Tag Archives: i.c.e.
Argentinean Duo Wins 2012 Mille Miglia
Posted on 21. May, 2012 by admin.
Anyone who thinks vintage rallying isn’t serious competition should try explaining that to Claudio Scalise and Daniel Claramunt, the driver and navigator of the 2012 Mille Miglia-winning 1933 Alfa Romeo 6C 1500 GS. As Italian site 0-100 explains, the Argentinean team fought off a serious challenge from a 1939 BMW 328 Mille Miglia Roadster…
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Cars.com Reviews the 2013 Acura ILX
Posted on 21. May, 2012 by admin.
Is there demand for compact, premium-priced sedans? Acura thinks so, and its newest and smallest sedan is a credible player in the burgeoning entry-luxury class, says Cars.com Executive Editor Joe Wiesenfelder. The ILX’s competent handling and well-executed, comfortable cabin make it appealing, but it remains to be seen if consumers will be interested in a dressed-up Honda Civic.
2013 Acura ILX Review
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2013 Acura RDX, 2012 BMW 3 Series Earn IIHS Top Safety Pick
Posted on 21. May, 2012 by admin.
Two redesigned vehicles have been named Top Safety Picks by the Insurance Institute for Highway Safety: the 2013 Acura RDX crossover and the 2012 BMW 3 Series sedan.
The compact sedan and compact crossover received the group’s highest rating, Good, across all areas of testing: front, side, rear and rollover crash tests. The rollover test includes a roof-strength test. To pass it, a vehicle’s roof must be able to withstand the force of four times its weight.
According to IIHS, 2006-11 3 Series models received Good ratings in front and side crash tests and Acceptable in roof-strength tests, but rear crash-test scores vary by model because of different types of seats and head restraints. Model-year 2009-11 sedans with power leather seats received a Good rating in the rear crash test, but 2006-08 sedans with power leather seats were rated Acceptable, and 2006 sedans with manual leather seats received a Poor rating, the lowest on the scale.
The 2007-12 RDX received a Good score in every category except roof strength, where it earned a rating of Marginal.
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Recall Alert: 2010 Jeep Wrangler
Posted on 21. May, 2012 by admin.
Chrysler is recalling 67,872 model-year 2010 Jeep Wrangler SUVs equipped with an automatic transmission, according to the National Highway Traffic Safety Administration.
In the affected vehicles, debris could collect in the transmission skid plate, which is near the catalytic converter. The debris could catch fire, increasing the risk of injury.
Jeep will notify owners later this month, and dealers will replace the skid plate with a skid bar at no charge. Owners can call Chrysler at 800-853-1403 or NHTSA’s vehicle safety hotline at 888-327-4236 for more info.
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Road Test: 2012 Ram 1500 Sport CC 4×4
Posted on 21. May, 2012 by admin.
Story and Photos by Dan Sanchez
At a time when just about every dollar of one’s paycheck is accounted for, people often save money by owning one vehicle that can perform a variety of tasks. This is a reason why truck sales, especially crew cabs, remain high. So it’s comforting to know that trucks like the 2012 Ram 1500 crew cab 4×4 have evolved into a vehicle that can haul cargo to the construction site, pick up the kids from school and tow your trailer to a campsite for a fun weekend adventure.
Despite the rise in luxury truck sales, truck enthusiasts who depend on their vehicles know that gas mileage and tow ratings matter more than leather seats and a wood-grain dash. Nevertheless, our Ram test vehicle was a fully equipped four-wheel-drive Sport crew cab with leather seating, navigation, sunroof and many more options that jacked up the sticker (to dowwnload the Ram 1500 pricing sheet, click here) above $51,000. That’s a whole lot of extras on a truck whose base price is around $40,000 and includes a 5.7-liter Hemi engine, a six-speed automatic transmission and a gas mileage rating of 19 mpg on the highway.
While the base model seems much more reasonable to anyone willing to give up some luxury items, like an $850 power sunroof or a $1,695 rear-seat video system, one of the more useful options is a 3.92:1 rear axle ratio and a limited-slip differential. With a standard payload capacity of 1,500 pounds, the added rear-axle options gave our test truck a towing capacity of 10,200 pounds. This would prove to be a great asset in the off-road conditions we put the truck through.
Although the bright Flame Red truck looked great with its color-matched bumpers, grille and sport performance hood, we got it covered in dirt and dust while traveling over several off-road trails that included deep ruts, river washes and loose terrain.
The Ram’s suspension hasn’t changed in several years, and it still proved to be capable. It uses aluminum A-arms, coil springs and twin-tube shocks in the front with a five-link suspension with coil springs, track bar and twin-tube shocks at the rear. We drove the Ram over a steep hill climb and washed-out trails that put the suspension into its maximum point of articulation. Despite the conditions, the Ram provided a predictable and well-balanced ride. The truck never felt unsteady or incapable of handling anything a stock-height truck could drive over.
