on the move

Monday, March 19, 2012 For Advertising Information Contact Your Local Cars.Com On-The-Move Sales Team at 599-2329

Growing choices in fuel-efficient carsLOS ANGELES — With

national gasoline prices averaging about $3.80 a gal-lon and the fuel above $4 in many states, consumer auto information sites are taking a new look at the fuel economy of vehicles and making rec-ommendations.

Edmunds.com looked at the fuel economy of vehicles in the 2008 model year and again this year. The industry has increased average fuel economy by 16 percent.

The Audi A3 had the big-gest jump of any vehicle. Its fuel economy climbed 38.5 percent since the 2008 model year to an average 29.1 mpg in 2012.

The Top 10 fuel economy gainers during that period rep-resented a wide range of vehi-cles. The Chevrolet Equinox, a sport-utility, improved 32 percent to 25.1 mpg. The big Buick LaCrosse sedan jumped 24.1 percent to 26 mpg.

“The 2008 spike in gas pric-es served as a wake-up call for manufacturers whose fleets just weren’t cutting it for con-sumers who were demand-ing vehicles with better fuel economy,” said Edmunds.com analyst Ivan Drury. “Automak-ers responded by de-empha-sizing fuel-chugging V-6 and V-8 engines and turning their focus to fuel-sipping four-cyl-inder and diesel engines.”

He said based on the improvements in fuel econo-my, it will cost a driver about $400 less per year to fuel a 2012 vehicle than a car sold during the 2008 model year.

Meanwhile Kelley Blue Book, which operates the KBB.com website, has devel-oped a list of the least expen-

sive, fuel-efficient new cars, based on five years of owner-ship. That calculation factors in such things as depreciation, expected fuel costs, finance and insurance fees, mainte-nance and repair costs, and state fees for new models for the initial five-year owner-ship period.

“When it comes to pur-chasing an automobile, con-sumers need to think long term to determine all of the costs associated with owning a vehicle,” said Alec Gutier-rez, senior market analyst of automotive insights for Kelley Blue Book.

The list illustrates that there’s more than fuel effi-ciency when considering which vehicle to purchase — the Honda Insight is the only hybrid — but it also has some drawbacks that consumers should consider.

The calculations look at least-expensive trim versions; most consumers would likely include some options or buy a higher trim level. Moreover, the list says nothing about how the vehicles’ driving style, reliability, styling or other characteristics would influ-ence a purchase decision.

For example, the Nissan Versa with a five-year total ownership cost of just under $26,000 has not fared well in recent automotive reviews, while the Hyundai Accent, which has a cost of about $2,000 more, has received good marks.

Likewise the Toyota Yaris, at just about $28,000 for a five-year cost, has a reputation as a reliable car, but review-ers have knocked the way it drives. Meanwhile, the Honda Fit at about $1,300 more is a favorite of the auto critics.

By Jerry HirschLos Angeles Times

Buick/McT

The 2012 Buick LaCrosse sedan is all charged up and ready to go thanks to a slick system that uses what Buick calls “light electrification” to boost the engine’s power and fuel economy. The LaCrosse was one of the Top 10 fuel-economy gain-ers since the 2008 model, gaining 24.1 percent to 26 mpg during that period.

/ Monday, March 19, 2012 Tallahassee Democrat / OnTheMOve

Fiat: Aiming to win with Sheen on TVFaced with slow sales of

its tiny Fiat 500, Chrysler’s top marketing executive has taken a chance with Holly-wood bad boy Charlie Sheen in a commercial that airs during the NCAA tourna-ment.

“He definitely has a bit of the scorpion in him,” said Olivier Francois, Chrysler’s chief marketing officer.

It’s another example of edgy, outside-the-box angles for Francois as he tries to sell Chrysler products. He used Eminem during the 2011 Super Bowl for the “Imported from Detroit” ad and was behind Clint Eastwood’s “Halftime in America” pep talk during this year’s game.

