For most Lincoln customers, the real changes begin inside the cabin. It's swathed in leather provided by Bridge of Weir Fine Scottish Leather and there are lots of user-friendly features throughout the cabin. The front seats are big and easily adjustable the driver's seat can adjust electrically 10 different ways to the exact level of comfort needed for a long haul. The second row offers 36.8 inches of room that enables adults to squeeze back there, but while someone over 6 feet tall might not mind a cross town trip, he probably won't care for a cross-country one. There's also 25.2 cubic feet of storage behind the second row, which is more than enough room for five people's luggage or all the groceries a growing family might need for a week. Speaking of which, if your hands are full, the MKC offers that liftgate that opens when you wag your foot under it. It's a neat feature that debuted on the Escape. But what struck me about the MKC is the well-executed interior. The dash has a great flow about it and the instrument panel gauges look like something designed in Switzerland instead of Dearborn. The touch points are soft. There were only two things I didn't like. The first was the protruding bottom edge of the center stack. The push buttons light up in three garish colors and it looks like a last-minute addition to the piece instead of thoughtful extension. Also, the one USB port up front is placed deeply into what was once an ashtray. It's difficult to plug your phone into the port, especially if you have big, sausage-like fingers. But those are minor quibbles about a vehicle that feels luxurious throughout the cabin. It includes MyLincoln Touch, which other than sounding like a Class One felony is an excellent overall telematics system. Sync is standard and is still a very good voice-recognition system. Lincoln also boasts a number of high-tech features that will please customers, such as the approach-detection system that lets the MKC light up as the driver nears it. A puddle lamp with the Lincoln logo shines as well, as do the parking lights and the door handles. This is something everyone else will begin to copy because of the way it makes a driver feel when he or she walks up to an MKC. Lincoln includes a lane-keep assist system, driver alert, adaptive cruise control, blind-spot detection and cross-traffic. There's nothing on the list that luxury customers haven't seen before, but certainly they're things those customers expect. It also offers an active park assist feature that can pull an MKC easily into a parallel parking spot. It will also pull you out of the spot if you're worried about trading paint with the stranger parked a little too close. The system uses a series of cues to guide the driver to perfectly place the vehicle. As for its looks, the MKC is not a particularly striking vehicle. Then again, most of its competition isn't either. The best angle to view it is from behind, as the rear three-quarters spot provides a good look at the wraparound liftgate and those nice LED taillights. The front grille provides the new face of Lincoln and behind those winged lines are an active grille shutters that can help improve the MKC's gas mileage. The EPA estimates those numbers to be 20/29 mpg for a FWD 2.0L model, 19/26 for an AWD 2.0L model, and 18/26 for a 2.3L AWD model. Those are respectable numbers to go along with a very respectable vehicle. The key for Lincoln is going to be just getting people into its showrooms. The MKC shows that even a staid brand can reinvent itself. By undercutting the competition's price and providing more features, there's room for Lincoln to grow. But it remains to be seen if it can. It's good to hope, and in the meantime, consumers who eventually rediscover Lincoln should be impressed. It's too late for Lester Burnham, but the MKC shows that Lincoln still has a shot. 2015 Lincoln MKC BASE PRICE $33,995-$40,860 VEHICLE LAYOUT Front-engine, FWD/AWD, 5-pass, 4-door crossover ENGINE 2.0L/240-hp/270-lb-ft turbo DOHC 16-valve I-4, 2.3L/285-hp/305-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 6-speed automatic CURB WEIGHT 3800-4000 lb (mfr) WHEELBASE 105.9 in LENGTH x WIDTH x HEIGHT 179.2 x 73.4 x 65.2 in EPA CITY/HWY/COMB FUEL ECON 18-20/26-29 mpg ENERGY CONS., CITY/HWY 169-187/116-130 kW-hrs/100 miles (est) CO2 EMISSIONS 0.83-0.93 lb/mile On Sale in U.S. September 2014

