Toyota has recently announced that the seventh-generation 2013 Camry and
Camry Hybrid get interior enhancements in their second year.
The 2013 Toyota Camry goes on sale at U.S. dealers at a base price of $22,235, excluding a $795 destination charge.
According to the Japanese automaker, the interior enhancements will
include new soft-touch material for the LE & SE grades, Blind Spot
Monitor now with rear cross traffic alert, door panels gets new
stitching accents on the models equipped with leather seating and
6.1-inch Display Audio Screen has been added as standard equipment on
the entry-level model.
The seventh-generation Toyota Camry is offered in three different
powertrain options in the U.S. market. First, a 2.5-liter 4-cylinder
gasoline engine that’s paired to a six-speed automatic gearbox, the peak
power output reaches 178 horsepower and 170 lb-ft of torque.
The EPA-fuel economy for the 2.5L gasoline engine is rated at 25 mpg
in the city and 35 mpg on the highway which makes the Camry 2.5L has
become one of the highest in its class, according to Toyota.
Next, a 3.5-liter Dual VVT-i DOHC V6 engine is available for the 2013
Camry SE and XLE, with a maximum output reaches 268 horsepower at 6,200
rpm and 248 lb-ft of torque at 4,700 rpm. While the EPA-fuel economy
for the 3.5L V6 engine is rated at 21 mpg in the city and 31 mpg on the
highway.
Back in the 1980s, the Yugo GV sold for a base price of just $3,990.
Even adjusted for inflation, from 1986 to 2013 (about $8,400 in
today's money), that's a steal—and one that did indeed prove
irresistible for more than 140,000 thrifty Americans.
Yet for the most part, the GV—for 'great value,' ironically—didn't
save its buyers any money in the long run. Costly premature engine and
clutch failure were surprisingly common (and expensive); gas mileage
was disappointing for what it was; resale values plummeted; and
insurers charged more in premiums because they didn't trust the Yugo's
occupant protection (or its bumpers).
Most of those Yugos have long ago been retired to the scrap heap; but
it underlines an important distinction: The cheapest cars to buy aren't
necessarily the cheapest cars to own, and the Yugo is a lesson for what
can go wrong if you shop for a vehicle (or anything else) only by its
sticker price.
That advice holds true today, yet thanks in part to tighter federal
regulations, more of the cheapest models are now safe, dependable, and
truly penny-pinching picks over the long term.
Lower-priced cars typically cheaper in the long run
“The smaller, lower-priced cars have the lowest cost of ownership,” said David Wurster, the president of Vincentric,
a data analysis firm providing cost-of-ownership information. When you
look at today's new cars there aren't any albatrosses like the Yugo, and
considering all of the categories (depreciation, insurance,
maintenance, etc), some of the cheapest models stand out: The Nissan
Versa, Chevrolet Spark, Kia Rio, Toyota Yaris, and Ford Fiesta all have
sticker prices under $15,000 and five-year ownership totals under
$30,000.
money
To
put it into perspective, that five-year Vincentric ownership number,
which includes depreciation, insurance, fuel expenses, maintenance and
repair costs, and even an 'opportunity cost'—for what you maybe have
earned on your money elsewhere—totals more than $100,000 for many luxury models, or more than $200,000 for the Mercedes-Benz S 65 AMG or CL 65 AMG, for instance.
Among these cheapest-to-own vehicles, Wurster points out, they’re all
strong sellers (indicating high demand); they all have supply that
doesn’t exceed demand by an extreme amount (like many larger SUVs and
trucks several years ago); and they’re powered by smaller, highly
efficient engines. Altogether, those factors keep fuel costs down and
resale value relatively strong.
Soothing depreciation's sting
Looking at all the components that add up to what a car costs to own,
it's the sting of depreciation that hurts most. According to Kelley
Blue Book, the average new car
will be worth just 35 percent of its original value after five years;
and with a current average around the $30k mark, you’ll essentially lose
nearly $20,000 for the privilege of driving a new car. Late-model used
cars are often the better deal for that reason, as they dodge the
steepest part of the depreciation curve, but if you want a new car,
along with many of the things that come with new-vehicle ownership—like a
strong warranty, the relatively low chances of a breakdown, and modern
safety features—you don't need to spend a lot.
Considering these other factors, like insurance costs, anticipated
reliability, and projected resale value, if you can find something at
the lower end of the market that you like (and if you’re okay doing
without the glamor of a more upscale new car), you’ll also take the
smallest hit to your wallet in the long run.
