saludando

TelexFree

noreply@blogger.com (Anonymous) — Tue, 15 Apr 2014 18:01:00 +0000

La Procuraduría Especializada Antilavado de Activos, que dirige el magistrado Germán Miranda Villalona, y la Fiscalía del Distrito Nacional investigan a la sociedad comercial TelexFree Dominicana por supuesto lavado de activos, estafa, violación a la Ley Monetaria y Financiera y a la Ley de Mercados de Valores.

La Fiscalía del Distrito fue apoderada de la investigación mediante una denuncia realizada por la Superintendencia de Valores de la República Dominicana en fecha 3 de marzo del presente año.

Las indagatorias concernientes a los delitos financieros son llevadas a cabo por la procuradora fiscal Wendy Lora, directora del Departamento Criminalidad Organizada.

En el transcurso de la investigación la Fiscalía ha realizado diversas diligencias de investigación orientadas a la búsqueda de evidencias de los delitos imputados a TelexFREE y sus accionistas.

Tres meses de prisión preventiva contra madre de tres niños

noreply@blogger.com (Anonymous) — Tue, 08 Apr 2014 17:01:00 +0000

Un tribunal de la provincia Monseñor Nouel dictó tres meses de prisión preventiva como medida de coerción a la madre soltera de tres niños que murieron calcinados en su vivienda en momentos en que ella estaba ausente.

El Juzgado de atención permanente de esta provincia acogió así la acusación de la fiscal Francisca Mayra Fabián contra Sandra Reyes Acosta, por supuesto descuido, reportó el corresponsal Santiago Acevedo.

Según testimonios, Sandra Reyes Acosta (Teresa) había dejado encerrados a sus tres niños de nueve, siete y seis años y cuando regresó al hogar los encontró quemados la noche del sábado.

Declaran complejo el caso de Johan Liriano.........!

noreply@blogger.com (Anonymous) — Tue, 18 Mar 2014 19:11:00 +0000

SAN CRISTÓBAL, República Dominicana.- Un tribunal de esta jurisdicción declaró complejo el caso en el que se acusa al excoronel Johan Liriano, adscrito a la Dirección Nacional de Control de Drogas, de encabezar una supuesta banda de sicarios, de lavado de activos y de asociación de malhechores con ramificaciones internacionales.

La jueza Rosa Eulalia Mateo, del Juzgado de Instrucción de San Cristóbal, le otorgó un plazo de ocho meses al Ministerio Público para que concluya las investigaciones y ordenó ampliar a un año y seis meses la prisión preventiva de los acusados.

Según el corresponsal Rafael Lara, el fiscal adjunto Nicasio Pulinario hizo la petición bajo el argumento de que en los cinco meses que lleva el Ministerio Público con el caso aun no ha podido concluir las investigaciones.

HOMBRE ES ENVIADO A LA CARCEL

noreply@blogger.com (Anonymous) — Thu, 06 Mar 2014 05:37:00 +0000

Un hombre acusado de violencia domestica por la madre de uno de sus hijos denunció en exclusiva a Noticias SIN que fue violado sexualmente y maltratado en la cárcel Rafey de Santiago.

Con poca capacidad de movilidad ha quedado Waldin Espinal luego de que supuestamente hay sido golpeado salvajemente por los internos de la cárcel Rafey de Santiago donde cumplía una medida de coerción por violencia de género.

“El abogado de ella le dijo que yo estaba por violación y por eso fue que me daban golpe y me entraban los dedos por la nalga diciéndome a mí que si era bueno. Me tiraban la comida en el piso pa que yo comiera del suelo”, dijo el denunciante a Noticias SIN.

Mientras que su madre Rosa Espinal agregó “mi hijo corre peligro. La vida de mi hijo, ustedes van a ser testigos si algo de pasa de ahora en adelante”.

Freaky Five-Door: Audi Prices 560-HP 2014 RS7 from $105,795

noreply@blogger.com (Anonymous) — Mon, 05 Aug 2013 18:05:00 +0000

Audi’s A7 luxury five-door is one of the most attractive cars on the market, but it has since birthed the higher-performance S7 and now, this: The 2014 RS7. Compared to the S7 and regular A7, the RS7 packs an additional 140 and 250 horsepower, respectively. Now Audi has revealed how much more than those two models the RS7 will cost. At a starting price of $105,795, the RS7 will set buyers back quite a bit more than the A7 and S7, but then Audi claims it can hit 60 mph in 3.7 seconds and top out at 174 mph.

For those who aren’t keen on doing the math, allow us to crunch the numbers and illuminate how the RS7 costs $40,400 more than the A7, which is powered by a 310-hp, supercharged V-6. The next-speediest model in the A7 family, the S7, is still $24,700 cheaper; it is powered by a lower-output version of the RS7’s twin-turbocharged 4.0-liter V-8. On the upside, the RS7 is quite a bit more affordable than the (less expensive) BMW M6 Gran Coupe, which, like the RS7, is just a slinkier version of a regular sedan. (The RS7 essentially is a sultrier RS6 sedan, while the BMW is an M5 with a less-practical back seat.) Mercedes-Benz’s rough equal for the RS7, the CLS63 AMG, was priced at less than $100,000 before it was refreshed for 2014—pricing for that car is not yet available, but it is still down 10 ponies on the Audi. (Mercedes-Benz hasn’t revealed how much it will charge for its newly all-wheel-drive E63 AMG wagon, but it should come in near the RS7.) Impressively, the RS7 is rated for the same 27 mpg on the highway as the S7 (down 1 mpg from the V-6 A7) and just 1 mpg lower in the city, thanks to engine stop-start and cylinder-deactivation features.

While buyers can get the A7 in Premium Plus and Prestige trims, content-wise, the RS7 comes standard with the ritzier Prestige gear. As befits a car in this price category, the RS7 is available with a number of luxury options and packages. Techies will gravitate toward the $500 Cold Weather package, $2800 Driver Assistance package (adaptive cruise, front and rear cameras, lane-keeping assist, Audi Pre Sense Plus pre-crash system), the $5900 Bang & Olufsen sound system, and $2800 Innovation package (head-up display, night-vision camera). Vanity fans will dig the $2000 Comfort Seating package (ritzier leather with diamond-quilted inserts, 22-way power front seats with a massage function and ventilation), $4000 Carbon-Optic package (high-gloss black and carbon-fiber exterior trim; also requires $1000 sports exhaust), and $1000 21-inch five-spoke wheels.

Go all-in on the options, and the RS7’s price tag easily exceeds $130,000—but when you consider that Audi refuses to send Americans its excellent RS6 Avant wagon, what price can you put on owning a luxurious, hot Audi five-door?

2015 Porsche Macan Turbo Spy Photos

noreply@blogger.com (Anonymous) — Mon, 05 Aug 2013 18:04:00 +0000

What It Is: Porsche’s upcoming mid-size SUV, the Macan, caught testing wearing almost no camouflage. The Macan, which carried a code name of Cajun—short for “Cayenne Junior”—is smaller than the Cayenne and designed to bring even more buyers into the Porsche fold. Our spy photographers previously captured a Macan prototype out for testing, but it had considerably more camouflage than the car you see here. We’ve also gleaned new details about the Macan’s powertrain in the interim.

Why It Matters: Although brand purists will cry foul, the Macan is poised to become quite the moneymaker for Porsche. Of course, this cash flow will help bankroll the cars these purists love—the excellent Cayman,Boxster, and 911—in a similar fashion to the successful Cayenne and Panamera. The smaller, more affordable Macan also gives Porsche a seat at the table in the ultra-hot luxury-crossover segment.