autos

General Motors has finally handed the ignition switch recall documents over to the National Highway Traffic Safety Administration, ending the $7000 daily fine the automaker had been accumulating for about two months. The automaker turned over a 315-page internal report detailing the ignition switch recall to the NHTSA, putting an end to the daily fines it had been racking up since April 4. "We have what we asked for," Transportation Secretary Anthony Foxx told The Detroit News . "The [GM] report is consistent with what we said a few weeks ago, which is there are some culture issues." Since reading that report, GM CEO Mary Barra has also fired 15 employees and disciplined five others for their roles in the recall. GM was supposed to answer 107 detailed questions about the faulty ignition switch recall by April 3, but because it didn't meet that deadline, GM began incurring a $7000-a-day fine as a consequence. With the report in hand, the agency stopped fining GM on June 5, but only after slapping it with $420,000 in cumulative fines. Due by July 4, GM will be paying that in addition to the $35 million fine it agreed to pay on May 16. The $35 million is the maximum fine allowed, however, the NHTSA is trying to hike that up to $300 million in an effort to get automakers to report recalls in a timely manner. "We expect the timely disclosure of issues and if we don't get a timely disclosure, there will be consequences," Foxx said. "We'll keep doing that industrywide if we have to until we see compliance across the board." GM will continue to work closely with the NHTSA, meeting with the agency on a monthly basis and providing biweekly reports on how many vehicles have been repaired under the ignition switch recall. Source: The Detroit News

autos

The rumors of an even hotter version of the extreme McLaren P1 are true, and now the British sports car builder has announced the model will follow the tradition started by the McLaren F1. The track-only hypercar variant will be known as the McLaren P1 GTR as a tribute to the F1 GTR . The P1 GTR -- teased in the sketch at right -- will be a limited-edition model, and will begin production after the final 375th standard P1 is built. McLaren said in a release that the P1 GTR "will be designed and developed as the best driver's car in the world on track." Those are big words, but seeing how the standard P1 set a Motor Trend testing record and blew us away with its acceleration and extreme lateral limits, we're not raising our eyebrows. McLaren says the P1 GTR will feature "greater levels of performance, grip, aerodynamics, and downforce than the road car." That will be achieved in part by using a widened track with racing slick tires. In addition, the GTR will get an even more potent drivetrain with a target output of 986 hp -- up 82 hp from the standard P1. McLaren says the decision to build a track-only model was made to meet demand of current P1 owners. The program is expected to be similar to that of the Ferrari Enzo-based FXX , which saw the cars stored and maintained by the manufacturer, and transported to a road course for Ferrari-arranged track days. Whether drivers maintain possession of the cars remains to be seen, but McLaren has said the program will include consultations with the company's driver fitness team as well as special access to one of the McLaren racing simulators. It will also include at least six drive events held at famous F1 tracks around the world. Production numbers for the limited model are yet to be determined, but McLaren has announced the P1 GTR program will be priced at £1.98 million ($3.36 million U.S.). Source: McLaren

autos

Ford is no stranger to using plant-based materials in place of petroleum based products. Now the Detroit automaker is partnering with the H.J. Heinz Company to research the possibility of using dried tomato skin to develop bio-plastic that can be used for automotive wiring brackets and storage bins . "We are exploring whether this food processing byproduct makes sense for an automotive application," said Ellen Lee, plastics research technical specialist for Ford, in a release. "Our goal is to develop a strong, lightweight material that meets our vehicle requirements, while at the same time reducing our overall environmental impact." Not only would the potential development help Ford find an alternative to petrochemicals in automotive use, but it would also give Heinz a way to recycle and repurpose unused tomato peels, stems, and seeds during ketchup production. While Ford has been working with Heinz for about two years, the automaker has also been working with Coca-Cola , Nike, and Procter & Gamble for 100 percent plant-based plastics for automotive use. Recently, Ford began using cellulose fiber-reinforced console components and rice hull-filled electrical cowl brackets in production cars. The automaker also uses coconut-based composite materials , recycled cotton material for carpet and seat fabrics, and soy foam seat cushions and head rests . "We are delighted that the technology has been validated," said Vidhu Nagpal, associate director, packaging R&D for Heinz. "Although we are in the very early stages of research, and many questions remain, we are excited about the possibilities this could produce for both Heinz and Ford, and the advancement of sustainable 100% plant-based plastics." Source: Ford

autos

The Mercedes-Benz CLS is due for a face-lift, but as is typical of automakers these days, the Silver Arrow brand is slowly revealing the updates. The latest bit of info deals with the refreshed CLS' headlights, which borrow from the Audi Matrix LED playbook . Each of the new Multibeam LED headlamps features 24 individually controlled LEDs, which can precisely distribute bright light without dazzling other drivers. Helping the lights sense when another car is coming is a camera placed behind the windshield, which transmits data to the lamps 100 times per second. Because the Multibeam lights can be individually aimed and dimmed automatically, they supersede the previous Adaptive Highbeam Assist and cornering light functions. Though Mercedes is following Audi's lead by using a matrix of individually controlled LEDs, Mercedes like to point out that it was the first to offer LED lighting on a production car with the 2010 CLS. Since then, the automaker has been using LEDs, which are closer in color to daylight than HIDs, more and more in its vehicles. The 2014 E-Class now comes standard with LED low-beam headlights and daytime running lights, while the new S-Class boasts nearly 500 LEDs used throughout the car in place of conventional bulbs. As for the rest of the car, we can see the refreshed CLS gets the ripple-effect grille mesh seen on other modern Mercedes models, as well as an updated front valance. We'll have to wait and see what the face-lifted Mercedes-Benz CLS looks like from other angles, but until then, check out images of the Multibeam LED headlights and front end in the gallery below. Source: Mercedes-Benz

