pow

I got the idea from today's Autoblog post on the new Fiat Doblo Work Up. With all the love for a small, compact pickup here and elsewhere on the interwebs, would a vehicle like this -- a small commercial van-based truck -- work in the US? I don't know anything about trucks, and how they're used, but on paper at least, it seems to fare pretty well. Doblo Work Up bed size vs. Ranger 2dr bed size L: 90.6 in vs. 72.7 in W: 71.7 in vs. 54.2 in (40.5 in between wheels) H: 13.8 in vs. 16.5 in Doblo payload: 2204 lbs Ranger payload: 1580 lbs Doblo 1.6 Multijet = 105 hp @ 4,000 rpm, 214 lb-ft @ 1,500 rpm Ranger 2.3L I4 = 143 hp @ 5,250 rpm, 154 lb-ft @ 3,750 Personally I think the 2.0 EcoBoost would suit the US market more. That motor moves the 4,500 lb Explorer just fine and gets 28 mpg highway. I wouldn't be surprised, then, if a Transit Connect pickup loaded with 1,000 lbs of payload would be quicker and more efficient than an empty Ranger 2.3L. Unladen it could get 30+ MPG and do hot hatch 0-60 times. The current Transit Connect is a bit smaller than the Doblo, but I could see this working on the next-gen model... Import it from Turkey as a CKD with the EcoBoost from Spain and assemble it here. Only downside I can see is that it won't tow and it can't go off road. It also looks like a commercial vehicle, which may turn people off looking for an "image" active lifestyle pickup. It comes with under-bed storage and everything... though I would make the bed sides 2" taller.

Congrats! Looks like they removed the rear center headrest for 2012, like on the 2011 Eco.

A commenter on Autoblog had this to say about the Toyota pace car: LoL... my commute is 8 miles on 35 and 40 mph streets. Inevitably I seem to get stuck behind a Prius in the middle of 3 lanes going 35 in the 40 zone... Then pass him/her on the left lane, so that when there's a red light you end up at the same place anyway?

Sounds like a NVH disaster. Just look at all the complaints the Fisker Karma is getting from the LNF "range extender". It's a five year old engine.

Its really a weight issue more than anything. The CTS is a porky car for its size. The same transmission (6L50) and engine (3.6 DI LFX V6) gets 30mpg in the Camaro. The Camaro of course is about 300 lbs lighter than the CTS. It's both. A 2011 528i (inline-six) weighs the same as the CTS 3.6L and gets to 60 MPG in the same 6.4 seconds. But it gets 22/32 MPG vs. 18/27 MPG.

So it turns out releasing the Malibu "Ecoweenie" before the 2.5L wasn't an attempt to force better fuel economy down consumers throats, but rather a way to release the hotly-anticipated NG Malibu sooner by several months. The auto industry needs fewer "car guys" in general, IMO. They need people who see the bigger picture down the road, who understand the need for sustainable mobility, who make note of the ways in which cities evolve, and discover ways to make money in spite of these changes. With non-car people like Alan Mulally, Bill Ford Jr, and Nancy Gioia, I think Ford is really on to something with their V2V research, tech partnerships, urban planning initiatives, etc.

BMW's inline-sixes tend to be underrated, and they have more torque. 230 lb-ft @ 2600 rpm vs. 223 lb-ft @ 5700 rpm for the CTS 3.0. Those two factors could be why the 240-hp 528i accelerates to 60 mph as quickly as the 304-hp CTS 3.6 does (in addition to having two extra gears).

So they can charge more for the big engine while still offering an inexpensive base model. The 3.0L is a probably a bit smoother, too, by virtue of having less displacement.

Dang, those are some good MPGs.

Apart from a bunch of recalls (coil pack, heat shield, gas filler pipe shield, cowl drain...), my '02 Passat has been pretty reliable. Nothing catastrophic, never left me stranded, just normal wear and tear... if perhaps a bit premature: - Thermostat, water pump, timing belt @ 80K - Rear shocks @ 90K - CV boots @ 95K - Upper control arm bushings @ 95K I change the oil every 5,000 with synthetic, so none of the sludge problems that commonly plague the longitudinal 1.8T in the US. It has 100K miles now, and I wouldn't hesitate to drive it across country. Back in the day, it was pretty advanced and ahead of its time... AFAIK, no other midsize family sedan had curtain airbags, headrests for every passenger, a five-speed automatic (with Tiptronic, no less), height and lumbar adjustable seats for both driver and passenger, standard trip computer and traction control, three power outlets, fully lined trunk, lockable split folding rear seat, aero wiper blades, projector headlights and fog lights, EcoBoost before it was called EcoBoost, etc.