Francois, who spoke Tues-day to the Automotive Press Association in Detroit, said he recalls arriving in the Motor City in 2009 and noticing automotive adver-tising focused on features and pricing: “It seemed like Detroit was obsessed with cupholders and zero per-cent APR.”

The objective is to sell “cars through a brand” instead of selling a brand through its cars, he said Tuesday.

In the Sheen commercial --

which has run for two weeks on YouTube with 1.5 mil-lion views -- the actor drives the Fiat through a mansion where a bevy of party girls have gathered. As he steps out of the car, the camera zooms in on an ankle secu-rity bracelet as he’s greeted by Romanian supermodel Catrinel Menghia.

“I love being under house arrest,” he says. “What do I get for good behavior?”

Timing over perfectionBrand image and aware-

ness are more important than features and sales gim-micks in automotive adver-tising, according to Fran-cois.

Whether a commercial is about the Jeep Grand Cherokee, Chrysler 200 or Fiat 500, the automaker has employed emotional images, iconic artists and narratives to capture the attention of consumers who might not have given Chrysler much thought before.

For Francois, the brand should always take prior-ity over the vehicles when crafting the advertising message. That philosophy was especially important as Chrysler rebuilt its image after its 2009 Chapter 11 bankruptcy.

“I keep telling my team,

don’t shoot for perfect mar-keting. Shoot for the per-fect timing,” Francois said Tuesday.

For example, Francois said the timing was right for the first-ever two-min-ute Super Bowl commer-cial featuring Eminem. Using the “Imported from Detroit” tagline, the spot

portrayed Chrysler as an underdog, fighting for anoth-er chance.

“One year earlier, it prob-ably wouldn’t have been rel-evant,” Francois said. “One year later, and it would have been old news.”

In the Clint Eastwood Super Bowl commercial, Chrysler’s timing again hit a

nerve. In the eyes of some, it seemed to endorse U.S. Pres-ident Barack Obama’s aid to the automotive industry in “It’s Halftime for Amer-ica.”

Francois repeated earlier statements that the commer-cial was not designed to be political, but added that “we were absolutely aware that

the timing was ripe for such a message.”

YouTube trialsWhen Chrysler isn’t sure

about how the public will receive a commercial, it tests the ad first on You-Tube, said Timothy Kuni-skis, head of the Fiat brand in North America.

Kuniskis said the company was initially concerned about reactions to a Fiat Abarth commercial showing a nerdy guy leaning into an image of Romanian supermodel Catri-nel Menghia. At the last sec-ond, Menghia disappears and the Fiat Abarth appears.

After posting the commer-cial on YouTube and quickly drawing more than 1 mil-lion views, Chrysler decid-ed to air the commercial, called “Seduction,” during the Super Bowl.

“We thought we’d be killed for showing it,” Kuniskis said. “We’ve gotten no heat on this ad. None.”

Using YouTube to test reaction to the Charlie Sheen ad also proved beneficial.

“Had we put it out, and it was a disaster, clearly we wouldn’t put it on TV,” Kuni-skis said. “When we have something we are not posi-tive of, this is a good way to reconfirm what we are thinking.”

By Brent SnavelyDetroit Free Press

Lexus, Mini top J.D. Power customer service indexLOS ANGELES — Driv-

ers gave the service depart-ments of the Lexus and Mini brands the highest ratings in the latest J.D. Power & Associates customer ser-vice index.

Lexus was the top luxu-ry brand. The Toyota Motor Corp. unit scored 861 points out of a possible 1,000 on the J.D. Power scale and

stood out in three of the five measures: service ini-tiation, service facility and service quality.

The rest of the top five in the luxury segment were Cadillac (852), Jaguar (849), Acura (838) and Porsche (836).

With 796 points, Land Rovers scored the worst among luxury brands. The remaining bottom five were Volvo (811), Lincoln (817), BMW (823) and Infiniti

(824.) Mini was the top mass-

market brand with a score of 809.