That said, unless you’re obsessed with being a die-hard miser, you
can’t get too caught up in the bottom-line cost projections. The totals
are best viewed when comparing vehicles within the same class against
each other, Wurster emphasizes. In other words, choose the kind of
vehicle you need first (minivan, crossover, etc.) and then compare the
costs.
Mike Calkins manager of the AAA's Approved Auto Repair program, notes
that depreciation, fuel costs, insurance, and finance charges are the
four most significant ownership/driving costs.
Don't forget about insurance
“Get a quote from your insurance agent before you buy a car to avoid
any nasty surprises,” Calkins recommends. He also argues that paying
cash for a new car, or getting a loan with the lowest possible interest
rate, helps cut finance fees that will cost you in the long run.
The AAA, as part of its most recent annual Your Driving Costs
study, found that small sedans have the lowest driving costs'—of about
45 cents a mile, considering all those factors, versus nearly 76 cents
for a large sedan.
Thinking about hybrids or special fuel-stingy models? They may come
with higher sticker prices, but in general their improved fuel economy
(and in some cases better resale value) mostly offset the premium. For
instance a modest Chevrolet Cruze 2LS has a five-year ownership cost of
$32,678, while the mile-per-gallon-minded Cruse Eco, at $33,492 over
five years, can't quite make up for its $2,550 sticker-price premium,
despite lower fuel costs.
So remember the Yugo. While many of the cheapest cars on the market
are also the cheapest to own, don't assume so; run the numbers for
yourself.
For the following list, we ran the numbers with the most recent
Vincentric Cost of Ownership data, as of February 2013. And because
there can be a lot of variance even within models, we've listed the
specific trim and bodystyle whenever needed. All are for model year
2013.
Read on to see our ten cars for which being thrifty pays off.
With the Mercedes-Benz A45 AMG, the first high-performance
AMG version of Mercedes’ new compact range, set to debut next month at
the 2013 Geneva Motor Show, it’s only natural that the similar CLA45 AMG, the AMG version of the new 2014 CLA Class, makes its debut at the following major international auto show, in this case, the 2013 New York Auto Show.
Well, the CLA45 AMG’s debut has now been confirmed for New York, via an entry form for a competition announced on Mercedes' Facebook page.
The competition gives you and a friend the chance to attend the
unveiling of the regular CLA as well as the CLA45 AMG at the 2013 New
York Auto Show, which kicks off on March 27.
No other details have been revealed, though previous information released by Mercedes has given much insight into the new compact range of performance cars from AMG.
Both the CLA45 AMG and the similar A45 AMG will feature turbocharged and
direct-injected 2.0-liter four-cylinder engines. The engines will be
rated at close to 350 horsepower and will send drive to all four wheels
via a seven-speed dual-clutch transmission.
There will also be a sports suspension setup with independently
developed front and rear axles, electromechanical AMG speed-sensitive
steering, and uprated brakes and tires to ensure the cars can make the
most of their explosive powerplants.
Performance should be scintillating, as you’d expect from any vehicle
wearing the AMG badge. Expect 0-60 times of around 5.0 seconds or less.
With the regular CLA's pricing starting at $30,825 (including
destination), expect the AMG model to command a hefty premium over that.
For an early look at the new 2014 Mercedes-Benz CLA45 AMG, click here for our previous spy shots post.
Porsche's latest generation of the 911, the 991, is making the rounds in both rear-drive and Carrera 4 all-wheel drive guises, and it's excellent.
But what about the higher-performance versions? They're coming. This is
the GT3, which is set to debut in just a couple of weeks at the 2013 Geneva Motor Show.
In this latest set of photos, the 991-type 911 GT3 is shown testing in the colds of Northern Europe, wearing zero camouflage.
The previous round of spy photos of the upcoming car
showed it next to its predecessor, a pre-facelifted 997 model (in
white). The comparison highlighted the differences between the 991 and
997, and showed that the newest GT3 looks every bit as much the part as
its predecessor.
A previously revealed racing version, the latest 911 GT3 Cup, also gave a good idea as to what to expect.
Due on sale later this year, most likely as a 2014 model, the next GT3
is expected to follow a familiar formula to the current model, though
the specifics remain unclear.
Weight savings should be even more impressive than the roughly 80 pounds
saved on the standard Carrera compared to the 997 model, with
lightweight materials, option deletes, and less equipment overall.
Performance should also be pushed higher thanks to improved efficiencies
inside the 3.8-liter flat six that's likely to power it. The current
GT3 RS turns out 450 horsepower
and weighs in right around 3,000 pounds; we expect the next GT3 to come
close to those same marks, with the eventual 991-based GT3 RS and a
possible successor to the limited-edition GT3 4.0 moving even farther up
the supercar ladder.
