On The Move

Monday, July 11, 2011

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GM, Nissan wage the gas-electric war

By Chrissie Thompson Detroit Free Press

Early buyers of both the Chevrolet Volt and Nissan Leaf often traded in a Toyota Prius. They’re fans of solar power. Most of them are men.

When they’re asked why they bought their car, the top answer is the same for both cars’ customers: less dependence on foreign oil. But after that, the difference appears: Volt customers love being able to use gasoline for longer trips via their car’s onboard generator, which takes over after about 35 miles. Leaf customers are thrilled that they won’t ever put gas in their

pure-electric cars — ever.

The two mindsets are showing up in General Motors’ and Nissan’s marketing choices: GM has chosen to label the Volt as “more car than electric.� Nissan says its car is “100 percent electric, zero-gas� in a commercial that shows a world burdened by its dependence on gas, complete with an office worker gloomily putting fuel into his Chevrolet Volt.

The Leaf passed the Volt last month in U.S. sales, as the Volt’s Detroit-Hamtramck plant shut down for four weeks of updates ahead of increased Volt production later this year. But both Nissan and GM believe their approaches will result

in mass-market sales.

Nissan has said its Smyrna, Tenn., plant will be able to build 150,000 Leafs annually after production of the electric car starts there next year. GM has officially said its plant will build 60,000 Volts next year, but CEO Dan Akerson has said he hopes GM eventually will build more than 100,000 a year.

At a recent industry green-car conference, Nissan’s North American director of advanced planning cheerfully touted the car as gasand emissions-free — over and over and over. “We are the greenest car — because we have no tailpipe and

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no gas, ever,� Nissan product planner Mark Perry said at last month’s Automotive News Green Car Conference. Customers who choose a Leaf over a Volt “bought the car because it has no gas.�

Perry showed a video of Leaf buyers, who said, “I have absolutely no idea what the price of a gallon of gas is,� and, “It’s just a car — except for the fact that there’s no gas gauge.�

While GM executives have emphasized the Volt’s ability to give customers freedom from gas, they’re banking on taking the car to massmarket customers who want to have enough power for any length trip —

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not just the government-estimated 73 miles a Leaf can travel on one charge. For instance, 57 percent of respondents in a USA TODAY/Gallup poll in May said they won’t ever buy an all-electric car — defined in the question as a car “you could only drive for a limited number of miles at one time� — no matter the price of gas.

So the Volt’s commercials talk about driving the car on road trips. “For longer trips, it can use gas,� actor Tim Allen’s voice says in one ad, reassuring an electric socket that “you can do this. Any socket can.�

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Page 2 / Monday, July 11, 2011

Tallahassee Democrat / OnTheMOve

Mitsubishi roars back with 2011 Outlander Sport

By Susan Carpenter Los Angeles Times

The relative rarity of Mitsubishi cars these days confirms the company’s status as an underdog automaker. Mitsubishi ranks sixth out of the seven Japanese manufacturers in U.S. sales, just ahead of Suzuki.

But through the first five months of 2011, sales have increased an astounding 61 percent versus the same period last year, making it the fastest-growing mass-market automaker in the U.S. Much of the growth is due to its newest model, the 2011 Outlander Sport. The Outlander family now accounts for almost one-third of the company’s sales.

The 2011 Outlander Sport demonstrates Mitsubishi’s embrace of a fun-to-drive, eco-friendly mandate as it presses ahead into the 21st century after a decade of turmoil that saw the company separate from Chrysler, then suffer through vehicle defects and a consumer financing fiasco.

Starting at $19,275, the Outlander Sport is a value-oriented crossover that’s priced to move the company into the future.

It’s also a crossover that strives to play off the name recognition of its older, seven-seat sibling, the Outlander SUV. The five-passenger Sport is just smaller. Although the height and width are similar and the wheelbase is exactly the same on both cars, it’s as if a knife sliced off the excess on the Outlander’s front and rear ends, shortening the car almost 15 inches and lightening the load by more than

Mitsubishi/MCt

The 2011 Outlander Sport demonstrates Mitsubishi’s embrace of a funto-drive, eco-friendly mandate as it presses ahead into the 21st century.

200 pounds.

Designed to carry more things than people, the Sport does away with the Outlander’s third row of seats in favor of cargo space. A snubbed front end also offers offroaders and mountain-goers a better incline angle going uphill.

I was testing the top-of-theline version of the Sport, the SE. It was equipped with a premium package that upgraded the standard 16-inch wheels to 18s, among other things. The Sport is available in two trims, the base model ES with two-wheel drive, and the SE with either two- or all-wheel drive. My SE tester was all-wheel drive; it had the option of switching between two-wheel drive, and

part- or full-time four-wheel drive with the help of a knob just south of the gear shift.