It performed well in four of the five measures: ser-vice quality, service advisor, service facility and vehicle pickup. Also among the top five were Buick (805), GMC (803), Chevrolet (801) and Hyundai (791).

The bottom five were: Dodge (739 points), Suzuki (740), Smart (740), Jeep (741)

and Scion (752). Overall, satisfaction with

dealer service improved by 19 points in 2012 compared with 2011.

“Steady improvements in vehicle quality, longer inter-vals between recommended service visits and a higher mix of maintenance service events have had a positive effect on overall dealer ser-vice satisfaction,” said Chris Sutton, senior director at J.D. Power & Associates.

Manufacturers and deal-ers are working to improve their interactions with cus-tomers because they under-stand that substandard ser-vice will hurt their chances of a future vehicle sale or repeat service business, Sut-ton said.

The study examines sat-isfaction among vehicle owners who visit a service department for maintenance or repair work. The rankings are based on dealer service

performance during the first three years of new-vehicle ownership, which typical-ly represents the majori-ty of the vehicle warranty period.

Five measures are exam-ined to determine overall customer satisfaction with dealer service, listed in order of importance: ser-vice quality, service initia-tion, service advisor, ser-vice facility and vehicle pickup.

By Jerry HirschLos Angeles Times

Mark Boster/Los angeLes tiMes/MCt

In another example of edgy, outside-the-box ads, Chrysler’s top marketing executive has taken a chance with Hollywood bad boy Charlie Sheen in a Fiat commercial that airs dur-ing the NCAA tournament.

OnTheMOve / Tallahassee Democrat Monday, March 19, 2012 /

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DETROIT — For any luxu-ry car brand, one indicator of success is whether customers know the mainstream brand to which it is related.

It’s better if they don’t. Audi has gone to great

lengths — even foregoing the cost savings that come with sharing parts — to erect a firewall between itself and parent Volkswagen.

All 228 Lexus dealerships in the U.S. are exclusive and physically separated from Toyota. The purpose is to keep the two brands distinct in the minds and experience of buyers.

Ford studied Audi and Lex-us closely as it prepared to reinvent Lincoln.

It won’t be easy, but it is necessary. The stakes are high. Ford has invested in seven new or upgraded Lin-coln vehicles by 2014. Lincoln has concentrated its dealer network in the top 130 metro markets. Dealers have spent significantly to upgrade show-rooms and service depart-ments to deliver better cus-tomer service.

A successful luxury brand “has to offer something that you can’t get from your main-stream brand,” said Michael Robinet, managing director of IHS Automotive Consulting.

Ford created the Premier Automotive Group in 1999 to showcase its Jaguar, Land Rover and Aston Martin brands that “offered some-thing Ford didn’t have in-house.”

That strategy backfired. Ford has since sold all those luxury brands except Lin-coln to help pay off debt. In 2010, Ford phased out Mer-cury. Lincoln was the only channel left to reach upscale consumers.

The priority is to create vehicles “uniquely Ford and uniquely Lincoln,” said Der-rick Kuzak, Ford’s global prod-uct development chief.

It starts with the all-new 2013 Ford Fusion and Lin-coln MKZ midsize sedans. Their underlying structures are the same. That’s about all they have in common, said Kuzak, who revealed both cars last month at the Detroit auto show.

“There isn’t a piece of (shared) sheet metal. The glass roof, the interior is all unique,” Kuzak said.

Dimensions such as wheel-base and track may be the

same, but “the heights are different; overall lengths are different,” said Moray Cal-lum, Ford’s North American design chief, which means differences in headroom and legroom.

The automaker created a separate Lincoln team and moved the designers and engi-neers into their own dedicated studio in space carved out of a Ford product-development center.

Audi’s headquarters in

Ingolstadt, Germany, is hun-dreds of kilometers from VW’s base in Wolfsburg.

“We operate as separate companies,” said Filip Bra-bec, Audi of America’s gen-eral manager of product plan-ning.

