On the Move

Monday, June 27, 2011

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Consumers air views in annual quality study

By Greg Gardner Detroit Free Press

DETROIT — J.D. Power’s 2011 initial quality study found consumers increasingly critical of complex technology designed to increase smartphone use in vehicles.

The National Highway Transportation Safety Administration also has been highly critical of the growing number of features in these in-car technology systems, which it has said are highly distracting to drivers.

Despite the growing amount of technology in cars, the industry improved overall, to an average of 107 problems per 100 vehicles.

That translates into about one problem per vehicle. The industry averaged 109 problems per 100 vehicles in 2010 and 108 in 2009.

The study evaluated 32 brands based on survey responses from more than 73,000 purchasers and lessees of new 2011 modelyear vehicles after 90 days of ownership.

Toyota’s Lexus brand secured the No. 1 spot in the 2011 annual study, with 73 problems reported for every 100 vehicles, while the Toyota brand finished No. 7. Honda and its Acura luxury brand were No. 2 and No. 3, respectively.

Like last year, only two Detroit brands finished above the industry’s average. Last year, Ford and Lincoln were in the above-average tier.

This year, however, it was Cadillac and GMC. Ford sank markedly in the survey overall. Last year, it was the top-performing nonluxury brand with 93 prob-

lems per 100 vehicles. This year, it finished 23rd with 116 problems per 100 vehicles — below No. 14 Chevrolet and No. 16. Chrysler.

While the Chrysler brand posted a 10 percent improvement in the study, the company’s Dodge brand ranked last with 137 problems per 100 vehicles.

In a notable finding, the initial quality of 2011 models that did not undergo major redesigns improved to a bestever 103 problems per vehicle. But the number of problems reported among all-new or significantly redesigned models jumped 10 percent from last year (to 122 problems per hundred from 111 last year).

J.D. Power pointed to two causes for this trend.

First, as automakers launch new engine and transmission software intended to improve fuel economy, some of these changes are leading to engine or transmission “hesitation� when accelerating or shifting gears.

The second factor is the introduction of multimedia technology, such as handsfree and voice-activation systems that enable drivers to use cellphones, download applications from smartphones and control interior temperatures.

A significant number of consumers told Power researchers that some of the systems are not intuitive or don’t always function properly. J.D. Power found 18 percent more complaints about audio, entertainment or navigation systems in 2011 than in 2010 and 28 percent more than in 2009. “Consumers are interest-

The study evaluated 32 brands based on survey responses from more than 73,000 purchasers and lessees of new 2011 model-year vehicles after 90 days of ownership. ed in having new technology in their vehicles, but automakers must ensure that the technology is ready for prime time,� said David Sargent, J.D. Power vice president of global vehicle research. “Successful companies will be those that can take this incredibly complex technology and make it reliable, seamless and easy for owners to operate while they are driving.�

In contrast to declining quality feedback on all-new models, the average quality of models that had no significant redesign from 2010 to 2011 improved to a best-ever 103 problems per hundred vehicles.

Ford, which has been one of the industry leaders in offering more connectivity to drivers, is already refining its Sync hands-free feature and simplifying a more intricate option called MyFord Touch, which debuted last year on the Ford Edge and on Lincoln MKX models as MyLincoln Touch. Nearly every automaker offers some type of hands-free access to cell phones, Internet-based entertainment and social network messaging.

Several Detroit vehicles ranked in the top of J.D. Power and Associates’ car segment rankings.

GM swept the large crossover/SUV category with the Chevrolet Tahoe, GMC

Yukon and Chevrolet Suburban. The Chrysler Town & Country and Dodge Grand Caravan were ranked as top minivans.

The Ford Taurus was the top-ranked large car, and the Dodge Challenger and

Chevrolet Camaro ranked as the top midsized sport cars.

Other top Detroit performers include: the Cadillac Escalade, Lincoln Navigator, Ford F-150, Chevrolet Avalanche, Ram Dakota, Dodge Durango and Chevrolet HHR. For compact cars, an increasingly popular category of vehicle, the top-ranked models were the Honda Civic and Insight and the Toyota Prius. The top-ranked midsized cars were the Honda Accord, Subaru Legacy and Toyota Camry.

