We're almost ready to record Episode #387 of the Autoblog Podcast! You can check out the topics below, add your own to the Q&A and join us live via UStream, as well. Keep reading for our embedded UStream player, and thanks for listening!
Discussion Topics for Autoblog Podcast Episode #387
Heading into the Goodwood Festival of Speed this past weekend, insiders speculated that we'd have a new top time on our hands. The record for the English hill climb course has stood at 41.6 seconds since 1999 when Nick Heidfeld drove the McLaren MP4/13, but expectations were high that nine-time World Rally Championship superstar Sébastien Loeb would pilot his Peugeot 208 T16 â€" the same in which he set the record time at Pikes Peak last year â€" to knock Heidfeld and McLaren off the top of the leader board.
Well, Loeb did dominate the proceedings on Sunday, besting some serious machinery including a specially prepared Maserati MC12 (piloted by GT1 champ Michael Bartels), a McLaren F1 GTR Long-Tail (driven by former Indy champ Kenny Brack) and a Nissan GT-R Nismo GT3 (by Jann Mardenborough, who had just won the Supercar run on Saturday). But while the Peugeot hill-climber may have a power-to-weight ratio to rival that of a modern F1 car and even more aggressive aero, Loeb's top time of 44.6 seconds wasn't enough to pip Heidfeld's record.
In fact it wasn't enough to land him in second place, either. Justin Law drove the Jaguar XJR8/9 up the hill in 44.19 seconds in 2008 and returned with a 44.4-second run the following year. You can bet that Loeb will be back at Goodwood again next summer, though, to try and find the extra three seconds needed to take the record, or at least an extra few tenths to land in second behind one of the fastest and most successful F1 cars ever made - a machine that won of nine out of sixteen races and both titles in the 2008 Formula One World Championship.
Sebastien Loeb added victory at the Goodwood Festival of Speed shoot-out to his enormous trophy cabinet with a stirring run during Sunday afternoon's against-the-clock timed run.
The nine-time World Rally Champion, who now races for Citroen in the World Touring Car Championship, had qualified second fastest in the fearsome Peugeot 208 T16 Pikes Peak car, and shaved almost a second from his Saturday time to take the top spot when it counted most in a time of 44.60 seconds.
It is the second year in a row in which the Pikes Peak special has set the fastest time at Goodwood; Gregory Guilvert tying for the top spot in 2013 with Nick Heidfeld's Lola B12/60-Toyota in 45.86s. Loeb's time was the sixth-fastest time ever set on Goodwood's iconic 1.16-mile Hillclimb.
Loeb's nearest challenger was former GT1 World Champion and ex-grand prix driver Michael Bartels, whose Maserati MC12 'Goodwood Cent 100' missed out on the spoils by 1.22s.
Two more GT monsters, a McLaren F1 GTR 'Long-tail' driven by Indy 500 winner and former IndyCar champion Kenny Brack, and a Nissan GTR-NISMO GT3 piloted by Jann Mardenborough â€" Saturday's Michelin Supercar Run winner â€" were next up while the best Formula 1 car was Didier Sirgue's ex-Andrea de Cesaris Jordan 191-Ford.
Such was the intensity of the competition on Sunday that several big names were left trailing, including ex-grand prix and Indy racer Max Papis in a Chevrolet Impala NASCAR, World Touring Car racewinner Jordi Gene in a SEAT Leon Eurocup racer and two-time Daytona 500 winner Michael Waltrip in one of his own team's Toyota Camry NASCARs.
If you were holding off buying a new car in anticipation of the fourth-generation Toyota Prius arriving in 2015, your wait might be a little longer. Company insiders are claiming that production of the bestselling hybrid is being pushed back from spring to possibly as late as December 2015. Toyota is reportedly still making alterations to make sure everything is just right before it unleashes the all-important, efficient hatch on a waiting public.
According to unnamed sources speaking to Automotive News Europe, the main reasons for the delay aren't completely known. It's believed the engineers are still working on making the hybrid powertrain more efficient and improving the new Toyota Global Architecture modular platform. The insiders claim that the final production prototype of the Prius is still under development, and it might be November before it's finalized. From there, it usually takes around 12 months to tool up and for the first car to roll off the assembly line. It would be another year after that before the plug-in variant starts assembly. The national manager of Toyota Product Communications, Michael Kroll, told AutoblogGreen, "As you might expect, we can't comment on future product plans."
Despite the delay, some potential details have already emerged about the new hybrid. A company spokesperson recently told Autoblog via email that Toyota is engineering the next-gen Prius to have smaller, more power-dense electric motors and greater thermal efficiency. The new modular platform is also rumored reduce weight, and the changes could lead to a targeted 10 percent improvement in fuel economy.
One big upgrade won't be coming to the new generation immediately, though. Toyota product planning boss Satoshi Ogiso tells Automotive News Europe that the automaker's new silicon carbide semiconductors, which will reportedly increase fuel economy by 10 percent on their own, won't make it to the Prius until at least 2020.