Click here for more pictures and the entire article
After Chevy with the C7 Corvette, Volkswagen of all companies may take the prize for offering the most ’Murican vehicle at this year’s Detroit auto show. The CrossBlue is officially a concept and the plug-in diesel-electric powertrain is classic auto-show fare, but it’s otherwise very close to the three-row SUV we’ll see from VW in about two years.
“A Volkswagen Made for America”
Volkswagen’s characterization of the CrossBlue—and the production model, which will have a different name—as being “made for America” cuts two ways. It’s not just a vehicle designed for American tastes, but to serve as a main player in VW’s quest for American sales growth. With seating for six or seven, the three-row crossover will be targeted at the Honda Pilot, Ford Explorer, and Nissan Pathfinder.
In that spirit, exterior designer Marc Lichte—who designed the MkV Golf—styled the CrossBlue to incorporate key characteristics of American SUVs: giant wheel arches, a wide stance, and a generally masculine look. They succeeded—if only because the thing is practically a dead ringer for one of the leading American 4x4s, Jeep’s Grand Cherokee. Don’t expect much of the styling to change on the production model.
The three-row VW crossover we’ll actually see in the real world will use real-world engines, including a powerful diesel four and perhaps a turbocharged gasoline four. A direct-injected V-6 is a certainty, and it, too, could feature forced induction. For auto-show purposes, though, the CrossBlue is fitted with in a plug-in diesel-electric powertrain, which would allow for about a dozen electric-only miles of travel. Maybe Europeans will see something like this in future cars, but we’d advise not holding out hope for U.S. availability in any model.
Like the latest Golf, the CrossBlue is built using the VW Group’s modular MQB architecture, a flexible system that allows the company to build many different vehicles on the same assembly line. The eventual production version, however, won't directly use MQB bits, as they don''t size up to the vehicle's expected size and load capabilities; the company says the three-row crossover will need bespoke parts to meet those needs. (This semi-unique architecture will also be put into play for China, and VW also says it will continue to "look for derivates.") That said, VW tells us that the way in which the crossover is engineered—and, indeed, the Passat on which it will be based—would allow it to be built in an MQB facility. A Chinese production CrossBlue likely will skip the third row in favor of a larger, more luxurious rear seating area.
The corporate line is that the final North American assembly point is undecided and that the various VW plants must bid for the right to build the crossover, but we're almost certain it will join the Passat in Chattanooga, Tennessee. Eventually, we think, the Tiguan’s U.S.-friendly replacement will be built on this site as well, which can be expanded to build as many as 500,000 vehicles annually.
As for the long delay between concept and reality? It's a bit of a surprise for a German company to force a long wait for an overdue model—but maybe that’s just part of VW’s Americanization.
Our Mazda CX-5 small SUV gets comfy in quarter three
After a couple of wild quarters with a mix of driver- and product-induced troubles, our long-term Mazda CX-5 settled into something a little more routine. It also welcomed a bundle of joy.
At
the tail end of the third quarter, the CX-5 provided hospital-to- home
transport for the latest addition to the Autoweek family: a little one
who arrived three weeks early and hadn’t even been named, officially. A
baby could do worse for a first-ever car ride.
The CX-5 is
adequate for infant transport, but not optimal. LATCH (Lower Anchors and
Tethers for Children) systems for car seats are available only on its
outboard rear seats, so if you want to use the preferred middle
position, you’ll have to secure baby seats the old-fashioned way: with
the seatbelt.
The reach-in through the rear door with an
infant seat is a back-tweaking stretch. Yet, there isn’t adequate space
for Mommy or Daddy to slip into the outboard seat, then slide baby and
carrier over the lap and into the center spot, so the lean-in is the
least cumbersome way to get baby on board.
Dynamically, our
most recent quarter was a mix of good and bad. The positives include a
solid unibody and athletic chassis, with good steering feel, grippy
brakes and excellent reflexes that don’t take too big a toll on ride
comfort. The negatives? We still haven’t adjusted to the balky,
eco-tuned automatic. It takes a deep stab at the gas pedal to find a
downshift, and there’s no sport mode to make it kick down more eagerly.
The six-speed does little to help harness 150 lb-ft of peak torque. The
only way to keep the engine working in its high-rev sweet range is to
shift manually.