Meanwhile, three assembly plants tied for Power’s Platinum quality award for making vehicles that averaged only 24 problems per 100: Toyota’s Cambridge South plant in Ontario that produces the Lexus RX; Toyota’s Kyushu, Japan, plant that makes the Lexus ES; IS and RX, and Honda’s Greensburg, Ind., factory that makes the Civic.

No plants operated by Detroit automakers received a top award for initial quality.

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Page 2 / Monday, June 27, 2011

Tallahassee Democrat / OnTheMOve

Ford Focus offers a taste of Europe

By Larry Printz The Virginian-Pilot

I had been driving the 2012 Ford Focus for four days when I pulled into the driveway of a friend. Parked there was her late-model Audi A3.

Like the Focus, it is a five-door hatchback. Both are designed in Europe. And despite the Audi name, the A3 actually starts with the humble Golf platform, with which the Focus competes on the continent.

Then, a question entered my mind: Could this new Ford, designed and engineered in Germany, be competition for the Audi A3?

A few more days answered that question.

There’s no doubt that having Audi’s four rings on the grille holds more elan than Ford’s blue oval. But look beyond the image and you’ll find the Focus to be a compelling value.

Of course, the first thing you’ll notice is the Focus’ styling. Its aggressively sculpted look makes the A3 look frumpy by comparison. And the Ford is longer yet lighter than the Audi.

For 2012, the Focus is available as a four-door sedan or five-door hatchback in S, SE, SEL and Titanium trim levels. A five-speed automatic transmission is standard; a six-speed dual-clutch automatic transmission, which uses the same gearset as a manual but shifts automatically, is optional.

Ford Motor Co. supplied a five-door hatchback in top-of-the-line Titanium trim.

The dual-clutch is a very sophisticated transmission, allowing for precise, quick manual shifting without having to use a clutch pedal. You can only shift manually by flicking an incredibly tiny toggle switch on the transmission lever.

It’s extremely lame. Why couldn’t Ford design steering-wheel-mounted paddles like German automakers? My guess: It costs too much for the segment.

Still, this is a frugal devil, rated at 28 city, 38 highway. Opt for the SFE (Super Fuel Efficient) package and mileage climbs to 40 mpg, but you must order the automatic.

That said, the 2.0-liter four-cylinder engine, while possessing 160 horsepower, seems a bit short of torque, meaning you’ll have to work this engine a bit to get anything out of it. This is where the A3 trumps the Focus — for now.

The transmission has different drive modes, which can change the car’s response instantly. In standard drive mode, the driveline acts is perfectly

MCT

For 2012, the Ford Focus is available as a four-door sedan or five-door hatchback in S, SE, SEL and Titanium trim levels.

StatS

2012 Ford FocuS Engine: 2.0-liter four-cylinder Wheelbase: 104.3 inches Length: 171.6 inches Weight: 2,948 pounds cargo space: 23.8-44.8 cubic feet EPa rating: (city/highway) 28/38 mpg Fuel consumption: 29 mpg Fuel type: Regular Base price, base model: $16,995 Base price, test model: $23,490

adequate, opting for fuel efficiency over speed. But shift the lever into S, or sport, mode, and Clark Kent sheds his glasses.

There’s a bit more responsiveness.

The Focus has the solid feel one expects of a small European car, and that’s because it is one. Its behavior is almost unheard of in small cars with American nameplates. Yes, there’s understeer, not to mention some body lean, while tackling corners. The ride is very comfortable.

The suspension absorbs bumps well and

body motion is held in check.

On the highway, making a quick lane changes or tackling a corner, you’ll find the Focus retains its focus with a reassuringly nimble feel. Braking is very good.

The cabin is very quiet for a small car, even in hatchback form. The front seats provided excellent support, with aggressive side bolsters to hold you in place while cornering. Some larger folks might find them confining. Legroom was good up front, but tight in the rear seat unless front passengers compromised some of theirs.