Platform: If the Porsche Macan’s basic stance and profile seem familiar, that’s because underneath, it’s an Audi Q5. Some dimensions will be altered for the Porsche, including its width (which will grow) and height (which will shrink). As is visible in these photos, the Macan will have Porsche-specific styling, right down to its sporty door mirrors and intake-riddled front end. This prototype is wearing odd headlight and taillight stickers intended to throw off an examination of those critical styling elements, but the cut-line for the front peepers is visible and roughly mimics those of the Cayman and Panamera. The fascia carries a heavy Cayenne vibe, as do the body sides and roofline. Out back, the rear window is steeply raked, and the fast D-pillar is stylishly thick, if detrimental to blind-spot visibility. Overall, the car closely imitates the Cayenne, but with smaller, tighter, and even sportier proportions.

Competition: Audi Q5, BMW X3/X4, Land Rover Range Rover Evoque, Mercedes-Benz GLK-class.Powertrain: The Macan will come in two trim levels: S and Turbo. Both will be powered by versions of Porsche’s new twin-turbo 3.0-liter V-6 engine, which was introduced via the 2014 Panamera. Expect the base S variant to make 340 horsepower, while the more powerful and sportier Turbo will get a solid 400. (Based on the big wheels, red brake calipers, and quad exhaust outlets on the test car pictured here, it’s a good bet this is the zestier Turbo model.) Look for all-wheel drive to be standard, as it is in the Cayenne. As for the transmission, a seven-speed dual-clutch unit is most likely.

Estimated Arrival and Price: The Macan will be introduced this fall at the Los Angeles auto show, and should go on sale shortly thereafter at a starting price of around $45,000. Actual transaction prices, of course, will depend heavily on how deep customers plunge into Porsche’s vast options and personalization catalog. A well-optioned Macan Turbo could pack an eye-wateringly expensive sticker. View Photo Gallery

Name That Shifter, No. 139: 1977 Pontiac Firebird Trans Am

noreply@blogger.com (Anonymous) — Mon, 05 Aug 2013 18:03:00 +0000

On Monday, we presented this week’s shifter and asked you to identify the make and model of the vehicle whence it came. We had figured that a few of you would recognize the shifter, but a lot of you did. The first commenter to do so was Rickster, who will receive a Save the Manuals button and sticker as a reward for identifying the shifter as a 1977 Pontiac Firebird Trans Am’s four-speed.

The Trans Am pictured here is from our July 1977 issue, and it wasn’t stock—though its shifter was. The car was worked over by racer Herb Adams to make it more track-worthy. It got dry-sump lubrication, a zestier carburetor and intake manifold, new headers, custom exhaust, experimental four-wheel disc brakes, and Koni shocks. By the late ’70s, the Trans Am was something of a ponderous porker, but we described Adams’ car as “a Trans Am worthy of the name.”

If you can’t wait until next week for more knobby action, be sure to check out our latest Show Us Your Knobs contest. Post a photo of your knob (as in, your manual shifter), and you could win a Save the Manuals prize pack! Plus, silly wordplay with the word “knob” is always funny.

Ford to Offer Compressed Natural Gas Prep Package on 2014 F-150

noreply@blogger.com (Anonymous) — Mon, 05 Aug 2013 18:02:00 +0000

Ford has announced that it will offer customers a compressed natural gas (GNG) prep package on the 2014 F-150 pickup. Although it isn’t a full conversion, Ford’s package sets the F-150 up to be converted by a Ford Qualified Vehicle Modifier. The kit is available only on F-150s equipped with the base 3.7-liter V-6 engine, and it includes hardened valves, valve seats, pistons, and rings. With the prep kit, the F-150 can run on either gasoline or natural gas (via separate fuel systems), as well as liquefied petroleum gas (LPG).

According to Ford, the CNG/LPG prep package will cost roughly $315, but outfitting the truck with the requisite CNG fuel tank and fuel-delivery systems will set buyers back between $7500 and $9500. Still, Ford claims that customers who opt for the kit and the pricey CNG up-fit can see a return on their investment within 24–36 months, thanks to the ultra-low price of natural gas. The fuel can cost as little as a buck a (gasoline equivalent) gallon—as opposed to the current price of regular gas, which is hovering in the mid-$3 range—meaning fleets that travel lots of miles could legitimately see savings in a short period of time.

Ford claims the F-150 is the only CNG/LPG-capable half-ton pickup on the market, but technically most any vehicle—other half-tons included—can be converted to use natural gas, so the boast is somewhat disingenuous. Perhaps more accurate, Ford is the only manufacturer to offer a preparatory package that primes a half-ton for conversion. (Ram offers a turn-key natural-gas-powered 2500 heavy-duty pickup, and the Mopar catalog offers conversion bits for regular 1500s.) The F-150 is only the latest Ford commercial vehicle to offer a gaseous-prep engine option, and the automaker predicts it will offer eight different compatible models within the next year. Those models include the Transit Connect, the new Transit van, the outgoing E-series van, F-series Super Duty pickups, F-450 and F-550 Super Duty chassis cabs, the F-650 medium-duty truck, and the F53 and F59 stripped chassis. The multitude of CNG-prepped models are part of Ford’s plan to sell 15,000 such vehicles this year.

Chevrolet Onix e Prisma tem segundo aumento de preços este ano

noreply@blogger.com (Anonymous) — Sat, 03 Aug 2013 07:33:00 +0000

Não adianta. Todo carro que faz sucesso no mercado brasileiro tem sucessivos aumentos de preço, para testar até onde o consumidor está disposto a pagar. O Chevrolet Onix foi lançado em outubro do ano passado com preços a partir de R$ 29.990. Em janeiro deste ano o modelo passou a partir de R$ 30.790, e agora tem o segundo aumento de preços de 2013, com sua tabela começando em R$ 30.990.

Já o Chevrolet Prisma, lançado mais recentemente, também teve um aumento de preços, no mês passado e agora novamente. Dois aumentos de preço em apenas 40 dias.

Visitando o site da Chevrolet, notamos que a versão de entrada do Onix subiu, mas as outras também. Vamos a uma comparação, mostrando o preço de outubro de 2012, o preço de janeiro e o preço atual. No caso de algumas versões, mostramos apenas dois preços, o de 2012 e o de hoje, já que não publicamos os preços reajustados em janeiro:

Chevrolet Onix LS 1.0 – R$ 29.990 -> R$ 30.790 -> R$ 30.990
Chevrolet Onix LT 1.0 – R$ 31.690 -> R$ 32.590
Chevrolet Onix LT 1.4 – R$ 35.290 -> R$ 36.190
Chevrolet Onix LTZ 1.4 – R$ 41.990 -> R$ 43.090 -> R$ 44.190

As versões com câmbio automático que acabaram de ser lançadas não tiveram aumento de preços. O Onix LT 1.4 automático continua custando R$ 43.390 e o LTZ 1.4 automático R$ 47.190.

Agora falando do Prisma, alistamos também seus aumentos de preço:

Chevrolet Prisma LT 1.0 – R$ 34.990 -> R$ 35.390 -> R$ 35.790
Chevrolet Prisma LT 1.4 – R$ 39.090 -> R$ 39.490 -> R$ 39.890
Chevrolet Prisma LTZ 1.4 – R$ 45.990 -> R$ 46.490 -> R$ 46.990

As versões automáticas do Prisma não tiveram aumento de preço. O Prisma LT 1.4 continua custando R$ 46.390 e a versão LTZ 1.4 continua tendo preço de tabela de R$ 49.990.

Chevrolet Spin 2014 tem sistema MyLink e transmissão atualizada

noreply@blogger.com (Anonymous) — Sat, 03 Aug 2013 07:33:00 +0000

A Chevrolet Spin 2014 está sendo divulgada hoje pela GM. As novidades do modelo são o sistema MyLink, que já estava disponível nos modelos Onix, Prisma e Cobalt e também uma transmissão manual atualizada.