autos

It was another challenging day for General Motors and its CEO Mary Barra. Today marks the second time Barra has had to address the U.S. Congress since GM's massive recall involving faulty ignition switches in 2.6 million cars. It also coincides with a scathing investigative report by Bloomberg that focuses on a GM employee and his struggles to raise safety issues within his company. The recall, which GM has attributed to at least 13 deaths and 54 crashes , prompted Barra to launch an internal investigation led by former U.S. Attorney Anton Valukas. He released his findings earlier this month in a document dubbed the "Valukas Report." Barra has described the report as "deeply troubling," bringing to light a "pattern of incompetence and neglect" from GM employees involved with the ignition switch crisis. Bloomberg 's report is just as troubling. Titled "GM Recalls: How General Motors Silenced a Whistle-Blower," the report centers on Courtland Kelley, a GM employee for over 30 years. It didn't take long for Kelley to find troubling safety issues in a number of GM vehicles, including a fuel link leak in Chevrolet Trailblazer SUVs he discovered in 2001 while inspecting cars about to ship to dealerships. Kelley made numerous efforts to raise concern that eventually led GM to issue a recall, but not after he encountered shocking amounts of resistance and apathy from his managers. Concerned about the way GM handled safety issues with the Trailblazer and other vehicles, Kelley turned to the authorities and sued GM for violation of Michigan's whistle-blower law. After a number of setbacks, the case was dismissed. The report also outlines a number of Kelley's superiors who essentially warned him that his career would stall if he continued escalating safety issues within GM. While working as a brand quality manager in 2002 for the Chevrolet Cavalier, Kelley continued blowing the whistle on the Trailblazer. He went through another failed attempt to take GM to court. In 2004 Kelley was taken off his duties related to the Cavalier and was reassigned to what's described as GM "purgatory," a position with little responsibility and chance for advancement. The following year, GM replaced the Cavalier with the Cobalt, just one of many models fitted with the faulty and fatal switch. Barra began her testimony in Congress today by summarizing all the talking points she made during her town hall-style meeting with employees and the press earlier this month in Detroit. She said her company would follow through with all of Valukas' recommendations and mentioned the numerous steps GM has already taken to ensure something like this doesn't happen again. She also said GM is still working out the details on the compensation program for victims and that the company would begin processing claims by August 1. She also had to answer a barrage of questions from members of Congress including Tim Murphy (Chairman of the House Committee on Energy and Commerce) who referenced the Bloomberg report and asked if Kelley was still with the company. Barra confirmed that he is still employed and that his account is being investigated under GM's "Speak Up For Safety" program. "It sounds like he decided not to speak up," Murphy said. "Well, he is now, and we're taking it very seriously," Barra replied. Source: Bloomberg 1 , 2 , GM

autos

GM is the first of the domestic automakers to announce official tow ratings for its light-duty 2015 Chevrolet Silverado 1500 and 2015 GMC 1500 based on the SAE J2807 Recommended Practices. The move follows Ford's announcement that it will adopt the SAE towing standard for the 2015 F-150, which has yet to receive an official tow rating. For 2015, the light-duty pickups maintain their max tow ratings of up to 12,000 pounds under the SAE J2807 standard. UPDATE: While GM's light-duty pickups' max tow rating is unchanged, several configurations did see their tow capacity go down. Many of the popular configurations lost 300-400 pounds when the SAE J2807 standard was taken into consideration. First established in 2009, the J2807 Recommended Practices tests a pickup's structure, propulsion, handling, braking, and thermal handling ability in a set environment with and without a load. While Ford, GM, Ram , and Toyota all agreed to be using the standard by 2013, only Toyota had implemented the testing procedure at that time. Initially, GM said it wouldn't move to the standard until after Ford had with the new aluminum-intensive 2015 F-150, and Ram with its 1500 pickup. "We engineered the new Silverado and Sierra 1500s to be our most capable light-duty pickups ever," said Jeff Luke, executive chief engineer, in a release. "For 2015, we will build on that strong foundation to implement SAE J2807 while maintaining robust towing capability across the lineup." Nissan is also expected to move to the new standard with the new Cummins-powered 2015 Nissan Titan -- that 5.0-liter turbodiesel V-8 is expected to have "more than 300 hp" and "around 550 lb-ft of torque." Check out the chart below to see the changes to some of the 2015 Chevrolet SIlverado and 2015 GMC Sierra pickups' most popular configurations. Configuration 2014 (Pre SAE J2807) 2015 (SAE J2807) Regular cab 2WD 4.3L V-6 6.5' box 3.43 axle 6,400 lbs. 6,100 lbs. Double cab 2WD 5.3L V-8 6.5' box 3.08 axle 6,900 lbs. 6,500 lbs. Crew cab 2WD 5.3L V-8 5.7' box 3.42 axle 9,800 lbs. 9,400 lbs. Regular cab 4x4 4.3L V-6 6.5' box 3.42 axle 7,600 lbs. 7,600 lbs. Double cab 4x4 5.3L V-8 6.5' box 3.42 axle 9,600 lbs. 9,200 lbs. Crew cab 4x4 5.3L V-8 5.7' box 3.73 axle 11,200 lbs. 10,800 lbs. Source: GM