The sedan costs less than the hatch, even though the hatch is 7 inches shorter. Passenger space is identical, but the hatch has greater cargo space, according to Ford.

There’s plenty of standard gear, including dual automatic climate control, an 8-inch high-def screen with controls for audio, climate and Bluetooth-enabled mobile phone.

Options include a navigation system, leather seats, power moonroof and a selfparking system that’s easier to use than

Lexus’. (If you can’t park this car, don’t bother getting behind the wheel.)

The Focus presents a delicious conundrum. Do you go for a stripper or opt it up?

The base car handles well, offers good space and good fuel economy. A fully loaded Titanium costs as much as some midsize cars, but has an excellent balance of ride and handling and, in hatchback form, great cargo flexibility. And let’s not forget that stellar gas mileage.

It’s not as fast as the Audi, but offers all of its creature comforts.

It should also make a Ford Fiesta a tough sell. Unless you can’t afford the extra scratch, the Focus is larger, but offers similar gas mileage.

That you can talk about the Focus and the Audi is saying something. No, Audi hasn’t gotten soft. Rather, it’s that Ford is that good, delivering a European car that hasn’t been dumbed down for American tastes.

Instead, it’s the real deal, filled with a European ambience that makes it among the best small cars you can buy.

Monday, June 27, 2011 / Page 3

OnTheMOve / Tallahassee Democrat

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Page 4 / Monday, June 27, 2011

Tallahassee Democrat / OnTheMOve

New V-6 engines catch up to V-8s

By Steve Everly

The 2011 Ford F-150 as seen on display in January at the 2011 Washington Auto Show in Washington, D.C. By May, for the first month since 1985, more F-150s were sold with V-6s than with V-8s.

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KANSAS CITY, Mo. — Jim Leath has driven pickup trucks since the 1960s, always powered

by V-8 engines beefy enough to tow a boat or carry a load of concrete blocks.

But recently he did what for him was once unfathomable. He bought a Ford F-150 pickup with a V-6. And he has no regrets, especially after easily pulling a trailer packed with two horses, a couple of donkeys and a mule.

“This thing has so much power it’s pathetic,” he said. “I always wanted to get the biggest and the best, but this is the best.”

The long relationship between big, thirsty V-8s and pickup trucks, one of the last bastions for the engines, is showing signs of cracking. A new breed of V-6s is getting better gas mileage while not compromising on towing and hauling power.

V-8s still top the overall newpickup market. But the country’s best-selling vehicle, the F-150, is leading the six-cylinder assault.

In May, for the first month since 1985, more F-150s were sold with V-6s than with V-8s.

Ford, which makes the pickups in Kansas City and Chicago, restored a standard V-6 to its model line in November. But an enhanced V-6 that it started selling early this year is fueling the surge in sales. It is fitted with the automaker’s EcoBoost package, which includes turbochargers and direct fuel injection.

Those enhancements keep some of the smaller engine’s better mileage while boosting performance.

Higher gasoline prices have made car and truck shoppers look for better mileage, but Ford executives have been surprised with how quickly the V-6 pickups’ sales have grown.

By April, the V-6 engines accounted for 50 percent of F-150 sales and in May were 56 percent. In the Kansas City area, F-150 buyers are picking the smaller engines 61 percent of the time, the second-highest rate in the country.

“Who would have thunk it?” said George Pipas, Ford’s sales analyst.

Automakers, pushed by tougher federal efficiency standards, have offered more hybrids and a few electric cars — and they have been

Olivier DOuliery/AbAcA Press/McT

especially aggressive with improveBut pickup-truck drivers are a ments to gasoline engines. special challenge, in part because But selling fuel economy gets of some testosterone demographics. trickier when it comes to larger Even Toyota, with its reputation for vehicles such as SUVs and pick- fuel efficiency, made sure to offer up trucks, where engine size and its Tundra pickup with a couple of power have been so V-8 options. important in attract- Most pickup Most pickup driving buyers. ers, it turns out, do J i m K l i e s c h , drivers, it turns have real hauling research director out, do have real needs beyond carof the clean-vehirying a few bags of cles program at the hauling needs mulch home from the Union of Concerned beyond carrygardening store.