After five nights out of circulation during
the first two quarters, the CX-5 missed none in the third and required
only routine maintenance: a 25,000-mile service, including oil change
and tire rotation ($76.21). Average fuel economy dropped to 25.9 mpg for
the third quarter; the average for nine months remains just a tick
under 28 mpg.
I
f they could just up the thrill quotient slightly, car-bred babies could have a truly satisfying ride home.
2013 Mazda CX-5 Grand Touring
As-Tested Price: $30,615 Miles Driven (Quarter/To-Date): 7,089/27,411 Fuel Economy (Quarter/To-Date): 25.9/27.4 mpg Fuel Cost (Quarter/To-Date): $955.43/$3,742.43 Days Out of Service (Quarter/To-Date): None/Five Maintenance: 25,000-mile service including oil change and tire rotation ($76.21)
Kia
has put its iconic hamsters back in the driver's seat to advertise the
Soul, the furry breakdancers hit an 18th-century opera house to the tune
of Axwell's remix of "In My Mind" by Ivan Gough and Feenixpawl with
Georgi Kay. We'll let the video do the rest of the talking.
In case you missed it on February 16th, here is Chevy’s presentation of the V8-powered rear-wheel-drive 2014 SS Performance Sedan — straight from Daytona International Speedway in Daytona, Florida.
So get a nice cup of joe (or whatever it is you drink) and join Mark
Reuss, President of General Motors North America, Jim Campbell, US Vice
President of Performance Vehicles and Motorsports, NASCAR President Mike
Helton, and Hendrick Motorsports driver Jeff Gordon in this
presentation:
The most important performance during The Oscars on Sunday evening won’t be by host Seth MacFarlane or any of the celebrity presenters — it’ll be by Hyundai.
The plucky Korean brand will have the national TV stage all to itself
as the exclusive automotive sponsor of the 85th Academy Awards, on ABC.
At a total presumed investment of somewhere north of $15 million, in
its fifth consecutive year as the only advertising car maker, Hyundai
will show up with nine ads comprising seven 30-second spots promoting as
many models during the ceremony as well as two more 30-second ads
during pre-show coverage.
The prospect of the largest TV audience for the Academy Awards in
several years could make Hyundai’s investment pay off more handsomely
than usual.
“We’re bullish on the chances for ratings this year, with
the combination of films that were critically acclaimed and that also
did big box office” in 2012, Steve Shannon, CMO for Hyundai of America,
told me. “We just like the feel of the Oscars.”
It’s a more rarefied venue, to be sure, than the Super Bowl. Oscar
ads run at about half the cost of a spot during Super Bowl XLVII on CBS,
or about $1.65 million to $1.8 million for 30 seconds — more than
previous broadcasts. And with significantly fewer advertising slots to
be had during The Oscars than during the Big Game, each ad tends to have more impact.
Shannon likes three other important aspects of Oscars advertising
that especially fit a recent media strategy Hyundai has called “Big
Voices, Big Places”: female domination of the viewership, the luxury
setting of the affair and the brand’s category exclusivity.
“It’s more female-skewing, which is nice,” he said. “With an
environment of style and sophistication, it’s a really great fit” for
Hyundai premium models Genesis, Azera and Equus. Being the only car
brand in the telecast, Shannon explained, helps give Hyundai “the chance
to tell a much richer and deeper story, and we can feature [every
product.] We’ll have a particular focus on luxury products but we can
showcase the whole brand and the whole lineup.”
Plus, Hyundai will lend an Oscars-specific element to some of the
spots for the telecast’s “Hollywood-loving, film-culture-loving crowd,”
Shannon said. “Each one, in a slightly different way, has a nod to film
that the audience will appreciate,” such as one ad in which Bridges
breaks in to take back the mike from an over-exuberant voice-over man
who has made an action-movie-trailer-style pitch for the Equus sedan.
That's the trend today: full-featured SUVs on smaller wheel-bases; witness the popular BMW X1 and VW Tiguan.
If you've ever admired the sumptuous curves of Buick's full-size
Enclave SUV -- but you don't need, or want, a 5,000-pound vehicle -- the
Encore is a nearly-perfect three-fifths scale copy.
Full disclosure: This is no family hauler, unless your family
consists of a spouse, a toddler and a Chihuahua. The Encore's small
wheelbase and modest powerplant -- which is more suited to singles and
couples -- is designed for comfort more than cargo. Still, it's the
perfect starter SUV for young upscale buyers, and an attractive
down-size option for baby boomers whose babies have left the nest.
Encores have just started arriving at Integrity Buick in Chattanooga,
and we snagged a Carbon Black Metallic copy with the midtrim Leather
Group package. There were three Encores on the ground there earlier this
week.