As unidades da Spin 2014 com câmbio manual recebem a segunda geração F1X, que conta com um novo conjunto de sincronizadores triplos para 1ª e 2ª marchas e a adição de sincronizadores duplos para 3ª e 4ª marchas , possibilitando ao motorista engates com menor esforço e a possibilidade de trocas mais esportivas. A nova geração contempla também a ré sincronizada, o que facilita o engate da marcha a ré em manobras.

O Chevrolet MyLink da Spin 2014 permite ao usuário trazer suas músicas, fotos, vídeos e aplicativos do celular para dentro do veículo, além de fazer ligações telefônicas via Bluetoothpor meio da tecnologia HFT (Hands Free Telephone). Ele se destaca por sua interface intuitiva e de fácil navegação, a qual faz uso de uma tela LCD 7’’ touch screen.

O sistema multimídia Chevrolet MyLink está disponível como item de série somente na versão LTZ (7 lugares). A versão LT (5 lugares) passa a contar com a cobertura de porta-malas como item de série e, os pacotes R9X e R9Y terão bagageiro de teto de série.

A Chevrolet Spin 2014 está disponível com motor 1.8 Econo.Flex, com opções de transmissão manual e automática – esta última de seis velocidades.

Os carros mais vendidos do mês de julho de 2013

noreply@blogger.com (Anonymous) — Sat, 03 Aug 2013 07:32:00 +0000

O mercado de automóveis e comerciais leves sofreu queda de 7,82% em relação a 2012 com venda de 323.916 unidades, mas em relação ao mês anterior, o volume foi 6,94% superior. O acumulado do ano continua com saldo positivo e nesse caso de 2,42%.

Entre os automóveis, a Fiat liderou com 21,26%, seguida por GM (20,97%), VW (18,02%), Ford (9,54%) e Renault (6,74%). Nos comerciais, a italiana manteve a frente com 18,96%, tendo VW (15,89%), Ford (12,46%), GM (12,46%) e Renault (9,01%). Note que Ford e GM empataram nos utilitários. No geral, a Fiat ficou na frente com 20,74%, seguida pela GM (19,03%), VW (17,53%), Ford (10,21%) e Renault (7,26%). A GM novamente ficando à frente da Volks.

Entre os automóveis, o Gol mantém boa vantagem para o Palio com 5.404 unidades de diferença. O Uno segue perto do irmão e logo atrás já aparece o Fiesta, em boa fase no mercado. Fox, Classic e Siena ficaram muito próximos, da mesma forma que HB20, Sandero e Onix, que caiu na tabela e fechou o grupo dos 10 mais vendidos. Civic continua na frente do Corolla, mas a presença de Voyage, Celta, Prisma e Cobalt empurraram a dupla nipônica para baixo no ranking. O Etios Hatch já está entre os 20 mais vendidos.

Nos comerciais leves, a Strada nem precisa mais de propaganda, pois já está se vendendo. Bem distante, a Saveiro aparece em segundo, seguida bem de perto pelo EcoSport. O Duster reagiu bem e fechou julho em quinto. Hilux e Montana surgem depois e encontram a dupla da VW, com a Kombi mostrando para a novata Amarok que pode ser sessentona, mas ainda vende muito bem… Por fim, a Ranger fecha o grupo dos 10.

Porsche upgrades 911 GT3 R for 2013 season

noreply@blogger.com (Anonymous) — Thu, 01 Aug 2013 06:38:00 +0000

Porsche has upgraded its 911 GT3 R race car for the 2013 season.

For starters, the GT3 R, based on the 997-generation 911, receives wider fender flares front and rear. This means that the successful customer racer, fielded in GT3 classes, looks considerably brawnier than its predecessor. According to Porsche, the new aerodynamics generate “substantially more downforce,” allowing for higher cornering speeds and later braking points. The wider track and the adapted wheels provide additional improvement in traction.

Ever since its launch in 2010, customer teams around the world have embraced the 911 GT3 R. In 2012, Porsche customer teams raced the 500-horsepower production-based machine in 131 races, won 41 of them and clinched numerous championships.

For 2013, Porsche Motorsport's modified aerodynamics extend to the front bumper panels, all fenders, the sill covers, the rear panel and underbody with rear diffuser; all received further fine-tuning in the wind tunnel. Porsche enlarged the rear wing to the width of the car and repositioned it to work best with the redesigned body.

The suspension also underwent modifications. The track of both the front and rear axle grew by 50 millimeters. The width of the front rims is now 12 inches instead of 10.9. The wheelbase of the latest 911 GT3 R increases by 10 millimeters.

Like its predecessor, the 4.0-liter, flat-six engine produces 500 hp. Porsche's six-speed sequential dog ring-type gearbox with pneumatic shift system is operated via shift paddles on the steering wheel.

Porsche is also offering customers a conversion kit to update older 911 GT3 Rs to 2013-spec. The kit is available from Porsche Motorsport for €45,500 (approx. $59,000) plus country-specific value added tax.

Sébastien Loeb, Alvaro Parente to pilot McLaren MP4-12Cs in FIA GT Series

noreply@blogger.com (Anonymous) — Thu, 01 Aug 2013 06:38:00 +0000

For 2013, Sébastien Loeb Racing has entered two McLaren MP4-12C cars in the new FIA GT Series.

Loeb, the nine-time World Rally Championship titleholder, and Portugese Alvaro Parente will handle driving duties for the team in the new series. The FIA GT Series is comprised of six events, each with two races of one hour. This will be the team's first effort in an international GT series.

“The FIA GT Series fits all of our criteria, with 100 percent professional driving squads and sprint-type races,” said SLR team manager Dominique Heintz. “On one hand, we wanted to take the next step in GT. On the other, Sébastien wanted to make a solid reconversion to circuit racing. It's the perfect program for the driver Sébastien Loebdriver Sébastien Loeb and the team Sébastien Loeb Racing.”

Loeb plans to run all six races in the 2013 series. Previously, he had only made a few one-off appearances on circuits in the past few seasons while committing full-time to the WRC.

“I want to prepare to drive in the WTCC [World Touring Car Championship] project with Citroën, and that's going to happen with a circuit-focused schedule in 2013,” Loeb said. “I like sprint races, and I appreciate GTs, which are cars that are very nice to drive. I don't yet know all the ins and outs of circuit racing, and I really wanted to drive with another pro to learn and progress. Sharing the wheel with one of the best GT drivers is the ideal solution.”

Parente, 28, won the British F3 champion in 2005 and the Formula Renault 3.5 winner in 2007. He has two wins in GP2 and has been an official McLaren driver since 2011. Parente raced in the GT1 World Championship last year.

2013 FIA GT Series schedule

April 1: Nogaro, France

April 21: Zolder, Belgium

July 14: Zandvoort, Netherlands

August 18: Slovakia Ring, Slovakia

October 13: Navarra, Spain

November 16 or 23: Middle East (date and location TBD)

McLaren P1 tests in Arctic, MP4-12C at drag strip

noreply@blogger.com (Anonymous) — Thu, 01 Aug 2013 06:37:00 +0000

McLaren has produced less than a handful of road cars in its 50-year existence, and they've all been hits. The company currently sells two cars for the street: the P1 and the MP4-12C, and they both require the “super” moniker.

The McLaren P1 made its debut at the Paris motor show in September, and has been the subject of many analyses ever since. The successor to the F1 works with a twin-turbocharged 3.8-liter V8 with the addition of a Formula One-style kinetic energy recovery system. Total system output is a whopping 903 hp and 664 lb-ft of torque. All this comes at a cost of $1.15 million.

The P1 was recently cold-weather testing in the Arctic Circle. The company saw fit to produce a short video of the test, perhaps as a treat to the 375 owners who will be taking delivery of their cars in a few months.