Scientists, recalls Just 15 percent of approaching Ford ing a few bags F-150 buyers don’t use them at all for in 2003 about mak- of mulch home ing its Explorer SUV business, according more fuel efficient. from the garden- to Ford. About 35 percent use them He had a similar ing store. only for business, package in mind, using smaller turbocharged engines and 50 percent a combination of with other upgrades. business and leisure.

Ford dismissed the approach That’s the case for Leath, who then but has embraced it now. New still does some work for a Raytown Explorers all have V-6 engines now, highway construction company and a souped-up four-cylinder he once headed. And his hobbies engine soon will be offered. include buying horses and other “It’s not rocket science; it’s auto animals. engineering,” Kliesch said. “Ford So he never thought twice about is recognizing that consumers can getting a V-8, and he scoffed when have their cake and eat it, too.” he read that Ford was coming out

with a V-6 that would be competitive with the V-8.

“I couldn’t believe it,” he said.

Ford knew other pickup drivers were likely to feel the same. The six-cylinder engine, offered since the F-150 made its debut in 1948, had a checkered history. It had an uptick in 1985 when there was a shortage of V-8s, but it struggled and was dropped in 2008, when even that year’s record gas prices didn’t do much for sales.

To overcome doubts about its new V-6, Ford launched a national tour of the vehicles, complete with test drives. Leath took one for a spin and became a convert, buying a new F-150 with the EcoBoost V-6.

F-150 buyers can choose from two V-6s and two V-8s. The V-6 without the turbocharging and other upgrades is cheaper and has a slight mileage edge over the V-6 with EcoBoost.

But the EcoBoost version has more horsepower and torque — giving it greater towing capacity and ability to carry heavy loads similar to or better than the two V-8s.

Mark Smith, the head of Dick Smith Ford in Raytown, says a

majority of his customers are now choosing the EcoBoost V-6 — with competitive performance but cheaper than the bigger V-8 getting up to 5 miles more per gallon of gas.

Still, he expected it to be slower to catch on, given the loyalty that F-150 buyers have shown V-8s over the years.

“I’m surprised it has happened so quickly,” he said.

Ford executives, who feared they might be “walking to the edge of the plank” with the V-6 options, are breathing easier even as they expect competitors to close the gap.

Chevrolet is taking a different approach, using efficiency upgrades on its V-8 engines. As a result, Chevy says, its 5.3-liter V-8 has fuel economy competitive with the V-6 EcoBoost.

And Ford isn’t declaring that the V-8 has been dethroned, or that there will be a day when the V-8 isn’t offered. But a place for the V-6 also seems assured now in the F-150 lineup.

“We think the trend will continue up,” said Pipas, the Ford sales analyst. “We’re not by any stretch done with developing that engine.”

Monday, June 27, 2011 / Page 5

OnTheMOve / Tallahassee Democrat

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Page 6 / Monday, June 27, 2011

Tallahassee Democrat / OnTheMOve

Monday, June 27, 2011 / Page 7

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2.5L I6, A/C, 325CI 2DR Convertible, ABS, Tilt Wheel, CD Player, AM/FM Radio, PW, PL, Cruise.

1.8L I4, A/C, 4DR Auto LX, ABS, Tilt Wheel, CD Player, AM/FM Radio, PW, PL, Cruise, PS.

8 Cylinder, A/C, Split Folding Rear Seat, ABS, Tilt Wheel, CD Player, Cass.

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Page 8 / Monday, June 27, 2011

Tallahassee Democrat / OnTheMOve

Safe driving tips for summer storms

By Tom Krisher DETROIT — Winter isn’t the only season that poses driving hazards. Summer brings flash floods, electrical storms and even tornadoes.

So before you head out, know how to handle intense summer weather.

First, try to avoid storms. Pay attention to the forecast. If severe weather is expected, it’s best to stay home — especially if the National Weather Service has issued warnings.