“If we can find synergies and platforms and parts that fit, that’s great, but that is not the priority,” Brabec said.

The level of sharing var-ies by vehicle.

“The Audi A4 is a dra-

matically different car, even underneath, than the VW Pas-sat, just by the arrangement of the engine and all the under-pinnings,” Brabec said.

The smaller Audi A3 and VW Golf ride on the same plat-form, but no more than one part in five is found in both models.

“So 80 percent of the vehi-cle is completely new and unique to the brand,” he said. Even the shared components are adapted for a different

driving experience. Brabec said the fierce inde-

pendence means Audi’s cost could be higher.

“But it is absolutely worth it,” he said. “The image of Audi is preserved by doing this.”

“VW and Audi have been doing it well for years and have a lot of momentum,” IHS’ Robinet said. “They have mas-tered the art of sharing what’s

By Alisa PriddleDetroit Free Press

Lincoln looks to Audi, Lexus for luxury

Romain BlanquaRt/DetRoit FRee PRess/mCt

The Lincoln MKZ concept is unveiled at the North American International Auto Show at Cobo Center in Detroit on Jan. 10.

See LINCOLN, Page 6

OnTheMOve / Tallahassee Democrat Monday, March 19, 2012 / Page 5

LincolnFrom Page 4

important for economies of scale, but have convinced the public the vehicles are very different.”

For Lincoln, “I think the MKZ is different enough,” Robinet said. “It has some bor-rowed pieces but is different where it matters.”

When Ford was cash-strapped in its lean years, there was a greater need for economies of scale that trans-lated to greater parts sharing across Ford, Mercury and Lin-coln products.

“Though the demise of Mercury is sad, I think it’s helped us to be able to differ-entiate the Lincoln product,” Callum said.

Under designer Max Wolff, who came from Cadillac, there will be Lincoln styling hall-marks, including a signature full-size retractable glass roof and a new horizontal grille.

Other technologies, such as electric gear selection with the push of a button, will free space in the center console.

The trick is in deciding when Lincoln features can or should migrate to Ford vehicles.

For example, the MKZ sus-pension has a continuously controlled damping system for a better ride. Kuzak con-firmed that when the Fusion goes on sale in Europe next year as the Ford Mondeo, it will have the more respon-sive suspension.

“It will be on some select Ford vehicles,” Kuzak said, but the distinguishing point is that it will be “across the board” on all Lincoln vehicles.

Engines can be tweaked to alter their character and mated to 8-speed transmis-sions for Lincoln, 6 speeds for Ford.

Another differentiator is the experience at the deal-ership, a concept Lexus has embraced.

All 228 Lexus dealers in the U.S. offer higher level of ser-vice and more amenities, said Andrew Coetzee, Lexus vice president of customer services and brand development.

Lincoln has 172 standalone

dealerships, representing 35 percent of the stores in the top luxury markets. The goal is to raise that to 70 percent by 2015.

At Lexus, dealers display a “Lexus covenant” that requires customers be treat-ed like houseguests, Coetzee said.

“The Toyota affiliation is weak in the minds of buyers,” Coetzee said.

Lincoln must now blaze its own trail, and the 2013 MKZ will help. But it will take a number of hits to establish a new image.

Said Robinet: “It won’t be defined overnight.”

A new look Many customers see a Lin-

coln as a more expensive but largely rebadged Ford.

Never again, Derrick Kuzak, Ford’s global product chief, has vowed. After many fits and starts, this is Lincoln’s last stand to build a genuine luxury reputation.

Ford will start selling the all-new 2013 Ford Fusion and Lincoln MKZ later this year. Though the two midsize sedans share basic underpin-nings, the similarities stop there.

The look and features, as well as how the MKZ drives, are meant to be as distinctive from the Fusion as an Audi A4 from a Volkswagen Jetta — a corporate strategy Ford benchmarked.

Lincoln dealerships aim to be as different from Ford showrooms as Lexus is from Toyota.

Last year, Ford Fusion sales nearly tripled those of Lincoln’s entire lineup.