Slotted below the P1 is the McLaren MP4-12C. It was launched in 2011 and was the first application of the company's 3.8-liter V8. The twin-turbocharged mill in the current MP4-12C makes 616 hp and 443 lb-ft of torque. It costs about $230,000.

Dragtimes.com caught the supercar at the track taking down some strong competition including the Ferrari 458 and Corvette ZR1.

Michigan summer car events list

noreply@blogger.com (Anonymous) — Thu, 01 Aug 2013 06:36:00 +0000

The Motor City is gearing up for a summer of events that celebrate the region's automotive heritage.

A total of 16 automotive events will take place throughout Metro Detroit this summer, and everything kicks off the weekend of May 31 with the Chevrolet Detroit Belle Isle Grand Prix.

The race weekend features the first Izod IndyCar doubleheader, the Grand-Am Rolex Sports Car series and Pirelli World Challenge Championship series.

The Grand Prix returned to Detroit last year after a three-year hiatus, but the homecoming was marred when pieces of the track fell apart during the weekend's main event: the Izod IndyCar race.

Detroit Grand Prix general manager Charles Burns said Belle Isle is ready this year, after renovating 100,000 square feet of the track's asphalt and concrete. Burns said the renovations also resulted in a lengthened straightaway between turns two and three, extending last year's 2.1-mile route to 2.36 miles.

The race event is set for May 31-June 2, and tickets can be purchased at DetroitGP.com or by calling 866-464-PRIX.

The summer of automotive love also includes Concours d'Elegance of America, an RM Auction and the Woodward Dream Cruise, considered the largest free car show in the country.

Here's a full list of Michigan's automotive summer events.

June 15: Eastpointe Gratiot Cruise, Macomb County

June 15-16: Quicken Loans 400 NASCAR weekend, Michigan International Speedway

Motor Muster, Dearborn

June 16: EyesOn Design, Grosse Pointe Shores

June 22-23: The Sloan Museum Auto Fair, Flint

June 29: Cruisin' Downriver, southern Wayne County

July 27: RM Auctions Vintage Motor Cars, Plymouth

July 28: Concours d'Elegance of America, Plymouth

Aug. 4: Clinton Township Gratiot Cruise, Macomb County

Aug. 13-17: Back to the Bricks Cruise Weekend, Flint

Aug. 17-18: Pure Michigan 400 NASCAR weekend, Michigan International Speedway

Aug. 17: Woodward Dream Cruise, Oakland County

Aug. 25: Cruisin' Hines, Westland

Sept. 7-8: Old Car Festival, The Henry Ford Museum in Dearborn

Sept. 22: Orphan car show, Ypsilanti

Crashing the Pixar Motorama car show

noreply@blogger.com (Anonymous) — Thu, 01 Aug 2013 06:35:00 +0000

The animated film studio Pixar sits behind newly aged brick walls on a sprawling campus in the East Bay that looks and seems a little like Willy Wonka's Chocolate Factory, especially since you can't get inside. But we've been inside, and it is a pretty wonderful place.

On July 12 Pixar's Jay Ward, guardian of the "Cars" franchise and all the wheeled wonders that entails, organized the latest Pixar Motorama, the greatest car show you'll never see.

Motorama is for Pixar employees and their families only (and for us), but since you know us, we can get you in, at least figuratively, with this report.

Why a car show at an animation studio? At Pixar, there are almost as many extracurricular activities as there is animation work, from an improv comedy club to employee musical groups, the latter which get their own special day on the campus known as “Pixarpalooza.” But last Friday it was all about the cars or, we should say "Cars," the franchise that has made somewhere around $1 billion of the more than $8 billion the studio has amassed so far.

“We started developing 'Cars' after 'Toy Story,'” said John Lasseter, the animation genius behind the studio and a lifelong car guy. “I noticed a lot of Pixar employees had interesting cars. So we had a car show.”

That was 12 years ago, and while it started out as just an employee show, it kind of grew. Ward inherited the show after that first year and you couldn't have picked a better organizer. He took it from a nice employee diversion and built it into something extraordinary.

“In the summer of 2000 we had no manufacturer relationships, no studio relationships, no real contacts, it was the early days of (working on) 'Cars'

(the movie),” Ward said. “Then in 2001, 2002, 2003 we started meeting people at car shows and manufacturers and designers started asking, 'Would you like a car?' Then real GM show cars started showing up and it just started accelerating.”

Past Motorsrama have had real concept cars from the EcoJet and the Ford Fortynine to the Stingray concept, as well as new cars that weren't in showrooms yet. There were no concepts at this year's show but there were some cars that would make you yelp if you saw them on the street:

- The only 911 GT3 in the United States

- A Tesla Model X with Falcon doors in the upright and locked position

- A Ferrari F12

- McLaren MP4-12C Spider

- Jaguar F-Type

- SRT Viper

- Audi R8 V10 Plus

- Maserati Quattroporte

- Aston Martin Rapide S

- Aston Martin Vanquish

Jay Leno, longtime supporter of the show, sent a ghastly perfect Volga GAZ -21 Series 3. The Petersen Automotive Museum trucked Steve McQueen's Jag and the Round-Door Rolls up. Mechanical whiz Tony Bottini brought three Disneyland Autopia cars he had converted to electric power and not only showed them, but let people drive them around Pixar's jogging track at speed. LIT Motors, the guys who are going to make 10,000 gyroscopically stabilized two-wheeled enclosed motorcycle things a year and revolutionize transportation, brought prototype #2 of their mechanical animal. There was something that looked like a kid's tricycle with a backwards set of handlebars, carbon-fiber frame and electric drive called the YikeBike. There was an all-titanium bicycle called a Co Mooter. There was a 1936 Pierce Arrow vacation trailer pulled by a Diamond Truck with a Henderson motorcycle in the back, the latter which itself was powered by a longitudinally mounted inline four.

By sheer luck, collector car dealer Fantasy Junction is directly across the street from Pixar in Emeryville. They brought two cars from their vast inventory: a Nash Healey and an AC Bristol.

Employee cars ranged from a 2CV , 914, two split-window VW camper vans in great shape and a pop-top VW Synchro to a couple of cool Honda racing motorcycles and Pixar Lighting VP Ian Megibben's beautifully restored 1974 Honda CB550.

“I have become more infatuated with automobiles because of Motorama,” said Megibben.

He got his Honda five years ago “…with the hope of maybe one day bringing it here.” That hope lead him to fix the brakes, among other things, making the bike much safer.

“So you could say the Motorama saved your life?” chimed in Pixar employee Bob Pauley, who showed off his own freshly painted Volvo P1800.

“Yeah!” Megibben said.

The manufacturers loved the show, too.

“It's fun,” said McLaren's Michele Shapiro. “It's always fun to have people see the car, jump into it, touch it; it's always fun.”

“We never sell anything at these type of events but it's good for the brand,” said Ferrari of Mill Valley's Emmannuel Turin.

“We honored Mr. Lasetter last year,” said Paige Wheeler of the Petersen Automotive Museum. “We bring cars here to thank him for all he's done; hopefully we will inspire some artists with these cars, but mostly we're here to thank Pixar.”

“This is very, very, very, very cool,” said Dustin Goodwin, who works at Cole European, which brought out a beautiful red F-Type.

Ward looks for specific things in the cars he recruits. “They've got to be: special, super, racing, unique, cool, different.”

“Our goal with 'Cars' is to never forget the car guy,” said Lasseter. “Have fun, make it funny, but it's gotta be authentic.”

Now the Motorama will be every other year, alternating with the Pixarpalooza. On the off years, there will still be a car show but it will be like it was in the first year, with just employee cars, and they'll all be gathered in a far corner of the Pixar parking lot called the Pixar Back 40. “A keg and a couple of pop ups,” Ward said. That'd still be pretty cool. Wonder if we can weasel our way into that, too?