Autoblog reached out to Toyota for official confirmation of the Prius' delay but was told that "the company cannot comment on any future product details."
Lincoln fans might want to give incoming Ford CEO Mark Fields a pat on the back for having a hand in saving the brand from the chopping block last year. He's among the people spearheading the rejuvenation of the division away from its stodgy image to appeal to younger customers.
According to two unnamed sources speaking to Bloomberg, CEO Alan Mulally was ready to kill Lincoln last year. Following the slow production ramp-up of the MKZ combined a with a costly ad campaign, Mulally was frustrated and openly suggested dropping the brand. However, Fields and Jim Farley, Ford's marketing boss, convinced the CEO that the brand was worth saving. They also created a plan to prevent similar problems for new models in the future.
It seems that one part of the strategy may involve waiting until new models are at dealers before starting a big ad campaign for them. Lincoln global director, Matt VanDyke, recently told Autoblog that the division is holding off on a full marketing push behind the new MKC crossover to prevent the supply problems that plagued the MKZ last year. Its big offensive begins in the fall when the CUVs are at all of the dealers and consumers are at home watching more TV. VanDyke also told Bloomberg that Fields, Farley and Joe Hinrichs, Ford president of the Americas, have more direct oversight over new product launches now.
Fields might be right to stick with Lincoln, at least for the short term. The brand is right in the middle of its overhaul with a new MKX midsize SUV and MKS sedan still on the way, according to Bloomberg. Its new strategy appears to be showing early signs of success by being the premium company with the highest new owner satisfaction in a recent survey by AutoPacific. It's also about to launch in China this fall. It seems too soon to count Lincoln out yet.
Completely redesigning a vehicle competing in a fiercely contested segment requires delicately balancing styling, performance, safety, efficiency, innovation, passenger comfort and pricing, while simultaneously not alienating model loyalists. In other words, it's no simple task.
Automakers generally follow one of two paths. Some take a conservative approach and choose to raise each bar marginally, in an effort to appease all and estrange none. Others strategically take risks and focus on specific attributes in an attempt to shift perception about their vehicle.
With its all-new 2015 Sonata, Hyundai has taken the second approach when overhauling one of its best-selling vehicles. The Korean automaker has executed an impressive number of targeted improvements, yet it's also softened some of its predecessor's qualities in an attempt to demonstrate greater refinement and position its midsize sedan upscale. Whereas the outgoing car successfully aimed to establish itself as a credible contender in the midsize segment, the new model is gunning for customers that might otherwise be seeking entry-level models from luxury automakers.
Montgomery, the capital of Alabama, is an unusual locale to launch a completely redesigned vehicle â€" unless you happen to be Hyundai. The automaker rolled its first new car out of Montgomery's Hyundai Motor Manufacturing Alabama (HMMA) in the southern state in 2005, with its production output hitting 398,000 units in 2013. This year, the plant welcomes assembly of the 2015 Sonata alongside the Elantra, a hot-selling compact sedan that commands 32 percent of its sales. Coming in second place, with 27 percent of the automaker's sales, is the four-door, midsize Sonata sedan. Launched in 1998, the all-new 2015 model is a seventh-generation (Hyundai calls it the LF platform) iteration that made its North American debut at this year's New York Auto Show.
Rather than toss us the keys in a hotel parking lot, as is common practice, our host gave us a guided tour of HMMA while arranging to have our test cars waiting at the end of the active line. Eager journalists jumped behind the wheel as the sedans crept along a moving conveyor and then drove them out of the factory door for the obligatory photo opportunity.I vaulted into the sportiest and most vibrant of the six new models, a Sport 2.0T sedan painted Urban Sunset.
Following my peers, I vaulted into the sportiest and most vibrant of the six new models (SE, Sport, Limited, Sport 2.0T, Sport 2.0T w/Ultimate, and Eco), a Sport 2.0T sedan painted Urban Sunset with black leather offset with orange piping (the color doesn't translate well in pictures â€" think metallic rust if you want to paint a mental picture). While the base SE model is actually cheaper than last year's model at $21,960 (including $810 destination), my test car arrives in showrooms with a base price of $29,385 (including destination). It was wearing no options.
Hyundai is very proud of its new Fluidic Sculpture 2.0 styling language, which is said to reek of "modern premium," but I'm still a bigger fan of last year's exterior that was at once both more aggressive and youthful. Nevertheless, this fresh, conservative look is decidedly more upmarket and it complements the design of the new Genesis sedan, its recently launched big brother. The new sculpture is also sleeker to the wind, with a drag coefficient of just 0.27 thanks to those carefully crafted panels and a near-full underbody tray to manage airflow. (It's important to note the test car shown here is a Sport model, which features a more aggressive front grille and bumper, side chrome molding and side rocker extensions in addition to a unique rear fascia and quad exhaust outlets.)