“It (Lincoln) needs to dis-tance itself from Ford prod-ucts on the same lot, as well as from its luxury competi-tors,” said Michael Robinet of IHS Automotive Consult-ing. “It is something Lin-coln should have done six years ago.”

Ford once was a contender in the luxury market after it bought Jaguar, Land Rover, Aston Martin and Volvo. Now Lincoln is all that’s left. There won’t be any more chances to reach the same level as Mer-cedes-Benz, BMW, Cadillac and Audi.

A parking-lot security guard smiled and nodded approvingly. Others glued their eyes to the 2012 Hyun-dai Veloster, watching it all the way down the street.

Truth is, the Veloster is the boldest-looking and most stylish compact hatchback to come along in many years. Featuring one primary odd-ity — three doors, not two or four — the Veloster has attitude and it grabbed me the moment I saw it.

On the driver side, a coupe-like door; the oth-er side has two sedan-like doors. That’s where the rear-seaters will want to enter but, with a center cupholder-setup dividing the rear seat, it’s not the easiest of slide-overs. Also, six-footers may grumble about headroom. But it’s still cool.

Based on the Elantra, though no one will really notice, the Veloster is the

new guy in the hatchback neighborhood. It arguably is the sharpest looking of the bunch, is definitely not the fastest, but may offer the best bang for the buck with a host of standard ame-nities.

It is sleek, even racy, from the profile. The front end is aggressive-looking, and its rear spoiler and dual, trapezoidal exhausts will garner attention, too. Front and rear overhangs are short and the optional 18-inch wheels will draw even more gawks.

So one might expect its aggressive look to be matched with aggressive performance. Well, Houston, we have a bit of a problem.

The Veloster screams (or was it just me?) for some turbo aid. Fortunately, I

learned, one is expected next year.

Meanwhile, the 1.6-liter, inline four-banger falls short on the sprint. It’s not awful — the dang Veloster only weighs 2,600 pounds — and direct injection helps the cause. But the 138-hp motor will not please the driving enthusiasts, the folks who like to get on it. Zero to 60 takes nearly 9 seconds.

But, surprisingly, Veloster is more about economy. Cruising the highway at a reasonable speed can get you 28 mpg around town and up to 40 mpg on the high-way.

Regulating the speed is done by two smooth-per-forming systems: a six-speed manual that offers tight, short throws or a six-

speed dual-clutch automatic that comes with shift pad-dles on the wheel so you can take more control.

And Veloster becomes much more fun when you hit the twisty roads. While steering was not as crisp as a cracker, Veloster handles the curves with good finesse. Body roll is minimal, aided by anti-roll bars and gas-charged shocks.

While its punch fails to live up to its racy looks, Veloster’s interior hits the mark nicely.

Two-toned seats are well bolstered to hold you in, but not annoyingly so. And the cushioning is comfortable even for a longer haul. Plen-ty of headroom and legroom up front; leg room is suf-ficient in the rear but, as aforementioned, the slop-ing rear roof line may crowd the taller guys.

A deep trunk provides 15-plus cubic feet of space.

By Barry SpykerMcClatchy Newspapers

Veloster turns heads, though not too quickly

Kathleen GalliGan/Detroit Free Pres/MCt

Hyundai introduces the 2013 Veloster Turbo at the North American International Auto Show, January 9, 2012.

See HYUNDAI, Page 6

2012 HYUNDAI VELOSTERBase price, including destination: $18,060Price as tested: $22,200 (with Style and Tech packages)


Pull down the 60-40 rear seats and you can more than double that to 35 cubic feet.

The dashboard instru-ments are conveniently situ-

ated. A 7-inch touch screen displays audio controls and optional back-up camera, and its graphics are sharp and bright. On it you’ll see Hyundai’s new BlueLink telematics system, which offers navigation, messag-ing and even location shar-ing through Facebook.

Visibility from within is good, not obstructed, but the rear-hatch glass distorts the view somewhat. Give it a C-plus.