Frankly, what matters is whether or not the ELR will sell -- not the purity of its drivetrain layout, its chassis engineering or whatnot. If it looks stunning, feels well made, and is reasonably priced, people will buy the ELR, front-drive Delta platform or not. BMW can worry about driving dynamics and all that geeky stuff, because that's what they build their reputation on. Cadillac is different. Cadillac isn't German. We have no autobahns. Over here, contemporary American luxury should be about traveling in style and comfort.

CNW Marketing = no credibility They were the ones that said a Prius caused more environmental harm than a HUMMER over its life cycle, under the BS assumption that the average lifespan of an H3 is 300K miles while the average Prius lifespan is just 100K miles. If you look at their reports, you'll see they are generally pro-Detroit and pro-oil.

Redesigned 2012 Subaru Impreza retains $17,495* starting price http://www.autoblog.com/2011/08/19/redesigned-2012-subaru-impreza-retains-17-495-starting-price/

The Converj is the one Cadillac I can see myself--I'm under 50 years old--driving. It's a smarter, more hi-tech version of luxury that's more than just chrome and POWAAAAAAAAA!!!

Oh no! Hope you get better soon!

With an electric car, all you need is a larger, more powerful motor, and voila, you've got performance. And the best thing is, if you drive it like a normal Volt, you'll end up using no more energy than a Volt. There's no real penalty for a more powerful motor the way there is with a larger engine. Much simpler to engineer and modify than an ICE.

So it's treated like every other car in the world. We had to wait an extra two or so years for a US-spec, road legal Fiat 500 or Ford Fiesta, too.

If a Kia Rio has a dual stage airbag, then surely I would expect a $1m+ super car to have one as well.

You got a magic one. No, not really. Similar results are being reported all over. Source?

How is this useless? As someone who has actually driven a car with this feature, I can say that the extra lighting is helpful in urban driving, particularly on multi-modal roads. It helps light up the feet of a pedestrian who's about to cross a street at a busy intersection.

You got a magic one.

I've driven an old Merc SLK (I think 2005?) that had that feature. Only does it at low speeds, I believe, to help with urban driving. Really helps when you're making right turns, and there are pedestrians at the curb waiting to cross.

Well, first, there are more reasons to buy a Volt than to save money. It provides an excellent driving experience because of the refinement and responsiveness of its electric motor. It comes with first-rate connectivity technology, letting you check on your vehicle via smartphone app. With its LED DRLs, blacked out roof, and sharp lines, it looks great, unlike any other vehicle on the road. Not everyone judges the performance of a car based on its Nurburgring times; a vehicle's performance in the daily commute can be as important, and there, the Volt excels with its seamless and stress-free operation. Some value 0-60 times while others value MPG. That's why I like the idea of your EVS. In terms of saving money, it also fails. Compared to a 50 MPG Prius, its payback period is ~30 years, prohibitively long for the average American driver. But it sounds like a sporty, progressive, technologically advanced, and presumably stylish two-door Cadillac, with reasons to buy one other than economic ones. Not sure if it will sell as well as the more functional, four-passenger Volt, but it's good for the Cadillac brand (it can be their hi-tech, green "halo" vehicle) and will attract new customers who would otherwise buy a BMW i3, etc. The only thing I'm concerned about is the driving experience with a diesel-electric hybrid mated to a planetary power-split device that acts like a CVT. Part of the beauty of the Volt, Tesla Roadster, etc. is their silent operating experience, the shock you get from loads of acceleration with nary a whisper. Toyota's Hybrid Synergy Drive, no matter how powerful it is, isn't that engaging to drive and you get a lot of engine drone. I can't imagine a three-cylinder diesel @ a constant 4,000 rpm being very pleasant to listen to. Stepped gears, like you get on the M35h, help.

It's basically what the Aveo used to be. A cheap $9,995 Korean car for those who want a really, really cheap no-frills new car.

Looks like a more rakish E-class. Still, I think it's distinctive and handsome enough. It needs to be less bling than the CTS or Escalade to attract "conquest" shoppers, and I think they've done that here.