I tell import buyers all the time, "Take a look at Buick." And the Encore could be Exhibit A in this line of reasoning.
STYLING AND COMFORT
The Encore is a show-stopper when it comes to styling. On a sunny
day, our shimmering black test car was bouncing light around like an
onyx disco ball.
I've always been a sucker for a black car, and the Encore wears the
color well. Buick's signature waterfall grille and tri-shield emblem
give the little SUV a regal face.
There are nice touches everywhere on the Encore's exterior: smoothly
integrated roof rails, chrome embellished door handles, and gleaming
seven-spoke chrome rims (a $995 option). The body has attractive
character lines and undulations which trigger the aforementioned light
show.
Inside, the Encore is all modern Buick, which is to say futuristic
and fun. A beefy, leather-covered steering wheel frames an analog
speedometer and tachometer.
For more information visit http://PPMSale.com
Electronic functions are controlled from a cluster of buttons and
dials on the lower dash -- think Blackberry, not iPad -- and displayed
on a 7-inch color display. The leather-trimmed seats in our test SUV
were comfortable and tastefully stitched. Front leg- and head-room is
adequate, although back-seat space is modest by compact-SUV standards.
DRIVING IMPRESSIONS
The Encore is powered by a 1.4-liter, four-cylinder turbocharged
engine, which squeezes 138 horsepower out of its tiny displacement.
Mated to a slick, six-speed transmission, the turbo spools up quickly
and delivers adequate pace off the mark.
The Encore manages to return 33 miles per gallon highway and 25 miles
per gallon city -- or roughly equivalent to a midsize sedan.
Unlike some small SUVs, which suffer from vibration and body lean,
the Encore feels solid and trustworthy. During a test drive on secondary
roads around Chickamaugua Lake, it was fun to toss around the Encore,
which remained sure-footed and quiet.
BOTTOM LINE
Our test car stickers for $28,650, but looks more expensive.
Interestingly, the Encore is assembled in Korea. Buick is among the top
names in the auto business now in product quality, and the Encore is one
of those cars you really need to see to fully appreciate. It offers
incredible design bang for the buck.
Are you in the market for a slightly used luxury truck? How about a
Cadillac Escalade previously owned by Nicole “Snooki” Polizzi? Well,
Polizzi’s 2011 Escalade EXT is currently up for grabs courtesy of eBay Motors.
Not your typical Escalade, Polizzi’s former ride features custom
wheels, ambient lighting, pink accents and a faux snakeskin-wrapped
exterior. The Escalade emblem on the vehicle’s rear has been replaced
with a badge that reads “Boss Lady.” Additionally, Polizzi autographed
the vehicle’s hood.
Polizzi’s 2011 Cadillac Escalade features many options including
sunroof, 4-wheel drive, leather seats and a CD player. As for safety
features, the vehicle boasts anti-lock brakes, driver airbag, passenger
airbag and side airbags. The truck also touts basic power options like
air conditioning, cruise control, power locks, power windows and power
seats. Performance-wise, this Escalade contains a 6.2-liter 376
cubic-inch V8 FLEX OHV engine. The two-year old vehicle has just 6,295
miles.
Less than six years after promising the world a car
capable of returning a fuel economy of 1.0 liter of fuel burned per 100
kilometers driven, roughly equivalent to an insane 235 mpg, Volkswagen
has done even better, revealing today, in production trim, a car capable
of returning a fuel economy of 261 mpg or about 0.9 liters per 100
kilometers.
That car is the 2014 Volkswagen XL1, which makes its official world debut at the 2013 Geneva Motor Show on March 5.
Already previewed in concept form, and spotted during testing
by our own spy photographers, the production XL1 looks every bit as
futuristic as you’d expect of a car that could potentially make a return
trip across the country on a single tank of fuel.
But as impressive as it looks, the lines of the XL1 are all functional.
They contribute to the vehicle’s super-slippery 0.186 coefficient of
drag, which is aided by a lack or side mirrors (the XL1 uses
reverse-looking cameras) and inset rear wheels.
Other key details include the angular LED headlights, scissor doors and wheel covers.
The XL1 also benefits from a low curb weight (1,752 pounds) and a low
center of gravity, which coupled with its low coefficient of drag means
it needs just 8.3 horsepower to cruise at a constant speed of 62 mph.
Power comes from an advanced diesel-electric plug-in hybrid system, which matches a 0.8-liter two-cylinder diesel engine
with an electric motor and seven-speed DSG dual-clutch transmission.