A panoramic sunroof is available to brighten the cabin.

Veloster comes in just one trim, but it’s nicely appointed.

All standard: 17-inch wheels, AC, tilt/telescoping steer-ing wheel, full power seats and accessories, six-speaker sound system with CD play-er, Bluetooth and USB iPod connectivity.

Then you can option it out in two packages: Style and Tech. Style provides, well,

style: chrome grille, fog lights, panoramic sunroof and 18-inch wheels. Tech package gets a nav system, rear-view camera and park-ing sensors.

Standard safety features include ABS, traction and stability control, front-seat side air bags and full-length

side-curtain air bags. With startlingly good

looks, impressive mileage and price (starting around 18 grand), the Veloster has plenty going for it. Truly, I liked it.

To love it, let’s see more spring in its step: Bring on that turbo.

HyundaiFrom

Cars’ connectivity seen as safety hazardSAN JOSE, Calif. — Amer-

ican drivers are about to become a lot more distract-ed.

As safety officials fret about drivers taking their eyes off the road to play with smart-phones, automakers from Detroit to Japan are rolling out vehicles that are becom-ing virtual iPads on wheels. Next-generation vehicles, safety experts warn, could make multitasking motorists even more of a hazard on the nation’s roads and freeways. U.S. Transportation Secre-tary Ray LaHood has called distracted driving “a danger-ous epidemic.”

What began as perks for luxury cars are now becoming standard features of lower-end vehicles, said Carroll Lachnit, an editor at auto information site Edmunds.com.

Motorists can press steer-ing wheel buttons to buy movie tickets and give voice updates for their Facebook pages. Daimler AG, the German man-ufacturer of Mercedes-Benz and other vehicles, is working on technology that will enable drivers to read information on the windshield by waving their hand. Ford is offering consumers a car system that converts smartphones into routers, giving passengers Internet access while barrel-ing down the road.

“It’s a little bit of an arms race,” Lachnit said.

Within five years, more than 90 percent of new cars will come equipped with Internet-connected technol-

ogy features, said Dominique Bonte, group director of tele-matics and navigation at ABI Research, a technology con-sulting firm.

Ford CEO Alan Mulally has coined a new slogan for his company: “Ford, The App of Choice for Car Buyers.” Last month, Ford announced it was setting up a research center in

Palo Alto, Calif., joining other carmakers that have opened up offices in Silicon Valley working on new advances in automotive technology that emphasize computer sci-ence and Internet commu-nications.

The merging of Detroit and Silicon Valley’s mobile tech-nology has government offi-

cials increasingly concerned. Last week, the National High-way Traffic Safety Adminis-tration proposed new dash-board technology guidelines that calls for automakers to ensure these new systems are automatically disabled once a vehicle is moving to deter distracted driving.

“Auto manufacturers are

under big pressure to bring more technology into the car,” Bonte said. “We are used to all this technology at home, on our mobile phones, tablets and computers. At the same time, they have the very big respon-sibility of keeping driving safe. It’s a contradiction.”

Automakers are chasing members of the millennial

generation — ages 19 to 31 and nearly 80 million strong — who see app technology as extensions of themselves. A recent survey published by consulting company Deloitte revealed that 75 percent of these consumers want touch-screen technology in their

By John BoudreauSan Jose Mercury News

Dai Sugano/San JoSe Mercury newS/McT

A 17-inch touch display of Tesla’s Model S beta prototype showing a website and battery information.

See HAZARD, Page 7

OnTheMOve / Tallahassee Democrat Monday, March 19, 2012 / Page 7

cars and nearly as many want in-dash apps.

“There is a sense among carmakers that if they don’t start presenting these kinds of vehicle systems, they will be left in the dust,” Lachnit said.