Driving in two-wheel drive would have saved me a few bucks in gas, but L.A. is riddled with potholes. So, even though potholes are the only inclement condition Southern California drivers are likely to experience this June, I kept the car in part-time four-wheel drive most of the time in case I needed to perform a radical swerve.

The all-wheel-drive Sport SE gets an estimated 26 miles per gallon combined, according to the Environmental Protection Agency. That’s decent for a car of this capacity, and also surprising considering its flat and wide front end.

Like many new cars, aerodynamics have been optimized on the Sport, most notably around the side-view mirrors.

The Sport is powered with a 2-liter, inline-four-cylinder engine.

On the SE, the transmission is continuously variable and, for those who take the vehicle’s name to heart, equipped with paddle shifters. For those who don’t, there’s an Eco lamp that rewards drivers with a green light on the dashboard whenever they’re driving like a member of the Sierra Club.

Borrowing some technology from the automaker’s soon-to-bereleased, pure battery electric vehicle called the Mitsubishi i, the Sport is equipped with a regenerative alternator that harnesses kinetic energy when the car is slowing and feeds it back into the battery to power accessories.

Mitsubishi is best known in the U.S. as an automaker, but it is also an electronics company.

That resume is apparent in the car’s tastefully understated driver controls and embrace of LED lighting. Many of its dials are awash in a faint orange glow, including the edges of the panoramic sunroof in the car I was testing.

Electronics did not, however, make their way into the controls for the seat, which need to be positioned by hand. Since most people are the sole drivers of their cars and won’t need to adjust their seats daily, these manual controls are hardly a deal-breaker.

A direct competitor of the Kia Sportage and Hyundai Tucson, the Outlander Sport is another value

2011 MITSUBISHI OUTLANDER SPORT n Base price: $19,275 (includes destination charge) n Price as tested: $27,575 n Powertrain: fuel-injected, 2-liter, inline-four-cylinder, DOHC, two- or four-wheel drive, Sportronic continuously variable transmission with paddle shifters n Horsepower: 148 at 6,000 rpm n Torque: 145 pound-feet at 4,200 rpm n Wheelbase: 105.1 inches n Overall length: 169.1 inches n Curb weight: 3,263 pounds n 0 to 60: 8.8 seconds n EPA fuel economy, 2WD: 25 mpg city/31 mpg highway n EPA fuel economy, 4WD: 24 mpg city/29 mpg highway n Final thoughts: Value-added functionality

offering in the expanding crossover category — one that offers an impressive number of features for its price point. Even on the Outlander Sport ES base model, steering wheel audio controls and Bluetooth are standard.

Sirius Satellite Radio, a 710watt stereo and the 40-gigabyte navigation system with rear-view camera are, of course, extra.

Although the Outlander Sport can be made more luxurious with factory options, it is, at its core, not as rudimentary as its base price would indicate. It’s fairly quiet, it handles well and it’s comfortable. Mitsubishi, welcome back to the fold.

Delivery fees on new vehicles set by the manufacturer

By Steven Cole Smith McClatchy-Tribune News Service

QUESTION: We are in the market for a new car, and we are examining the prices very closely to get the best deal we can. We see the shipping, or transportation charges, that are included on every new vehicle, but they seem to vary so much. Can you explain?

Are they negotiable?

—R. Baxter, Plantation, Fla. ANSWER: It is confusing. When I lived in Detroit, I recall standing at a Ford dealer in sight of the Wayne, Mich., factory where they built SUVs. I was looking at the sticker on one of those SUVs at the dealer lot, wondering why there was a “delivery

Q&A fee” of about $750, when the factory was a half-mile away.

The explanation: Delivery fees are an average of what it costs to deliver the vehicle to dealers across the country, as well as delivering parts from sup-

pliers to the factory. Prices are set by the manufacturer, not individual dealers.

This does not mean it always makes sense, though. Ford charges $805 to deliver a Taurus from the factory in Chicago to a dealer in Florida, and $825 to deliver a Transit Connect from Turkey. Note that this cost is marked as freight, shipping or deliv-

ery, and it should be printed on the sticker by the manufacturer. If a dealer is charging a separate fee for delivery, I’d consider that added profit, and as such is very negotiable.

Q: In a recent column that gave your tips on protecting the interior of a car from heat, you mentioned putting seat covers over seats. This is specifi-

cally mentioned as a no-no in our daughter’s new car manual, as it would interfere with built-in airbags.

We know this because she bought the new seat covers, then read the manual.

A: Great point, thanks.

Seats that have built-in airbags do require either special seat covers made to work with the airbags, or no covers at all.

Monday, July 11, 2011 / Page 3

OnTheMOve / Tallahassee Democrat

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Page 4 / Monday, July 11, 2011

Tallahassee Democrat / OnTheMOve

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OnTheMOve / Tallahassee Democrat

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Page 6 / Monday, July 11, 2011

Tallahassee Democrat / OnTheMOve

2011 Chrysler 300 offers hefty dose of luxury

By Barry Spyker McClatchy Newspapers

One of the tricky challenges of testing and reviewing cars each week is making the switch from one automotive segment to another. Imagine a food critic sampling a Morton’s strip steak one week, then assessing McDonald’s latest burger the next.