2013 Porsche 911 Carrera 4S review notes

noreply@blogger.com (Anonymous) — Thu, 01 Aug 2013 06:33:00 +0000

ROAD TEST EDITOR JONATHAN WONG: I've often wondered why someone would want to get an all-wheel drive 911. Obviously, in cars like the Audi R8 and Nissan GT-R, that's all you can get, but with a car like a 911, why would you bother? Are there many people who consider all-weather capabilities when they are walking around a Porsche showroom looking at a Carrera? Do that many people actually drive their 911s through the winter? Somehow I doubt that very much and there's probably a Cayenne in the garage for moving around kids and tackling winter.

However, Porsche says that the all-wheel drive models made up about 34 percent of Carrera sales during the previous 997 generation, which isn't bad at all and higher than I would have guessed. So what the heck to do I know?

What else do you get on the Carrera 4 models in addition to all-wheel drive? There are rear fenders that are 1.7-inches wider on each side, which I will say does give it a more imposing stances. Rear wheels are 10 millimeters wider; there are unique front air inlets and a light panel that connects the rear lights.

When you directly compare our 2013 Porsche 911 Carrera 4S test car to a normal real-wheel drive Carrera S, there's a 110-pound weight penalty for the 4S and when you compare base prices, the 4S hits your wallet up for an additional $6,730. According to Porsche's performance numbers, which usually tend to be conservative, both the S and 4S with the dual-clutch transmission hit 60 mph in 4.1 seconds. For those who care, top speed on the 4S is a tad lower at 183 mph versus the S which can hit 188 mph. And the 4S' EPA fuel economy numbers take a 1 mpg hit in both city and highway cycles for a 19/26 rating compared to the S' 20/27.

On road, the 4S is like all the other 991 Carreras I've been in so far with remarkable ride quality on the low-profile Pirelli PZero tires. What Porsche engineers were able to do from a daily comfort standpoint probably remains the most impressive thing about the latest car.

Of course, I still miss the feedback and connection the old hydraulic steering system offered, but electric systems are here to stay so we just have to deal with it. The 4S' steering is dead on center and tightens up some when you crank on it a little. The electric systems in the Boxster and Cayman feel sharper, which means engineers probably were looking for more of a GT car feel on the Carrera.

The cabin is nicely done with soft, leather-wrapped surfaces throughout. The optional sport seats are generously bolstered and comfortable and build quality is first rate. I have to say that the Burmester audio system is among the very best-sounding setups I've heard, which it should be for $5,010.

I've always found the S models to be “just right” Carreras with power that isn't overboard. The flat six-cylinder is a sweetheart with strong pull all the way through the rev range and it sounds wicked with the optional sport exhaust. The ZF dual-clutch wouldn't be my transmission of choice (give me the manual, please), but it's a stellar gearbox with quick upshifts and respectable downshifts.

There isn't much you can complain about the when the 4S is on public roads. Grip levels remain high for fun backroad and expressway interchange ramp exercises. It still gets noticed by other motorists, which is big reason why people would buy a Carrera, right?

Without question, the Carrera 4S is more car than public roads can handle, which is why we took it out for a few laps around Michigan International Speedway's infield road course. Launch control is easily activated and gets you out of the gate efficiently. Through turns there's very little roll, but a lot of understeer even with the standard torque vectoring on the 4S for the rear wheels. It was difficult to get the rear end to rotate around tighter corners, which was a downer.

When going for it, I really didn't mind the steering so much. It was responsive enough and felt fine when you are hammering on the car. Maybe it's because you're not paying that much attention to it and are more focused on not throwing the car off the track. High speed stability is good and the exhaust at wide-open throttle even with a bucket on your head sounds great.

I didn't do too many laps, but I do know that on a track I prefer a rear-wheel drive Carrera for sure. I simply wasn't having much fun behind the wheel of the 4S on track with how badly it pushed. Give me a regular S (which would save me some of the money I don't have), weight and be much more entertaining to drive, and I would be a happy dude.

And yes, I know people are going to jump all over the $145k as-tested price. Yes, it's crazy that there is a BMW 328i sedan's worth of options on it. It's crazy, but I do like the sport exhaust. I would, however, leave behind the painted key and a lot of other stuff.

2013 Porsche 911 Carrera 4S

Base Price: $106,580

As-Tested Price: $145,305

Drivetrain: 3.8-liter H6; AWD, seven-speed dual-clutch sequential manual

Output: 400 hp @ 7,400 rpm, 325 lb-ft @ 5,600 rpm

Curb Weight: 3,230 lb

Fuel Economy (EPA City/Highway/Combined): 19/26/22 mpg

AW Observed Fuel Economy: 18.4 mpg

Options: Burmester audio package ($5,010); black and gray leather interior ($4,120); Porsche PDK transmission ($4,080); adaptive sports seats ($3,465) Porsche dynamic suspension ($3,160); sport exhaust ($2,950); adaptive cruise control ($2,490); sport chrono package ($2,370); premium package 18-way seats ($2,330); glass sunroof ($1,990); sports seats with black leather ($1,870); black painted wheels ($1,635); park assist front and rear ($990); sport steering wheel ($490); 5mm wheel spacers ($490); rear windshield wiper ($360); painted vehicle key ($335); folding exterior mirrors ($320); power steering plus ($270)

2014 Audi RS7 Sportback drive review

noreply@blogger.com (Anonymous) — Thu, 01 Aug 2013 06:33:00 +0000

The RS7 applies the full hot-rod treatment to Audi's A7 Sportback—the slinky five-door that arrived near the front edge of the sedan-as-coupe wave and added hatchback utility. With about 552 brake hp, the 2014 RS7 also happens to be the most powerful Audi yet offered in North America.

Like other RS products, the RS7 is pulled from the A7 line and hand-finished in Neckarsulm, Germany, by quattro GmbH—the VW Group subsidiary that is to Audi as AMG is to Mercedes-Benz. The RS7 is an anniversary car of sorts, marking 30 years since quattro GmbH was established to develop the original Audi Quattro coupe for World Rally competition and Pikes Peak. It applies three tenets that are guiding quattro toward better efficiency, according to CEO Frank van Meel: less weight, less displacement and Audi's cylinder on demand technology.

The RS7's 4.0-liter V8 starts with the same block as the S7 and various A8 sedans. Van Meel says it's the most compact turbocharged V8 in a production car, measuring just 19.5 inches from the 90-degree V's front to the rear. The intake side of the cylinder heads is on the outside, the exhaust on the inside, and the two turbos are tucked in the rear of the valley. Peak boost increases to 17.5 psi, compared to 12.3 psi in the S7 engine, and peak output increases accordingly: 552 bhp (SAE rating pending) and 516 lb-ft of torque, from 420 and 406 in the S7.

In the name of efficiency, the RS7 engine is equipped with both a stop/start feature and cylinder on demand. Audi's works like other variable displacement systems, closing valves on cylinders 2, 3, 5, and 8 and shutting off fuel when rpm remain below 3,500 and torque demand below 185 lb-ft. At a steady 62 mph, cylinder on demand reduces fuel consumption 10 percent, according to Audi, and should improve EPA ratings 5 percent. The RS7 will carry no gas guzzler tax in the United States. It gets the same eight-speed, torque-convertor automatic used in the A8, with expanded cooling capacity and different gear ratios. The lower gears are spaced closely for immediate response, and eighth is way overdrive at .667.