The diesel engine offers a peak output of 47 horsepower on its own,
while the electric motor adds an additional 20 kilowatts (26 horsepower)
for a combined output of about 73 horsepower.
Volkswagen says its XL1 is good for a 0-62 mph time of about 12.7
seconds and a top speed of 99 mph. These figures aren’t stellar but what
do you expect from the world’s most fuel efficient car.
The drivetrain allows multiple driving modes, including electric or
diesel only modes, plus a combination of the two. In electric mode, the
XL1 has a range of about 31 miles from energy stored in its lithium-ion
battery. That’s better that the original 22-mile range the concept
version promised.
Note, the 261 mpg rating is only when the batteries are constantly
topped up. On a single charge of the batteries, plus a fill of the car’s
10-liter fuel tank, you’re looking at a driving range of just over 300
miles. Without constantly topping up the batteries, you're looking at
fuel economy of around 120 mpg.
The 2014 Corvette Stingray isn’t even in the hands of customers yet (though we have seen its first crash),
but details are beginning to emerge about the next generation of
higher-performance Corvette models. The good news is this: Chevrolet
appears to have plans to launch both a Z06 and ZR1 version of the C7 Corvette.
According to Motor Trend,
the next Z06 will get an updated version of the current car’s
normally-aspirated 7.0-liter V-8, with as much as 600 horsepower on tap.
That’s quite a jump from the 505 horsepower made by the Z06 in 2013,
though the final output is dependent upon the next ZR1's power rating.
As we told you yesterday, GM is looking at both supercharging and twin-turbocharging to increase the output of its latest LT1 small block V-8,
which debuts in the 2014 Corvette Stingray. While the first-generation
ZR1 relied on supercharging to make its 638 horsepower, that recipe
isn’t set in stone.
If GM can get better output and fuel economy from sequential
turbocharging, expect to see that employed on the next Corvette ZR1, as
well as the next Cadillac CTS-V. Rumor has it that Chevrolet is
targeting the 700 horsepower mark for the next ZR1, which would clearly
put the car at or near the top of the U.S. sports car food chain.
To protect its range-topping Corvette, Chevrolet will look to maintain a
100+ horsepower gap between the Z06 and ZR1. If the ZR1 doesn’t crack
the 700 horsepower mark, don’t expect to see the Z06 break 600
horsepower.
As good as the current Z06 and ZR1 are, the positive news in all of this
is that the next generation cars will be even faster and more capable.
As for when they’ll debut, don’t expect to see either model in dealer
showrooms for at least a year, as Chevrolet wants to generate Corvette
Stingray (and Stingray convertible) sales before introducing new variants.
Jeep’s lauded Cherokee nameplate is back, though the vehicle it returns
on shares little resemblance with any previous generation of the popular
mid-size SUV.
That’s because this latest model moves towards true crossover status,
adopting the front-wheel-drive Compact U.S. Wide (CUSW) platform found
in a variety of vehicles including the Alfa Romeo Giulietta and Dodge Dart.
Serving as the replacement for the Liberty, the new Jeep Cherokee
arrives for the 2014 model year and makes its debut late next month at
the 2013 New York Auto Show.
Jeep is holding back most of the details until the car’s show debut, but
the automaker promises its new Cherokee is a “no-compromise” vehicle
and should offer best-in-class capability. This means we should still
expect all-wheel drive (perhaps as an option) and Jeep’s Trail-Rated classification.
Jeep also states that its new Cherokee will deliver fuel economy
improvements of more than 45 percent versus the outgoing Liberty, which
in its final model year returned 16/22 mpg city/highway and 18 mpg
combined.
Honda is moving its North American leadership from California to a major factory campus in Ohio. The Japanese automaker said Friday that about 50 leadership and support jobs will move to Marysville, Ohio, near Columbus.
But the company says its American headquarters and about 2,500 workers will remain in Torrance, Calif., near Los Angeles.
Honda has a huge factory complex in Marysville that makes the top-selling Accord midsize car and other vehicles.
Last
year the automaker announced plans to have its sales, manufacturing and
research operations North America play a greater role in the global
business. The company said that the move to Ohio and several executive
changes made Friday are the next step in that process.
Honda also said it would form a new services company based in Marysville.
Tetsuo
Iwamura, president of Honda North America and CEO of American Honda
Motor Co., will have offices in both Marysville and Torrance.
The move will start April 1 and continue through the next year, Honda said in a statement.