autos

GM is currently putting out public relations fires caused by its ignition switch problems , and now another automaker may soon feel the heat of NHTSA scrutiny. The federal safety agency has opened two investigations into 1.2 million Chrysler Group products, including Chrysler brand, Jeep, and Dodge vehicles, for ignition switch issues similar to those experienced in Chevrolet Cobalts and other recall-affected GM models. The first investigation looks into ignition switches in 525,000 Jeep SUVs that can slip out of the "run" position when bumped, according to Automotive News . As with the Cobalt, the airbags in the Jeeps could fail to deploy in a crash if the car is off. The second investigation endeavors to find out if a 2011 recall of 700,000 Dodge Grand Caravan and Chrysler Town & Country minivans, and Dodge Journey crossovers was effective in addressing the problem, which also dealt with faulty ignition switches. The NHTSA said in a statement that it has looked into how ignition switch position affects airbag deployment in all vehicle makes in order to understand the relationship between the two systems. After receiving information from Chrysler saying the ignition switch could disable the airbags, along with more than 50 consumer complaints, the organization launched the investigations. During the probe into Chrysler's minivans, the automaker said the switch can "over-travel" after turning on, getting stuck between the "run" and "accessory" positions. In this state, the switch can shake loose on rough roads and fall out of "run." NHTSA notes that no injuries associated with either issue have been reported. NHTSA has received reports, however, that owners of recalled Town & Country, Grand Caravan, and Journey models continued to experience ignition problems after the recall was conducted. Source: Automotive News (Subscription required)

autos

Jeep might have invented the upscale off-roader with the Grand Wagoneer, but Land Rover turned it into an art form. Literally. An example of the original Range Rover was once exhibited in the famous Musée de Louvre in Paris. Range Rover remains the benchmark vehicle in the luxury SUV segment, offering a combination of on-road comfort and off-road capability Mercedes-Benz, BMW, Audi, and Porsche luxury SUVs can't match. Our new long-term Range Rover is the entry-level car in a six-model lineup that starts at $83,545 and stretches to $142,995. Like the $88,545 HSE that will likely be the volume-seller here in the U.S., the base Range Rover is powered by JLR's 3.0-liter supercharged V-6, which develops 340 hp and 332 lb-ft of torque. It's five grand cheaper than the HSE because it's fitted with 19-inch wheels instead of 20s, has a different grade of interior trim, and doesn't get the panoramic sunroof. Not having all that hefty glass up top will help the handling. What we saved was spent on three practical options: Adaptive Cruise Control with Queue Assist ($1295 and essential for stop-start L.A. freeway traffic); the $2160 Vision Assist Pack, which bundles useful technology such as the surround camera to help with placing the vehicle in technical off-road driving situations, and a traffic detection system that warns of cars approaching when reversing out of a parking spot; and the $900 Tow Pack, which provides all the hardware needed to make use of the V-6's 7716-pound towing capacity and a full-size spare wheel and tire. We also ordered one pure indulgence: the $1850, 19-speaker, 825-watt Meridian Premium Audio system. In L.A., where glittering black-on-black 2014 Range Rovers on 21- or 22-inch wheels are the hottest new ride in town, my Scotia Grey Rangie looks decidedly low-key. I wasn't sure about the small wheels at first, but I'm getting used to the look of them, and on a practical level I know the lower unsprung mass of the rims and taller sidewalls of the tires improve the already excellent ride on the road, and will work better off it. After all, what's the point of luxury if you can't use it? Our Car Service life 2 mo/4305 mi Average fuel economy 15.8 mpg EPA City/Hwy/Comb Fuel Econ 17/23/19 mpg Unresolved problems None Maintenance cost $0 Normal-wear cost $0 2014 Land Rover Range Rover BASE PRICE $89,750 PRICE AS TESTED $89,850 VEHICLE LAYOUT Front-engine, 4WD, 5-pass, 4-door SUV ENGINE 3.0L/340-hp/332-lb-ft supercharged DOHC 24-valve V-6 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R Dist) 5170 lb (49/51%) LATERAL ACCELERATION 0.71 g (avg) MT FIGURE EIGHT 28.6 sec @ 0.61 g (avg) 0-60 MPH 6.1 sec QUARTER MILE 94.0 mph @ 14.6 sec BRAKING DISTANCE, 60-0 MPH 124 ft LENGTH x WIDTH x HEIGHT 196.8 x 78.1 x 72.3 in.