The all-wheel drive starts at a new center differential with a higher locking rate than those in other large Audis. The default torque split is 40 percent front, 60 rear, though the diff can direct as much as 70 percent of the power to the front wheels and 85 percent to the rear. A torque-vectoring control strategy uses the brakes to manage power at each wheel, while the rear differential actively distributes torque between the rear wheels. In a curve, for example, it will power up the outside rear wheel to help vector the RS7 through.

The RS7 is built from the same steel/aluminum unit body as other A7s, but lighter components lower curb weight 33 pounds compared to the S7. It generates 30 pounds more aerodynamic downforce in front thanks to a more prominent lip below the front bumper and positive downforce (as opposed to lift) in back—largely a function of reworked underbody shields.

The standard air suspension is active, adjusting spring and shock rates on the fly, according to conditions or the driver's setting. The upgrade—RS Sport Suspension Plus with Dynamic Ride Control—is a full mechanical system with steel springs. The only adjustment changes the diameter of the shock valves, for comfort, normal or dynamic modes. DRC's diagonally opposed pairs of shock absorbers are linked by hydraulic lines and a central valve. Cornering at speed, the valves increase oil flow in the shock at the deflected outside wheel almost immediately, keeping the body virtually flat. Initially only the air suspension will be available in the United States though Audi promises DRC at some unspecified point in the future.

DRC also includes a gear in the steering column that varies the steering ratio between 13:1 and 15.9:1 as a function of road speed or the driver's preference. The RS7 comes standard on 20-inch rims with 275/35-series tires. The 21-inch upgrade lowers the aspect ratio to 30 but all-season tires are not an option in either case.

One of the RS7's weight savers is a “wave” design for the standard steel brake rotors, measuring 15.5 inches in front and 14 inches rear with six-piston calipers. The disks' outer edge is machined with a unique scallop shape shaving unsprung weight 6.6 pounds. The carbon-ceramic option—available in North America when DRC arrives—sheds another 33 pounds.

For $104,900 and an $895 destination charge, the RS7 will come from Germany with an expansive array of standard equipment including LED headlights, four-zone automatic air conditioning, navigation with Audi MMI and a built-in wireless LAN. Several appearance, performance and safety options, including Bang & Olufsen audio ($5,900), head-up display, night vision and adaptive cruise control can add $30,000 to the base price—before DRC or carbon-ceramic brakes come to our market.

Audi hasn't specified exactly when the RS7 will arrive but it will certainly be here by fall. The United States has been the brand's largest market for the A7 and that trend is expected to continue with the RS7. Apparently we like this hatchback. The A7 line will expand to four choices in 2014 as the RS7 and the new A7 TDI, with its 428-lb-ft, 38-mpg 3.0-liter diesel, join the A7 and S7.

What's it like to drive?

Good, Jean Girard. Real good. The RS7 might come as close to being a true all-things-to-all-people, high-performance automobile as exists on planet earth.

Its drivetrain is suited to just about every purpose—even a blizzard, we'd venture, if you fitted legitimate winter tires. As automatic transmissions go, the RS7's is tier one, plus. The possibilities range from the casual, unobtrusive smoothness of a three-speed Turbo-Hydramatic to reaction time and shift speed approaching the best dual-clutch manu-matics. This torque-convertor box is better fit to the RS7's purposes than any DSG yet devised—quick, rev-matching downshifts with little backfire burps that sound like heaven and more smoothness, subtlety and comfort in trundle-about mode. It gives up nothing of consequence as a performance tool in a car of the RS7's size and heft and pays back fivefold as a transportation tool.

The first few gears are extra low. There aren't too many cars that are going to beat the RS7 out of the hole, no launch-control function necessary. Yet the RS7's most remarkable characteristic might be rolling acceleration—say, 50-100 mph. Floor the gas pedal leaving an entrance ramp and you're presented with a genuine holy-crap experience: smooth, instantaneous downshifts and turbine-style thrust that will push the corners of your mouth outward. The RS7 has the lungs and gearing to cruise all afternoon at a buck-fifty on the autobahn while your lunch mates sip machiattos in the back seat. At least with the standard air suspension.

The continuously adjustable air suspension will almost certainly work best for most drivers. There's a noticeable upgrade in body control when it's switched to dynamic mode, but ride quality remains smooth and acceptably comfortable in all circumstances.

The real fun, however, presents with the DRC sport upgrade. Here dynamic mode truly rocks—at least from the, um, dynamic perspective. This simple lightweight hydraulic system is among the best offered for keeping the body level. With DRC there is virtually no sway or lean in the RS7, no pitching or rolling, even with hard, unsophisticated jerks on the wheel, or loaded up close to one g in a curve, or going hard on and off the brakes.

It feels like a conundrum. Given the general satisfaction built into the Audi S7 and a steep price upgrade to the RS7, there aren't many practical reasons to buy the full sport model if you don't plan on getting really dynamic, and the DRC gets dynamic better than the standard air suspension. On the other hand, even in comfort mode on Germany's comparatively silken road surfaces, the DRC's ride falls on the stiff side. It might be too stiff for a comfortable cruise across the Ohio Turnpike. Machiattos will spill. While we appreciate the fun, it's fairly easy to see why Audi's product people in North America aren't clamoring to get the DRC here as soon as possible.

The same conundrum applies to the carbon-ceramic brake option; it will likely be a very expensive checkmark whenever it's actually offered in North America. Here, though, the payback for better fade resistance and a considerable decrease in unsprung weight isn't as dear as the stiff ride that comes with DRC. These ceramic brakes come very close in presentation—pedal feel, noise—to conventional cast iron or steel rotors, once they are up to temp.

One great thing about Audi Drive Select, particularly in the RS7, is that it lets you tailor various control strategies the way you like them. You can get the quickest throttle response or the most responsive shift protocol, and still dial back to a softer ride or less steering effort.

Steering may be the weak link in the RS7 though we wouldn't call it weak. From the performance perspective the optional variable rate rack is best again in dynamic mode. This drops the ratio about 20 percent with a fixed rate across the range, leaving the front wheels to turn at a constant rate with the steering wheel, regardless of the amount of input off-center. There's just a slight sticky, wooden feel to the way it feeds sensations to your hands. It has zero impact on the RS7's capability but feels slightly out of character with the general gracefulness in this big, wide speedster.

And the RS7 is big. As in the standard A7, the rear accommodations are truly comfortable—good seats and space approaching full-size sedans like the A8, 7-series or S-class. There's also 18.9 cubic feet of cargo space under the hatch, or an expansive 49 cubic feet if you flatten the rear seat. You won't get that in an A8. It all works to make the RS7 a faithful comfortable servant when you need one, and a ground-bound rocket ship when you want one.

Do I want one?

Why wouldn't you? The RS7 lacks nothing. It's big, very fast, great to look at and still useful in the practical sense. There's no gas-guzzler tax. If you can actually afford one, you'll get front-row valet treatment and smoke Camaro ZL1s, Boss 302s or 911 C2s at stoplights—on your way to pick up a new big screen at Best Buy. Our road test suggests if you take advantage of track opportunities, the RS7 will deliver as much challenge and satisfaction as any big sedan you can buy. Set full dynamic, with DRC, it's savage.

Of course the Audi S7 is a fine car, too, with plenty of V8 horsepower for $25,000 less. The upgrades in the RS7 are apparent and there are bragging rights and the S7's more finicky (in our estimation, less desirable) DSG transmission. But if don't plan on getting really dynamic, you might be as happy without the R.

One Lap of the Web: Lamborghini Sesto Elemento, Steve McQueen's cars and more Google Glass

noreply@blogger.com (Anonymous) — Thu, 01 Aug 2013 06:32:00 +0000

Behold the Leyland Force 7V, 4.4 liters of V8 Australian power. Out of 56 built in 1974, only 10 survived after the company went kaput. Check out more pictures and info of Leyland Australias over at Jalopnik.