The
automaker has built cars in Ohio for more than 30 years and has several
other factories and research facilities in the region. Currently, more
than 13,500 people work for Honda in Ohio at assembly plants in
Marysville and East Liberty, an engine plant in Anna north of Dayton and
a transmission plant at Russells Point. Honda also has a research and
development center in Raymond, the largest such facility outside of
Japan.
In November, the company announced it would make more than
$200 million in new investments at the Anna and Russells Point plants,
creating at least 200 new manufacturing jobs. Honda says it has
announced investments of more than $800 million at its Ohio facilities
in the past three years. The company employs 13,500 Ohioans.
At least Sergio Marchionne won’t have to endure any more jokes about producing Maseratis on Jeep’s production line.
But the Italian maker’s announcement this week
that the Maserati Levante SUV – based on the Jeep Grand Cherokee
platform – will be made in Italy instead of Detroit’s Jefferson Assembly
doesn’t obscure the fact that Fiat has the SUV bug.
And that is the supreme irony of Fiat’s takeover of Chrysler: The
European company that President Obama brought in to civilize the
truck-making Detroit heathens on how to make fuel-sipping, global
warming-fighting tin cans has instead discovered the profit-making
wonders of the light truck.
Sure, Fiat’s nifty little 500 compact has started to sell in the U.S.
after a slow start – but it will never have the profit margins that
trucks do. That’s why Chrysler’s real savior has been the resurgence of
its Jeep and Dodge SUVs, now consuming three shifts a day in Detroit.
Savvy Sergio has realized that that is where the money is – not only in
the U.S. market, but globally. Porsche’s best-selling model of all-time
is the Porsche Cayenne SUV – and the Italians are envious. Thus the
Maserati Levante (introduced at last year’s Detroit auto show as the
Kubang). And thus the Lavante’s production in Europe where Fiat is
suffering financially (and where the company needs to fill excess,
union-mandated plant capacity to boot).
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n our September
2012 small CUV comparison test, in which the Ford Escape edged the Mazda
CX-5 for top honors, the overwhelming consensus among the judges was
that had the Mazda had more oomph, it would have won. As Jonny Lieberman
so eloquently concluded, "Engine notwithstanding, we liked almost
everything about the CX-5. If Mazda could add a little extra power,
well, winner, winner, Mazda chicken dinner." With a naturally aspirated
2.0-liter Skyactiv I-4 producing 155 horsepower and 150 lb-ft of torque,
the FWD CX-5 needed 9.4 seconds to saunter from 0 to 60 mph and 17.1
seconds at 79.9 mph to nudge the quarter mile. That's 0.5 and 0.4
second slower, respectively, than the times for the 173-hp, 184-lb-ft
Escape. Zoom-zoom? Not so much.
Just one model year after its introduction, though, Mazda is adding an
old-school enhancer -- displacement -- aimed at giving the sporty CUV
the muscle to match its athletic chassis. About the size of an average
Coke bottle, the half-liter of extra engine volume gives the new
2.5-liter Skyactiv I-4 the much-needed energy to make another run at the
Escape. Output for the 2.5, which is shared with the 2014 Mazda6, is
rated at 184 hp at 5700 rpm and 185 lb-ft at 3250, with both power and
torque peaks realized earlier in the power band than in the 2.0. Similar
to its smaller sibling, the 2.5 boasts direct injection and a 13.0:1
compression ratio, and runs on 87 octane. But that's about where the
similarities end. Both bore and stroke are unique to each engine, and
Mazda notes that only a handful of components are shared between the
two.
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BMW (BMWG.DE) is recalling about 750,000 of its vehicles in the United States, Japan,
Canada and South Africa due the chance of an electrical failure that
may cause the cars to stall unexpectedly, U.S. regulators and the
company said.
Vehicles sold in Germany, BMW's home market, and the rest of Europe are not involved in the recall.
The
recall affects Bayerische Motoren Werke AG's popular 3-Series sedans,
convertibles, coupes and sports wagons, as well as its 1-Series coupes
and convertibles and Z4 two-seat roadsters. In some markets, the X1
crossover vehicle is also part of the recall.
The affected vehicles were built between March 2007 and July 2011.
A
battery cable connection with a fuse box on the cars may degrade over
time, which could cause the engine to stall because of a loss of
electric power, increasing the risk of a crash, the U.S. National
Highway Traffic Safety Administration said in a report issued on Monday.
BMW
on Tuesday said that there was one crash, in Canada, related to the
issue, which did not cause injury. There have been no reported crashes
or injuries in the United States, BMW said.
Among
major BMW markets, the company is recalling 504,545 cars in the United
States, 100,000 in Japan, 65,285 in Canada, and 50,000 in South Africa,
the company said.