The stiffer ladder-style chassis allowed the suspension to fully extend and compress while slowly crawling over deeply rutted areas. The only limiting factor was the P275/60R20 Goodyear Wrangler HP tires that were an option for our test model’s Sport package. The tires were mounted on polished 20-inch aluminum wheels that looked great, but the combination was better suited for high mileage and a smooth highway ride. It may not be enough traction to tread where Jeeps roam, but the Ram can still easily get you to any campsite off the beaten path.
The only other drawback we saw was ground clearance. You can simply never have enough of it, but we didn’t want to go into more rugged terrain and risk scratching the air dam. That in and of itself is not much to complain about, but we were well aware that if the truck were outfitted with a set of all-terrain tires and a 3-inch body lift, it would be dramatically more capable without any other changes. Nevertheless, we realized that the Ram was set up to be a good compromise that also offers comfort, smooth operation and capabilities in other areas, which we experienced on our test drive.
With the Ram’s crew-cab design, there’s plenty of room and storage areas in the doors, center console and under the rear seats. Our test model came equipped with a rear entertainment system that connected to a media center featuring a 40-gigabyte hard drive and GPS navigation. These are nice items to have so you don’t get lost finding that off-road trail off the highway or getting to a new restaurant you’ve always wanted to try. The truck also featured Uconnect, which allows you to make hands-free phone calls via Bluetooth and connects you to assistance when you need it. For daily driving, the interior is more than spacious and comfortable for driving with the family or taking your boss out for lunch.
But some truck owners also use their vehicles for work. In this case, the RamBox Cargo Management System comes in handy. The RamBox safely stores items in the sides of the bed with a lockable, weatherproof lid. The boxes can hold lots of 12-ounce beverages (140 total) for your weekend getaways. That was perfect for our off-road excursion, leaving more room in the cab for passengers and eliminating the chance of an ice chest bouncing around in the bed. The RamBox can also hold work tools, tow straps and other items you may want to keep in the vehicle. We liked that both boxes, and the tailgate, lock with the ignition key. It’s a great feature, especially when used with any aftermarket hard folding tonneau cover to secure tools and other items you may use to transport to and from the job site.
We took our truck on an exciting off-road trip, but we also saw how well it performs with a heavy load in the bed by hauling 1,000 pounds of scrap metal to the local recycling yard. We especially liked how the new 65RFE six-speed gave us access to all six gears when manually shifting with the console shifter, which came in handy with the heavier load.
Our test model had an optional urethane spray-in bed liner that worked exceptionally well; it didn’t leave any dents or scratches from the load. With the extra weight, the truck sank an inch or two but still drove and handled predictably. The Ram looked quite comfortable carrying the hefty load and it didn’t feel overly top-heavy, especially when maneuvering around corners and in stop-and-go traffic. In fact, several workers around the recycling yard gathered around to check out the truck, and they gave us a few thumbs-up. Others liked the tailgate assist that made it effortless to open and close the tailgate when moving the payload.
While the as-tested price gave us (and other truck owners we talked with) a little bit of sticker shock, the Ram 1500 crew cab is definitely a vehicle that proved it could take on mildly difficult off-road terrain, haul heavy loads and keep the family quiet and comfortable in a roomy cab. We also liked that our test truck managed to get 20 mpg on the highway and 15 mpg in combined off-road and street driving conditions. But with a moderate base price and lots of options, buyers can outfit the Ram 1500 crew cab to whatever fits their needs and budget.
With a stiff ladder-style chassis, the suspension can fully extend and compress while slowly crawling over deeply rutted areas. Ground clearance is an issue, and although the truck is capable of more rugged terrain, we were not willing to damage the front air dam.
The 5.7-liter Hemi is powerful, making 390 hp and 407 pounds-feet of torque. But it’s also more fuel efficient achieving 20 mpg (unloaded) on the highway during our test, largely due to the modified 65RFE transmission that gives the driver access (through manual shifting only–you'll use only five gears in “D”) to all six gears.
Our test vehicle came equipped with P275/60R20 Goodyear Wrangler HP tires and polished 20-inch wheels. The combination is better suited for pavement comfort and traction rather than off-road conditions, but we didn’t hold that against it.
The interior of our truck had all the amenities, including leather seating. This made the ride seem a bit more comfortable, especially with the power 10-way adjustable driver’s seat and six-way adjustable passenger seat. A navigation system and a multimedia center keeps you and the family entertained.
With good looks and rugged capabilities, the 2012 Ram 1500 crew cab can meet the needs of truck enthusiasts who use their vehicles for work and play; it's more than just a four-wheel-drive truck with good off-road capabilities. It also functions well as a daily driver and heavy hauler when needed.