But if you’re on the road, here’s how to deal with three types of hazards.

for AAA. Staying on the road means you risk sliding in deep puddles. Visibility can get so bad that you can’t see other cars. Also, don’t touch anything metal inside the car in case lightning strikes.

Be prepared even before you get caught in the rain. Start with wiper blades. If they smear water or skip across the windshield, the rubber is worn out and it’s time to replace them. It costs less than $10 for two blade refills if you do it yourself. Many stores and garages will install them for free or for a minimal charge. Remember, you need the clearest possible windshield when driving through a storm.

1. Tornadoes

3. Flash floods

The Associated Press

Getting caught in a tornado is rare, but here’s what to do. If you see a twister, leave your car and get to the lowest level of a sturdy building. If that’s not possible, get out of your car and lie in a ditch or low area, making sure to cover your head with your arms, says Susan Buchanan, a spokeswoman for the weather service in Silver Spring, Md. Another option is to buckle your seat belt and try to ride out the storm in the car.

Neither are safe options, she says. You can get hit by debris in a ditch and tornadoes can toss cars into the air.

Don’t hide under a highway overpass, because it can become a wind tunnel in a storm. People have been

Sonya n. Hebert/DallaS Morning newS/MCt

Pay attention to the forecast. If severe weather is expected, it’s best to stay home — especially if the National Weather Service has issued warnings. sucked out of them by tornadoes, she says.

Trying to outrun a tornado with your car isn’t recommended, unless the funnel is a long distance away.

You might think you’re heading away from the twister, but it can change direction, and some travel

faster than cars. Plus, there may not be a road that goes in the right direction to escape.

2. Severe thunderstorms

Lightning and high winds are the principal dangers here. Again, heading into a sturdy building is

best, but if that’s not an option, it’s best to pull off the road to a place away from traffic and wait out the storm in your car. If you can’t get off of a highway, try to park on the opposite side of a guardrail from traffic, said Bill Van Tassel, manager of driver training programs

Know the area where you’re traveling and avoid spots where rivers and streams cross or run near roads. If the road is flooded, don’t drive into it. Turn around and drive in the opposite direction. Van Tassel says it’s especially difficult to see water over roads at night. People who drive into flooded roads can get swept downstream by currents.

Make sure your tires are ready for wet roads. It’s best to replace them if the tread is less than 1/8 of an inch deep, according to Tire Rack, a mail-order tire store. The tread has to be deep enough for water to get out through the side grooves, otherwise you’ll slide on the water.

Automotive repairs and parts sales begin to pick up

By Tom Incantalupo Newsday

The decline in new-vehicle sales during the recession is belatedly helping the auto repair and parts business as vehicles on the road age.

Industry experts say sales of auto repair parts and labor flattened or fell during the recession; while people bought fewer new cars, they also tended to neglect the ones they had. Ciro Martinez, service manager at the Pep Boys store in Commack, N.Y., recalls people coming in with brakes badly worn. “They

were overdue,” he said.

Now, with new-vehicle sales still well below pre-recession levels and the average vehicle on the road nationwide about a decade old, neglect is catching up with vehicle owners, says Stephen Spivey, who tracks the market from the San Antonio office of the consulting firm Frost and Sullivan.

“For a lot of the routine maintenance that makes up the bulk of the products and services in the aftermarket, you’ve seen deferred maintenance taking place,” Spivey said. “Now, people are circling

back around, having made the decision to keep their cars a few more years.”

Nicole Dash, Long Island area manager for Pep Boys, said that high gasoline prices have spurred sales of items that increase fuel efficiency, such as engine air cleaners. “Customers are more interested in their maintenance now,” she said.

Ron Rossi, director of research for the Automotive Aftermarket Industry Association in Bethesda, Md., says industry revenues totaled about $210 billion in 2007,

stayed flat in 2008 and fell in 2009 to about $207 billion. They rose to $215 billion last year and are forecast at $224 billion this year.