Jim Buczkowski, Ford’s director of electrical and elec-tronics systems, said a driving motivation behind his com-pany’s connected car tech-nology is the fact consumers are engaging in these activ-ities already, often unsafe-ly, as they put the pedal to the metal. Indeed, a survey sponsored last year by insurer Liberty Mutual and Students Against Destructive Decisions revealed that more than half of high school students admit-ted to sending text messages while driving.

The iPhone revolution is “changing the behaviors of people, whether they are in their car or not,” Buczkows-ki said. “Young people today are interested in the latest phone, even more so than the latest car.”

Ford, which deploys voice-command technology in its new models, tests every new application it adds to its cars to ensure it doesn’t lead to dan-gerous distractions, he said, adding: “We do a lot of experi-menting.”

Ford’s latest connected technology enables motor-ists to verbally select music, directions and even retrieve stock quotes. They can also lis-ten to text messages and send them. The messages drivers can send, though, are limit-ed to a collection of 15 pre-written texts, such as, “I’m going to be late,” and can only be edited when the car is not moving.

But despite such safe-guards, industry and gov-ernment experts worry as car lots fill up with automo-biles with touch-screen dash-boards.

LaHood, whose agency is pressuring states to outlaw texting and handheld phone use while driving, has called for more research on “oth-

er distractions” in the car. In California, it is illegal for drivers to chat on a cellphone without a hands-free device or send, read and write text messages. Drivers under the age of 18 are banned from talking on cellphones, even with hands-free devices. The National Transportation Safe-ty Board recommends similar regulations for all 50 states after investigating a deadly 2010 Missouri chain-reaction accident involving two school buses caused by a 19-year-old driver after he sent or received 11 text messages just before the pileup.

The brain is not wired for multitasking, said Stanford University researcher Clif-ford Nass, who specializes in automobile interfaces and is a consultant to automakers. “Yes, it will create more dis-traction,” Nass said of next-generation auto infotainment systems. “There really hasn’t been enough research on how to safely design for these things.”

Drivers whose eyes glance away from the road for more than two seconds increase the risk of a crash by at least two times, according to a study commissioned by the Nation-al Highway Traffic Safety Administration.

David Champion, direc-tor of automotive testing for Consumer Reports, is con-cerned that touch-screen dashboards require more attention than, say, push-ing buttons on a radio or CD player. Game consoles such as the Xbox rely on the tac-tile experience of touching a button so users don’t have to

take their eyes off the screen, he observed. Touch-screen controls, on the other hand, require users to focus on what their fingers are reaching for, Champion said.

“I hate to stifle innovation, but I think there should be some sort of requirement that the controls in cars be intui-tive and don’t require taking your eyes off the road for long periods of time,” he said.

Champion also believes speech-command technol-ogy is problematic.

“Voice controls are OK as long as you don’t have an accent,” he said. “The more mental energy you are using to enunciate words to make sure the system understands you, the less attention you are paying to the road.”

Silicon Valley is sure to play a major role in these new innovations, said Alison Chaiken, a member of a new group, Silicon Valley Automo-tive Open Source, which aims to find ways to make automo-biles more technologically advanced but also safer. For instance, she believes technol-ogy used in cameras to detect red eyes could be deployed in vehicles to prevent people from falling asleep behind the wheel by sounding a beep when eyelids shut.

But a lot of the emerg-ing dashboard technology is untested and it will take time to figure out how it can be deployed safely, Chaik-en said.

“It’s going to take five years,” she said. “First, we will make systems worse. That’s what always hap-pens.”

HazardFrom

THE CONNECTED CARTo meet the demands of the iPhone generation, automak-ers are rolling out models packed with new information and entertainment features.

n BMW: New models come with Internet access and allow videos to be viewed through an iPhone and on-demand streaming music. n FORD: Using voice commands, drivers can make phone calls, hear in-coming text messages and get news updates. n GENERAl MOTORs: Motorists can play with a 7-inch, high-resolution touch screen. System also allows text mes-saging and audio streaming from smartphones. n MERCEDEs-BENz: Voice-activating system for radio, phone and navigation system; comes with a Facebook app. n TEslA MOTORs: Upcoming Model S will be equipped with Internet access and a 17-inch touch screen.