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No Chevy/GMC Ads For 2013 Super Bowl
Posted on 19. May, 2012 by admin.
Don't expect any amazing Super Bowl promoting the new Chevy Silverado or GMC Sierra during the next Super Bowl on February 3, 2013 like we saw in the last big game. In fact, don't expect to see any commercials from General Motors, reports the Detroit Free Press.
GM has been making some serious marketing decisions lately about how they can more effectively use resources they have for advertising and promotion of their new vehicles, which includes the highly important 2014 1500 Silverado and Sierra replacements. Recently, they decided to stop paying for ads on Facebook and have reconsidered their long and checkered history of promoting new cars and trucks with dramatic and clever 30- and 60-second spots in front of the biggest television audience of the year–the Super Bowl.
This year, the cost for a 30-second spot during the 2013 game is reported to be as much as $3.8 million for a single run, and that doesn't include the cost of creating and producing the commercials themselves, which can also involve pricey special effects. Of course, this could also just be a clever strategy to get attention with their absence anytime a news program or media outlet wants to discuss who will buying ads for the game. No doubt, GM's name will be brought up in many media-buy conversations and news programs for being conspicuously absent from the game.
Chrysler made a big splash at the last Super Bowl with the “It's Half-time in America” two-minute commercial, as well as its “Imported From Detroit” mini-movie. Ford has not advertised during the Super Bowl for a few years, choosing instead to invested heavily in pre- and post-game programs, as well as social media.
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Stoner Tops Dry Le Mans MotoGP Practice
Posted on 18. May, 2012 by admin.
Repsol Honda’s Casey Stoner has work to do before the end of the season when he takes his leave of MotoGP. Before he retires, the Aussie needs to beat Jorge Lorenzo and the balance of the field in the top motorcycle racing arena in the world to earn his third championship and second straight. He started by earning top time in Friday practice for…
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Faster Charging a Major Advantage for Ford EV
Posted on 18. May, 2012 by admin.
Ford’s biggest selling point for its 2012 Focus Electric ($39,600) is that it charges twice as fast as other electric vehicles when using a Level 2 240-volt supply. Having tested a Focus Electric for a couple of days, I can confirm that the claim is both true and a compelling advantage indeed.
In the simplest terms, a depleted Focus battery can be fully recharged in about four hours compared with about eight hours for a Nissan Leaf. The Mitsubishi i-MiEV, which I recently reviewed, uses a smaller battery and takes closer to seven hours. But it’s not just about full charges; it’s about how many miles you can drive in a given day, and some other less obvious advantages.
For the record, the Leaf and i-MiEV offer optional ports for DC quick charging, known as Level 3, which the Focus doesn’t support. (Ford says it’s waiting for a standardized connector.) But Level 2 is what matters most because Level 3 charging would be cost prohibitive for the home, and no car that relies solely on battery power is viable if all you have is 120-volt household power, known as Level 1.
How does the Focus Electric charge faster than its competitors? It’s pretty simple, really: Its onboard charger has a capacity of 6.6 kilowatts. All the other EVs, and the Chevrolet Volt, are limited to 3.3 kW.
To define terms, a “charger” isn’t what you probably think. The thing with a cord you install on a wall or find on a post in a public setting isn’t the charger; it’s the electric vehicle supply equipment, or EVSE. Nissan calls it a “dock.” Technically, the charger is aboard each vehicle. It converts AC power to DC and manages the battery pack’s charging process.
Before I get into the reasons behind all of this, here are some of the less obvious advantages I observed in two days with the Focus Electric:
- Faster cabin conditioning: When I remotely preheated the Focus Electric, it drew more than 5 kW from the EVSE, meaning it was warming the cabin more quickly. (Conditioning the cabin before you unplug and drive preserves range.) We know that our Leaf’s cabin heater can use 4.5 kW or more when driving, yet we’ve witnessed that it’s limited by its own 3.3-kW charging rate when plugged in.
- More miles per day: This is the simplest calculation of all. If you’re adding twice the range of another EV over the same charging period, you can get more miles out of your car in a day’s time. Sometimes I’ll come home with our Leaf and then need to take another car out for the evening while the Leaf recharges. With the Focus, a few hours of charging were enough to give me the range I needed to take it out again.
- Charging at a higher rate while you’re shopping makes more sense: Walgreens is one of the most aggressive adopters of Level 2 charging, but we question if plugging in a Leaf for a 10-minute stop is worth the effort, even if it’s free. But a Focus might be a different story.
- Fewer dollars per mile: Most charging happens overnight when electricity costs less, but for the sake of argument, faster charging means you’re better able to exploit off-peak rates when they’re available. A Focus could finish charging while another EV might linger into the higher-rate period.