The vehicles
involved in the recall include the 3-Series sedans, coupes, convertibles
and sports wagons from the 2007-2011 model years, the 1-Series coupes
and convertibles from model years 2008-2012 and the Z4 vehicles from
model years 2009-2011.
Among the
recalls in Canada are 1,800 X1 compact crossover vehicles from the model
year 2012. The X1 was not yet on sale in the U.S. market in the period
covered by the recall, BMW said.
The transformation from the concept model
we saw at last year's Beijing auto show to a production car brought
only a few minor cosmetic changes, such as the replacement of the carbon
fiber trims inside and out with aluminum or black-colored parts, and a
de-tuning of the TT RS- and RS3-sourced 2.5-liter turbocharged unit,
dropping power from 350hp (355PS) to 306hp (310PS). The
inline-five, which produces a peak torque figure of 420Nm (309.8 lb-ft)
available between 1,500 and 5,200 rpm, is connected to a standard
seven-speed S tronic dual clutch transmission that transfers power to
all four corners via Audi's quattro permanent all-wheel drive system
with a hydraulically operated and electronically controlled multi-plate
clutch located at the rear axle. So
how fast is the production RS Q3? According to Ingolstadt, it takes 5.5
seconds to complete the sprint from 0 to 100 km/h (62mph), and its top
speed is electronically governed to 250 km/h (155mph). As far as fuel
economy is concerned, the performance version of the Q3 series returns a
combined figure of 8.8lt/100 km (26.73 US mpg or 32.1 UK mpg). To
improve handling, quattro engineers tweaked the suspension and lowered
the ride height by 25mm (about an 1 inch), placed the battery in the
luggage compartment (for better weight distribution), and added
ventilated and perforated brake discs up front and larger discs at the
back gripped by eight-piston calipers. Furthermore,
the electronic stabilization control (ESC) has a sport mode, and it can
also be deactivated entirely, while there's a Launch Control function
as well. Audi says the RS Q3 weighs in at 1,730 kg (3814.00 lb). On the outside, Audi made sure to separate the RS model from the plebeian
Q3s through a number of visual highlights, such as the exclusive
19-inch or optionally, 20-inch wheels, body accents and roof rails in
matt aluminum, high-gloss black honeycomb front grille, RS front bumper,
a rear diffuser with a single oval tailpipe and a roof spoiler. The
interior is upgraded with bespoke sport seats upholstered in black
Alcantara and leather, with diamond stitching offered as an option, a
revised instrument cluster with gray gauges and white scales and red
pointers, a flat –bottom steering wheel, and plenty of aluminum trims
and parts. First deliveries in Europe will start this fall, with pricing in Germany to start from €54,600 or about US$73,100.
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Addressing a packed house of U.S. automotive dealers,Hyundai
President & CEO John Krafcik delivered the industry keynote address
at the 2013 NADA Convention and Expo Saturday afternoon. Krafcik
encouraged the industry to defy conventional wisdom and touched on the
ways Hyundai and its dealers have taken unconventional approaches with
its design, retail processes, and premium products. Krafcik also spoke
to the entrepreneurial spirit of dealers and the critical role they play
in leading innovation in the auto industry.
Krafcik
opened by complimenting the industry on its recent achievements and
affirmed his confidence in the automotive retail model. "You provide
jobs, provide a stable tax base and contribute to philanthropic causes
in your local communities across the country. Yet it seems like every
day someone is bashing the U.S. automotive retail system as being out of
touch or inefficient. From our perspective at Hyundai, the franchised
dealer system in the U.S. works because it's the concentrated
distillation of another system that we know works. One that's been
proven over the last couple of centuries -- the American free enterprise
system."
Mazda,
a tiny company in a land of auto industry giants, knows it must offer
something special to survive against the Toyotas, Hondas, Fords and
Volkswagens of the world.
Its MX-5 Miata (evaluated here
last week) has been a signal of that: a pure, two-seat, convertible-top,
rear-drive, affordable sports car that's unique in the market.
But small sales of specialty models can't cover the rent, and
Mazda needs bigger players in larger segments. Thus, the makeover of its
midsize Mazda6 sedan.
Judged by specifications, its direct rivals are the likes of Honda Accord, Toyota Camry, Ford Fusion, Chevrolet Cruze, Nissan Altima.
Judged by driving feel, it has no direct rivals. Not that the
2014 Mazda6, on sale since last month, is an easy champion in that
fierce field of highly competent sedans. Rather, it's the most palatable
overall blend of sporty, comfortable and fuel-efficient.
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