autos

This is my second long-term Range Rover. Back in 2003 I ran a 4.4-liter V-8 Vogue as my daily driver while serving as editor-in-chief of Britain's CAR Magazine. What a difference a decade makes. Though I loved the 2003 Rangie's chic style and magic-carpet ride, I swapped it for a six-cylinder diesel-powered BMW 7 Series after a few months because at the time I was commuting up to 1500 miles a week, and with an average fuel consumption of 14 mpg on the highway -- and no more than 11.5 mpg around town -- I was having to fill the tank every two days. And trust me, the novelty of standing in the cold damp of an English gas station forecourt that often wears off in a big hurry. After more than 6000 miles in the 2014 model, however, I'm hoping the folks at Jaguar Land Rover will forget to ask for it back at the end of our 12-month test. It's not just that my Range Rover is getting gas mileage numbers more like those the old model only started to deliver when it was fitted with the 3.6-liter twin-turbo V-8 diesel in Europe -- I saw 23 mpg at an average speed of 72 mph during a recent run on the interstate. It's also quicker, more responsive, smoother-riding, and better-handling. Hate on the small wheels all you want. I'll take improved ride quality and more delicate steering feel over flashy dubs any day. Every time I slide behind the wheel I'm impressed by the refinement and composure of the new Range Rover and the effortless grace with which it conducts itself, regardless of what it happening beneath its wheels. One small measure of the technological advance the new model represents over the old, a car that was launched four years before the iPhone appeared: The 3.0-liter supercharged V-6 under the hood delivers better efficiency than the old 4.4-liter V-8 while pumping out 20 percent more horsepower and 2 percent more torque. But perhaps the biggest single contributor to the 2014 Range Rover's impressive improvement in both performance (0-60 mph in 6.1 seconds, compared with 8.4 seconds for my 2003) and fuel consumption has nothing to do with on-board computers. The 2014 Range Rover's all-aluminum body is 39 percent lighter than that of the 2003 model. And you can feel it. Whether you're mixing it in L.A. traffic, or swooping along a canyon road in the Sierras, this new Range Rover seems amazingly light on its feet, far more agile and nimble than you'd expect of an SUV this size. Less is more? The 2014 Range Rover proves it. More on our long-term 2014 Land Rover Range Rover: Arrival Our Car Service life 4 mo/6245 mi Average fuel economy 15.6 mpg EPA City/Hwy/Comb Fuel Econ 17/23/19 mpg Unresolved problems None Maintenance cost $0 Normal-wear cost $0

autos

It'll need significant modifications to be a legitimate zombie fighter, but as of today Hyundai's The Walking Dead Special Edition Tucson can now be yours. The special Tucson was first teased at last year's Los Angeles auto show when the automaker promised it would eventually go on sale this year. That said, The Walking Dead Tucson is nothing more than special graphics, including exterior decal treatments meant to look like blood splatters on the lower edge of the crossover. Hyundai says the interior gets special badges inside in addition to a zombie survival kit. Of course, the car you'd most want to own during a zombie attack is the Hyundai Veloster Zombie Survival Machine , which debuted at last year's San Diego Comic-Con event. That car, which Hyundai built with the folks at Galpin Auto Sports, was packed with guns, chainsaws, a flame thrower, and windows protected by iron bars and barbed wire. At New York Comic-Con, Hyundai showed the Santa Fe Zombie Survival Machine , which was packed with samurai swords and knives. The zombie-fighting Hyundais coincide with the comic's 10th anniversary. Source: Hyundai

autos