- More miles per dollar (or $2): A big reason to buy an EV is for cheap home charging, but you may have the opportunity to charge publicly. Most public Level 2 charging remains free, but when you’re billed, it’s typically by time rather than the amount of electricity used (a legal issue that’s still being sorted out). So if you add 20 to 30 miles of range for every hour of charging, you’re getting more for your money than a Leaf owner, who adds 10 to 15 miles in the same period.
With all these advantages, why don’t the other EV makers have 6.6-kW charging? They say it’s an issue of size and cost, though Nissan has announced that the 2013 Leaf will support 6.6 kW. What’s frustrating is that, for the most part, the onboard charger is the sole bottleneck.
However, not all Level 2 EVSEs can charge at the higher rate. Level 2 charging is standardized and requires 240 volts, but to deliver 6.6 kW to the car, you need two things: an EVSE that can supply that much, and enough current going into it. (A notable mass-market exception is the Voltec-branded Level 2 EVSE Chevrolet sells as an option for the Volt.)
Our SPX Power Xpress EVSE has been flawless when charging a Leaf, Volt and i-MiEV, typically drawing about 3.4 kW. When I charged the Focus Electric, it drew 5.6 kW rather than the full 6.6 kW. Unfortunately I wasn’t aware of a hidden setting on our EVSE intended for use with a 30-amp circuit, even though I had 40 amps. My mistake. This limited its output to a possible 5.7 kW versus 7.7 kW.
Even at this level, the depleted Focus Electric battery charged in four hours and 10 minutes. With the correct setting, the car would have broken four hours easily, and this is what’s frustrating about the charging rate among other EVs. It typically takes eight hours to charge our long-term Leaf with this setup.
Both our existing EVSE and the networked ChargePoint unit in our parking garage — which delivered more than 6 kW when we plugged it into the Focus — have been ready for this charging rate for more than a year. The same is true of the AeroVironment EVSE purveyed by Nissan and Mitsubishi as well as the Leviton device Ford has selected. The cars themselves have been the limiting factor, until the Focus Electric came along.
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2013 Acura RDX: Car Seat Check
Posted on 18. May, 2012 by admin.
Acura’s RDX may have lost its turbocharged four-cylinder engine when it was redesigned for 2013, but it gained better fuel economy from a new V-6 and some family-friendly convenience features. Parents will love the RDX’s huge console storage bin, easy-folding second row and how well this premium compact crossover handles child-safety seats.
For the Car Seat Check, we use a Graco SnugRide 30 rear-facing infant-safety seat, a Britax Roundabout convertible child-safety seat and Graco high-back TurboBooster seat.
The front seats are adjusted to a comfortable position for a 6-foot driver and a 5-foot-8 passenger. The three child seats are installed in the second row. The booster seat sits behind the driver’s seat, and the infant seat and convertible seats are installed behind the passenger seat. We also install the infant seat in the second row’s middle seat with the booster and convertible in the outboard seats to see if three car seats will fit. If there’s a third row, we install the booster seat and a forward-facing convertible.
Here’s how the Acura RDX did in Cars.com’s Car Seat Check:
Latch system: This five-passenger compact crossover has two sets of Latch anchors in the outboard seats. They are easy to find because they’re under wide slits in the leather. Although the slits are deep, the anchors are at the top of the opening, making access a breeze.
Booster seat: The outboard seats’ bottom cushions are longer than the middle seat, so the booster has plenty of room. The buckles aren’t floppy and are on stable bases, making them easy for kids to grab. They stick up high enough that a kid will be able to use them easily.
Convertible seat: The forward-facing convertible was easy to install thanks to its rigid Latch connectors and the RDX’s accessible tether anchor. There were two sets of tether anchors midway down the outboard seatbacks and lots of clearance between the anchor and the seatback, making it easy to connect. The tether anchor for the middle seat is in the ceiling under a hinged plastic cover. It’s flimsy and we broke it. The rear-facing convertible also fit well in the roomy backseat.
Infant-safety seat: There was also plenty of room for the infant seat; the front passenger didn’t need to move the seat up to accommodate this large car seat. The infant seat has traditional connectors, which were still easy to hook to the Latch anchors.
How many car seats fit in the second row? Two
Editor’s note: For three car seats — infant-safety seat, convertible and booster seats — to fit in a car, our criterion is that a child sitting in the booster seat must be able to reach the seat belt buckle. Parents should also remember that they can use the Latch system or a seat belt to install a car seat.
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Cars.com Reviews the 2012 Cadillac CTS
Posted on 18. May, 2012 by admin.
The CTS has been the keystone to Cadillac’s “reinvention” since 2003, according to Cars.com editor Mike Hanley. Despite being on the road for nearly four years, the second-generation CTS still holds up well, Hanley says. For the 2012 model year, it receives a few exterior refinements and, while mostly untouched, the interior of the CTS still feels well-appointed. The only major downside is the cramped backseat, he says.
2012 Cadillac CTS Review