Q&A: Repairing older car might not be worth it

QUESTION: We own a 2004 Honda Civic Hybrid with just less than 100,000 miles on it. The check-engine and IMA (integrat-ed motor assist) lights came on, so we took it to the dealer. The mechanics said noth-ing was wrong but to come back if the warn-ing lights came back on. Well, they did two weeks later. The deal-er said that the battery needs to be replaced at a cost of about $3,000. It looks like the book value of the car is $4,000 to $5,000, but that doesn’t include the battery replacement. At what point do you throw in the towel and replace the car — when the cost of the repair is about the same as the value of the car?

ANSWER: The lithi-um-ion battery pack in your Honda was war-ranted for eight years or 80,000 miles, except in California and sev-eral other states where the mandated warranty was 10 years or 150,000 miles. I’d be inclined to encourage the dealer to ask Honda for some lev-el of customer goodwill help. All they can do is say no.

Looking at your basic question regarding repair cost vs. replace-ment vehicle, I can’t argue with choosing to replace the vehicle when the cost of repairs approaches the value of the vehicle. Repairs do not enhance vehi-cle value, thus are not recoverable. Putting major repair dollars toward the purchase of a replacement vehicle

probably makes more sense in the long run, particularly if you’re planning to trade in your older vehicle. In most cases a dealer can repair — in this case replace the hybrid bat-tery pack — for less than you can, so the dealer may value your trade a bit higher than someone purchasing it at retail and facing the cost of battery replace-ment.

Q: I have a 1999 Ponti-ac Montana with 129,000 miles on it. Occasionally the upshifts are hard or harsh. On the next trip, it will be smooth. When it’s acting up, I baby it and take it super easy on the gas. I’m guess-ing maybe a transmis-sion solenoid or valve sticks once in a while. Is there any damage from the occasional “thunk” upshifts? I do change the transmission fluid and filter on a regular basis.

A: Start the diag-nosis by checking for fault codes with a scan tool. If the transmis-sion operates in the “limp” or “fault” mode, hydraulic line pres-sure is increased to pre-vent slippage, which will make the upshifts noticeably more firm. Hard or firm shifts may not feel good, but they don’t hurt the transmis-sion.

Intermittent harsh shifts could be due to a higher than normal transmission fluid tem-perature causing limp-mode operation. Anoth-er possible cause is dirt or debris in a hydraulic passage, accumulator or the control valve body. I’d try adding half a can of SeaFoam Trans-Tune to help clean and de-gunk hydraulic passages

and components. Next time this occurs,

pull over safely, shut off the ignition, then restart the engine. If transmission shift qual-ity returns to normal, a scan tool should identify the trouble code related to the problem.

Q: Our right turn sig-nal — front and rear — quit working on our ‘97 Buick Park Avenue. No indicator light on the dash. The four-way flashers work. The fuses under the hood look OK. An auto parts store said it could be the flasher units under dash. I’m 72 and physically unable to lie under dash to look. A local shop said it could be a $700 fix. Unbeliev-able! Any input would be greatly appreciated.

A: Your Buick uses a common flasher mod-ule for the turn signals and four-way flashers. If the right-hand cornering lamp operates when the turn signal is engaged, plus the fact that the four-ways work, the problem may be in the module or a short in the module harness or con-nector. If the cornering lamp does not illuminate with the turn signal, the problem is most likely in the turn signal’s multi-function switch or har-ness in the steering col-umn.

— Paul Brand, author of “How to Repair Your Car,” is an automotive trouble-

shooter, driving instructor and former race-car driver.

Readers may write to him at: Star Tribune, 425 Port-land Ave. S., Minneapolis,

Minn. 55488 or via email at paulbrandstartribune.com. Please explain the problem in detail and include a day-time phone number. It isn’t

always possible to send a personal reply.

By Paul BrandStar Tribune (Minneapolis)


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