-- Watch below as “Top Gear” puts the lightweight, carbon-fiber Lamborghini Sesto Elemento through its paces and gives you a behind-the-scenes look. Of course, the Stig is in attendance, as well.

-- Take a peek into some of Steve McQueen’s personal vehicles as they crossed the block at Mecum’s Santa Monica celebrity auction. Some of his toys up for grabs included a 1969 Chevrolet pickup Baja racer, a 1952 Chevrolet 3800 pickup (custom camper), a 1931 Harley-Davidson VL 74 and a 1971 Husqvarna 400 Cross. At auction’s end, only the ’69 Chevy went home to an owner while the others failed to meet the auction reserve price. Check out more details here.

-- Mercedes-Benz’s Research and Development Center in Palo Alto, Calif., is using Google Glass to create a “seamless door-to-door transition between pedestrian directions and in-car GPS.” Learn more about the latest developments here.

Watch a Miller-powered hydroplane hit the water

noreply@blogger.com (Anonymous) — Thu, 01 Aug 2013 06:30:00 +0000

Bruce Meyer is a car guy who has a lot of money. He's not a car guy because he has a lot of money. That's an important distinction. He doesn't buy anything to show off; he buys cars about which he is wildly, infectiously enthusiastic. And he cares for a very special collection of them.

As of last year, he also owns Miss Daytona, a 16-foot step hydroplane with an engine built by Harry Miller -- the guy whose cars won Indy on nine occasions and whose engines won it three more times.

It was built in 1929 and owned by a man named Chris Ripp, who famously allowed Indy legend Wilbur Shaw to race the boat in Florida and Cuba. Shaw recounted his exploits racing Miss Daytona (and carousing) in his excellent autobiography, “Gentlemen, Start Your Engines.”

Miss Daytona had most recently been part of the incredible collection of Tom Mittler, who passed away in 2010. Since Meyer acquired the boat, it's been made seaworthy by Doug Morin of Morin Boats in Bay City, Mich.

Autoweek recently tagged along with Meyer when he took delivery of Miss Daytona in Bay City, where he told us the vessel's life story with the kind of heartfelt, joyful reverence you just don't see enough of anymore.

The guy could have shipped the boat directly to his home in California, but he wanted to pilot it first. So, on a cold, rainy morning in May, we met him at a public boat launch on the Saginaw River in Bay City.

With the boat off the trailer and bobbing in the debris-choked river, Meyer donned a pair of old-timey goggles and a cotton life jacket that looked more likely to soak up water and drag him under than keep him afloat. He punched the throttle with his left foot. Doug Morin briefed him one last time on the controls before hopping off the long, slick deck. Meyer lit up the throttle and took off. While the boat is beautiful in the water, its Miller 151 engine is the true work of art.

It exhales through about 18 inches of straight pipe—just long enough to direct exhaust gasses directly into the pilot's face. The noise is an all-consuming crackle. Imagine holding a soup can full of firecrackers to your ear and lighting them. Then imagine you enjoyed it enough to keep doing it over and over. It was like that. Until it sucked up some bad gas and crapped out.

The engine was rebuilt by Phil Reilly & Co. in California, so everyone was pretty confident the hiccup was fuel related. Sure as hell, pumping out the old gas and replacing it with fresh stuff was enough to give Meyer several more deafening runs up and down the river.

Pulling up to the dock, Meyer was all infectious grin. He hugged everyone. He was as he is, more man than magnate—a kid with his favorite new toy.

Great Americans: Jeep Grand Wagoneer

noreply@blogger.com (Anonymous) — Thu, 01 Aug 2013 06:29:00 +0000

Let me tell you about American ingenuity and engineering know-how and stick-to-itiveness.

Let me tell you about an automotive icon owned and loved by everyone from fashion magnate Ralph Lauren to humble Autoweek associate editors.

Let me tell you about the noblest use yet conceived for faux wood vinyl appliqués.

Let me tell you about the Jeep Grand Wagoneer, the greatest American vehicle ever built.

In the beginning…

Before there was a Jeep Grand Wagoneer, there was the Jeep Wagoneer. Grand in its own way, but suffering from a distinct lack of woodgrain-effect vinyl, it first appeared in 1962 as a 1963 model year vehicle.

Its Brooks Stevens-penned lines were clean and timeless; its purposeful powertrain could haul its rugged body and frame anywhere. And no matter which particular bin of parts its manufacturer was drawing from at any given moment (Willys, Kaiser, AMC and Chrysler were all responsible for its production at one point or another), it simply kept on rolling off Jeep's Toledo production line.

The Wagoneer got a slew of engine options over the decades: Willy's Tornado I6, AMC's I6, three AMC V8s (a 5.4-liter, a 5.9-liter and a 6.6-liter) and, for a brief period, a 5.7-liter Buick V8. Transmissions ranged from a three-speed Borg Warner manual unit to a handful of three-speed Chrysler and GM slushboxes. Grille designs changed to keep up with the times, even as the sheetmetal remained unmolested (the last Wagoneers ever made can still accommodate the narrow grilles and separate, round headlamps of the first Wagoneers, so far as we can tell).

Why it's simply the best

Jeep

By 1984, the Wagoneer had been in production longer than most vehicles have ever been or will ever be. At that point, most automakers would have retired the platform in favor of something smaller and more efficient.

Not AMC. Though the independent did get a more up-to-date vehicle with the unibody Cherokee XJ, the 5.9-liter V8-powered Wagoneer kept on truckin' -- but not as an aging has-been.

No, in 1984 the Wagoneer evolved to the luxurious, faux-wood-paneled Grand Wagoneer. For a decades-old truck its sticker price was unbelievable (ranging from under $20,000 initially to $30,000 by the end of production), but the ballsy scheme to take the vehicle upmarket worked and AMC reportedly enjoyed profits of $5,000 to $6,000 on each unit sold.

Incredibly, the first of the luxury SUVs wasn't immediately shunned as a gauche toy for the Aspen set. The Grand Wagoneer was an instant classic, and production continued until the Final Edition was released in 1991. It was, and is, loved by pretty much everyone (except, perhaps, hard-core environmentalists).

It's not hard to see why. Can you think of another vehicle that unites East Coast prepsters and hard-core off-roaders? A truck that can launch out of a mud bog and onto the set of a Tommy Hilfiger ad campaign photo shoot? An SUV that can be driven by everyone from arch-Blue Stater Nancy Pelosi to arch-Red Stater Alan Jackson? This is America, where it shouldn't matter if the foot that presses the accelerator is clad in boat shoes or work boots.

If you're a Wagoneer owner, welcome to the club -- no, welcome to the lifestyle. If you're not, have a happy Independence Day anyway, but try not to think too much better your grillout could have been with a Wagoneer on tailgate duty. There's always next year.

Runners-up, in no particular order:

1935 Auburn 851 SC Speedster -- powerful, fast, gigantic. Seats two, no trunk (golf bag compartment, though). Because f*** your European notions of practicality.

Any hot rod -- American ingenuity meets American individualism.

SRT Viper -- The Feds can force us to include traction and stability control on our cars but they still can't keep us from selling a rocket that wraps itself -- with you inside -- around a lamppost at a moment's notice.

Anything by Crosley -- Because in America, you're free to succeed, but also to fail spectacularly.

2014 Jeep Cherokee delayed?

noreply@blogger.com (Anonymous) — Thu, 01 Aug 2013 06:29:00 +0000

Chrysler Group late today took the unusual step of postponing a planned media drive of the 2014 Jeep Cherokee scheduled for early next month but vowed that "vehicles will still be in showrooms in September."

The media event -- in which waves of national and foreign journalists were to gather in Seattle between Aug. 8 and 14 to drive the Cherokee for the first time -- was delayed until at least the first half of September, according to an email from the automaker.