Let’s face it: It’s unjust to let last week’s luxury ride influence your views on this week’s fuel-miser economy model.

Once in a while, however, there is a pleasant surprise. That happened when I emerged from a $200,000 Bentley Continental GT to drive the far more affordable Chrysler 300C. That’s saying a bundle.

Now I won’t pretend to compare these two pound for pound, but I will say that the 300’s drive, newly luxurious interior and back-seat roominess had me quickly making comparisons. Hey, someone did once call the 300 America’s small Bentley.

From the outside, many will not notice astonishing changes. But know that the 2011 300C represents a major overhaul. Chrysler says it has revised nearly every major component.

It retains the square, angular look but the lines have been softened just a bit. The windshield is raked back more but, overall, I think it manages to keep the muscular look while attaining a higher level of sophistication.

And LEDs now light the way in the headlight cluster.

But it’s inside where the real renaissance took place.

Style, function, and the quality of materials are all a brickload better. Everything you lay a hand or finger on just feels better: The center stack, the dash, the door panels.

Instruments are bright and clear and easy to read, especially the new speedometer and tach. The navigation system, too, has new and bigger numbers and graphics upon its 8.4-inch touchscreen.

The thick, leather- and

2011 CHRYSLER 300C n Base Price: $27,995 (including destination charge) n Limited: $31,995 n 300C: $38,995 ($41,145 with all-wheel-drive)

wood-trimmed steering wheel felt too thick at first but is easy to get used to. The buttons on the wheel even feel like they have more snap this time around.

Seats are comfortable and headroom, legroom and shoulder room are abundant.

In fact, with all this comfort and plush materials, you’ll think you are in one of those really pricey models. Back seat room is decent, too.

Trunk space won’t blow you away but is an acceptable 16.3 cubic feet, plenty for the golf clubs or $150 worth of groceries. Of course, $150 of groceries fits in smaller spaces every year.

On the road, the rearwheel-drive 300C is a smooth and quiet excursion. It is truly a touring car; steering feedback alone will remind you this is not meant to be a sport sedan. Still, the Touring suspension is firmer this year and displays less roll on the curves. The base suspension is more geared to comfort.

There’s no lack of power when it comes to the 5.7-liter V-8 Hemi. Little changed from last year, it puts out 363 hp and can get up and go to 60 mph in under six seconds.

But, pardon me, the new Pentastar V-6 with variable valve timing deserves serious consideration, too. This is a wonderful 3.6-liter powerplant that replaces the lackadaisical sixes of last year.

Carting along 292 horses, it tops even the better of last season’s V-6s by 42 horses.

Speed for both engines is regulated by the same fivespeed tranny, but Chrysler has said an eight-speed is on tap for later this year. That should better the mileage

From the outside, many will not notice astonishing changes.

But know that the 2011 300C represents a major overhaul. figures of 15 city, 18 highway for the Hemi and 23-27 mpg for the V-6.

Of course, you can shift yourself by tapping the shifter side to side. But I can’t imagine many would be interested.

All 300s come with ABS, stability and traction control, driver knee and side curtain air bags. Back-up camera is standard on all but the base.

Pay more for a terrific SafetyTec package that includes blind-spot warning, front and rear parking sensors and collision warning.

The base 300 gets plenty of goodies: keyless entry, eightway power seats and fourway lumbar adjustments, tilt and telescoping leather-wrapped wheel, a touchscreen info center and sixspeaker sound system — not to mention the audio jack and iPod connection.

The Limited gets 18-inch wheels, rear-view camera with a host of options like memory seats, heated and cooled cup holders and a power rear sunshade.

If you have an extra $7,000 lying around, The 300C includes the luxury package plus a V-8 Hemi engine, upgraded info system with navigation and better brakes and suspension. All-wheeldrive is available and it adds 19-inch wheels rather than the 18-inchers on the Limited.

From the outside, the revisions to the Chrysler 300 aren’t dazzling. But, inside, the fit and finish and quality of materials is impressive.

It could just make you feel good enough to offer a wink and a nod when that Bentley goes cruising by.

Chrysler/lA Times/mCT

Five years ago, Chrysler’s then-new 300 sedan walked into the ring and delivered a knockout blow to the rest of the full-size car market. Now, Chrysler’s rear-wheel-drive prizefighter is returning for 2011 with the tempered maturity of a champion that is less interested in establishing a name than maintaining one.

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OnTheMOve / Tallahassee Democrat

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Page 8 / Monday, July 11, 2011

Tallahassee Democrat / OnTheMOve

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