AutoZone, the repair and parts chain based in Memphis, reported May 24 that its earnings rose by 12 percent in its third fiscal quarter ended May 7, to $227.4 million — exceeding analysts/ estimates.

AutoZone has more than 4,000 locations in 48 states, according to its website.

In April, Atlanta-based Genuine Parts said its first-quarter profits rose 26 percent from a year earli-

er, to $126 million. Genuine Parts is majority owner of the National Automotive Parts Association, a trade group that distributes auto parts nationwide to about 6,000 stores, its website says.

Pep Boys reported profits up 60 percent to $37 million in its last fiscal year, which ended Jan. 29; it reported earnings late Monday for the quarter ended April 30 that were up slightly to $12.4 million, or 23 cents a share, on sales up less than 1 percent to $513.5 million — both of which missed analysts’ estimates.

Monday, June 27, 2011 / Page 9

OnTheMOve / Tallahassee Democrat

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Page 10 / Monday, June 27, 2011

Tallahassee Democrat / OnTheMOve

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OnTheMOve / Tallahassee Democrat

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Page 12 / Monday, June 27, 2011

Tallahassee Democrat / OnTheMOve

Power-steering fluid leak is a bad sign

By Brad Bergholdt

Under the hood

McClatchy-Tribune News Service

Question: Recently, I’ve needed to refill my power-steering fluid regularly to keep the power steering from making noises and becoming stiff. There’s also a puddle beneath the car where I park; I assume it’s leaking fluid.

How difficult would this be to fix? Is it the type of repair I would be able to do myself?

Answer: I wish I had good news for you, but this will likely be a pro-level repair. There are four, perhaps five possible places for the fluid to come from.

Let’s look at each.

Most vehicles use a beltdriven power-steering pump to create hydraulic force to assist steering effort. Power-steering fluid comes in a variety of colors — clear, amber,

pink, red — and darkens with age, becoming brown to black when it’s time to flush it. Fluid is pumped at pressures as high as 1,000 psi to the steering rack or gear box.

Most passenger cars employ rack-and-pinion steering, which is a large transverse cylinder mounted low or centered in the engine bay, either slightly ahead of or behind the wheels. Trucks and older or larger cars use a steering gearbox, which mounts low or forward in the engine compartment on the driver’s side. The steering rack steers the wheels directly, via tie rods, while the steering box utilizes a drag link and idler arm to connect to the tie rods.

A rubber high-pressure hose connects between the pump and the steering rack or box. A low-pressure return hose brings fluid back, sometimes via a power-steering cooler, to the pump. Also, some vehicles employ a length of hose between a remotely mounted fluid reservoir and the pump.

Your best scenario — and most likely cause of leakage — is a fault related to one of these hoses. Usually it’s the highpressure hose. Snugging the clamps on the reservoir and return-line hoses might be worth a try.

The pressure hose endfitting clamps are typically crimped and are not repairable.

Fluid leaks also can

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Power-steering fluid comes in a variety of colors — clear, amber, pink, red — and darkens with age, becoming brown to black when it’s time to flush it. occur from a faulty seal in the pump or faulty seals in the steering rack or gear box. A leaking seal might be temporarily fixed by using a seal-swelling fluid additive, but this probably will not be a lasting fix.

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power-steering cooler might spring a leak, probably from a crack caused by vibration.

Try to get a look beneath the vehicle to determine the general area of leakage. Use ramps or a pair of solidly

placed jack stands on firm, level ground — never trust a single jack. With the engine not running and parts cool, wipe down as much lingering fluid mess as possible, then run the engine for a few moments while slowly sawing the steering wheel back and forth, perhaps five times.

Again with the engine off and parts cool, look for the specific site of leakage.

A hose replacement might be within the skill level of a home mechanic, but some are difficult to access. Replacement of a faulty pump or the steering rack or box can be a miserable job and is best left to a pro. — Brad Bergholdt is an automotive technology instructor at Evergreen Valley College in San Jose, Calif. Email him at under-the-hood@earthlink. net. Bergholdt cannot make personal replies.

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