"Over the last couple of weeks during final quality and durability testing, we have discovered the opportunity to further improve powertrain calibration" in the Cherokee, the company said.

"We will introduce the vehicle to media and consumers as soon as the process is complete," the automaker said in a statement.

The company maintained that the new SUV would be "in showrooms in September."

The mid-sized Cherokee, a replacement for the Jeep Liberty, is the first Jeep-brand vehicle to be based on a Fiat platform. It will mark the first use of a 9-speed automatic transmission which Chrysler has developed with German supplier ZF Friedrichshafen.

When it arrives in showrooms, the Cherokee will be powered by either a re-engineered 2.4-liter I-4 engine, or a newly developed 3.2-liter V-6 engine.

Production of the Cherokee was originally slated to begin May 23. Instead, Jeep brand head Mike Manley said in late June that production of the Cherokee started on June 24 at the automaker's Toledo assembly complex.

Manley said that the vehicles would be held and not shipped to dealers until the company was confident that there were no problems. He said the new Cherokee would be available to consumers in either August or September, depending on any launch issues.

During a media tour of the plant earlier this month, plant officials said they expected to produce over 400 saleable Cherokees per day by early August and have a full second production shift working by the end of August.

Chrysler CEO Sergio Marchionne visited the Toledo assembly plant last Thursday to speak with workers and inspect Cherokee production. The visit was not open to the media and was not disclosed until after it was completed

Ford Energi drivers use all-electric mode 60 percent of the time

noreply@blogger.com (Anonymous) — Thu, 01 Aug 2013 06:28:00 +0000

Ford has noticed quite a few interesting things by researching how owners use their Ford plug-in hybrids. It appears that Ford owners are driving their hybrids in electric mode nearly 60 percent of the time, using their cars' 21 miles of gas-free all-electric range. This figure contrasts quite a bit with the 41 percent of all-electric drive time earlier in the year, demonstrating that winter driving patterns differ quite a bit from summer driving.

Ford has also found that the 60 percent figure for gas-free all-electric driving actually improved a bit more after the first 30 days of plug-in hybrid ownership. This appears to suggest that plug-in hybrid owners are tailoring their travel patterns around the car's all-electric range. The number of daily trips has also increased over the past month, perhaps owing to seasonal driving patterns once again.

Perhaps the least unexpected statistic that Ford has unearthed is that 84 percent of one-way trips in its plug-in hybrids are distances of 20 miles or less, as people are using their hybrid cars for commutes or running errands, rather than for long summertime vacation trips.

All of this research was made possible through the use of MyFord Mobile, which is available on Ford's plug-in and battery-electric cars like the C-MAX Energi, the Fusion Energi, and the Focus Electric (why they didn't give it a cool name like ElectroFocus we'll never know). The MyFord Mobile app can also be downloaded from the App Store as well as Google Play.

The app allows Ford owners to link up their phone with their cars using an embedded AT&T wireless module, with the car supplying the app with information on its charge level and other vital stats. While not every plug-in hybrid Ford owner uses it, the app provides quite a bit of helpful info, including a charging-station finder.

Ford has been able to piece together more interesting data through the MyFord Mobile app, finding that the average charge time is just over three hours, once again suggesting that most owners tend to use their cars for commuting.

Perhaps the most helpful feature of the app is the Trip and Charge Log, which gives owners instant readouts about recent trips taken in the cars, showing how much energy was used and the fuel economy that was achieved. These readouts even give drivers such detailed information as how effectively brakes were used. Unfortunately, the system doesn't judge the driving skills or fuel economy of nearby cars in traffic, or just how much gas the guy in the clapped-out SUV with 224,000 miles driving next to you is wasting.

One Lap of the Web: 2014 Corvette Stingray walk-around, RM Auctions and a 1964 Volvo PV544

noreply@blogger.com (Anonymous) — Thu, 01 Aug 2013 06:27:00 +0000

We spend a lot of time on the Internet -- pretty much whenever we're not driving, writing about or working on cars. Since there's more out there than we'd ever be able to cover, here's our daily digest of car stuff on the Web you may not otherwise have heard about.

-- We recently drove the ’14 Corvette Stingray and were extremely impressed with its agility. Check out how the ’Vette’s suspension helps make it a track star, courtesy of Edmunds.

-- Take a look at Hemming’s Find of the Day, the beloved 1964 Volvo PV544. Built from 1958 to 1965, this specific model is being sold by the owner, who claims that zero work needs to be done. Claim your piece of rolling Swedish history here.

-- Up for grabs at the upcoming RM Auctions in Monterey (Aug. 16-17) is a 1974 McLaren M16C. This specific car was the winner of the ’74 Indy 500, driven by Johnny Rutherford. The car is valued around $1,250,000-$1,750,000, according to RM. Grab your wallets and some plane tickets; we’ll see you there.

-- Time to get all nostalgic and indulge in some history of Toyota’s iconic Supra. Ride with Japanese Nostalgic Car as they give some neat details about the underappreciated first-generation car.

Drool over the RM Auctions 2013 Monterey catalog

noreply@blogger.com (Anonymous) — Thu, 01 Aug 2013 06:27:00 +0000

The annual auctions that take place ahead of the Pebble Beach Concours d'Elegance aren't the year's biggest, but they're certainly the best place to see the impossibly well-heeled compete for the privilege of owning the world's finest cars.

And when you put two people who want a rare Ferrari very badly in the same room, often with only a British auctioneer standing between them and fisticuffs, pecuniary fireworks result.

Last year RM saw $94.5 million in sales -- a good chunk of the staggering $260.3 million total for all Monterey/Pebble Beach car week auctions -- and we're sure they're hoping for even better results in 2013.

Set for Aug. 16 and 17, this year's RM auction will see more than 100 lots, including three boats, cross the block.

The crown jewel seems to be a 1953 Ferrari 375 MM Spider by Pininfarina -- the only one of its kind, immaculately restored to factory-fresh condition with the help of a replacement V12 engine ordered by the car's original owner but not previously installed in any vehicle. How much will it sell for? RM has declined to provide an estimate, so we'll have to wait until auction day to see. In the meantime, enjoy a video of it in action below.

There are no 50-year-old Porsches in the lot listing (though oddly, you can take home a 1963 356) but you can celebrate the 911's anniversary year with an awesomely brown 1970 911 S 2.2.

If you're more a fan of American sports cars, there's a race-ready 1963 Corvette Sting Ray to be had, along with a '70 Shelby 350 GT for the muscle addict.

Don't think the market has forgotten about prewar cars: from a 1931 Stutz DV32 Convertible Victoria by Rollston to a '28 Mercedes-Benz 680S Torpedo Roadster that is (for a Saoutchik-bodied car, anyway) elegant and refined, the auction offers no shortage of concours-ready vehicles. Our choice for ultimate style, however, would probably be the stunning black 1935 Hispano-Suiza K6 cabriolet by Brandone.

Want something quirky? You can choose a streamlined Tatra T87, an aluminum 1965 Bizzarrini 5300 GT or a 1958 Facel Vega Series 4 Sport Coupe.

And about those boats we mentioned earlier -- there are three of them, each with a motor from a high-profile automaker. Two have American mills: the '38 Ventnor K-2 Runabout with a Packard V12 and the '55 Guess-DeSoto F4. But there's a '58 Timossi-Maserati KD-13 for a collector seeking some Italian fare. As the car market continues to rocket skyward, we wouldn't be surprised if more of these vintage racing boats continue to surface.

The gallery above highlights just a few of the cars RM is offering at Monterey, but there's plenty more where that came from -- to say nothing of the other auction houses, including Gooding & Co. and Mecum, ahead of Pebble Beach. Stay tuned for more updates before the big events arrive.