Despite my need to warm to the exterior, I have far fewer complaints with the interior, which has moved upscale, mimicking many of the design cues of the premium Genesis sedan. Dropping my six-foot, two-inch frame into the supportive sport seats in the 2.0T (which are about twice as comfortable as the flatter seats of non-sport models) reveals a wider center console that gives the occupants a new sense of personal space. There is less dashboard "wrap-around," which adds an impression of openness. By the tape, the new Sonata boasts 106.1 cubic feet of passenger volume and a total interior volume of 122.4 cubic feet, which allows the midsize sedan to be classified as a large car by the EPA.
Materials, as well as fit and finish, are impressive for a vehicle in this price range â€" again, trickle-down from the Genesis â€" but also required to maintain competitiveness. My Sport model was configured with a meaty flat-bottom steering wheel and textured aluminum trim, which are pleasing to the touch and tasteful (time within a Limited model revealed lamentably fake wood trim that wouldn't fool a kindergartener). In both cases, well-sorted ergonomics meant I wasted no time looking for switchgear.
The Sonata's standard equipment level is generous, with all models fitted with full power accessories, remote keyless entry, premium cloth upholstery and 60/40 split-fold rear seats. Optional equipment, mostly bundled into packages, includes leather upholstery, a panoramic glass moonroof, heated rear seats, Xenon headlights, radar-based cruise control with full stop capability and Hyundai's hands-free Smart Trunk, a feature launched on the Genesis sedan. There are no hubcaps in the Sonata lineup, as even the base SE model arrives with 16-inch alloy wheels and 205/65R16 tires (the Sport 2.0T model wears the largest wheel/tire package with 18-inch alloys and 235/45R18 tires).The interior has moved upscale, mimicking many of the design cues of the premium Genesis sedan.
With regards to connectivity, all models come with iPod/USB/AUX inputs, SiriusXM satellite radio and Bluetooth for phones. While the base Sonata lacks a color infotainment display, a five-inch color touchscreen is one model level up with a vibrant eight-inch color display optional. Hyundai is also offering Apple CarPlay integration with certain headunits (late availability) and a 400-watt Infinity premium audio system with next-generation Blue Link telematics.
Not leaving safety out of equation, Hyundai set the Insurance Institute for Highway Safety (IIHS) Top Safety Pick+ rating as its target (the Sonata has yet to be officially tested, but the automaker says it's confident it will receive the award). In addition to all of the government-mandated safety gear, the sedan arrives with new standard knee airbags and is offered with optional Lane Departure Warning (LDW), Forward Collision Warning (FCW), Blind Spot Detection (BSD) and Rear Cross-traffic Alert (RCTA).For 2015, the Sonata will be offered with three, four-cylinder engines in the new platform.
Hyundai plotted out a circuitous route on the outskirts of Montgomery that led across highways and two-lane country roads. The weather was lousy, as downpours spoiled most of the best photo opportunities, but traffic was light and the asphalt unbelievably smooth (the only bump in the road was a deceased armadillo â€" no kidding).
Up until a few years ago, the midsize sedan segment was accustomed to four- and six-cylinder engine offerings, but Hyundai forged a new path for the class in 2009 when it introduced the sixth-generation Sonata with nothing but a range of four-cylinder engines. The company's logic was sound â€" a lower-displacement turbocharged engine can offer identical power and better efficiency, while the smaller packaging requirements of a four-cylinder allow the firewall to be pushed forward, thereby giving more space to the occupants. Hyundai customers have seemed indifferent about the loss of a six-cylinder option, so the automaker hasn't altered its tune. For the 2015 model year, the Sonata will be offered with three, four-cylinder engines in the new platform (the Hybrid will continue to be offered on the previous-generation platform until 2016).
Of the three combustion engines, two are returning to the Sonata after being updated and one is new to the model.
The standard 2.4-liter Theta II GDI four-cylinder engine, which is fitted to the SE, Sport and Limited models, arrives with a new power rating of 185 horsepower and 178 pound-feet of torque (last year, it was rated at 190 horsepower and 179 pound-feet). Upgraded with Electronic Intake Continuously Variable Valve Timing (E-CVVT), the engine trades in five horsepower and a single pound-foot to offer "better responsiveness in lower-RPM situations where customers spend the majority of their time," says the automaker. It has also been tuned for improved cold-weather performance and reduced emissions. The engine is mated to a six-speed automatic transmission sending power to the front wheels. Its preliminary fuel economy ratings are 24 miles per gallon city, 35 highway and 28 combined (the SE model is rated slightly higher, at 25/37/29).
The optional 2.0-liter Theta II turbocharged GDI four-cylinder, which is fitted to the Sport 2.0T models, is also equipped with E-CVVT. It arrives with a new rating of 245 hp and 260 lb-ft (last year, it was rated at 274 hp and 269 lb-ft). The significantly decreased output rating is a result of a new, smaller turbocharger â€" less mass means it spools quicker and improves driveability. Like the 2.4-liter, it is mated to a six-speed automatic driving the front wheels. Its fuel economy ratings are 23 city, 32 highway, 26 combined.The optional 2.0-liter turbocharged GDI four-cylinder arrives with a new rating of 245 hp and 260 lb-ft.
Fuel mileage numbers are up very slightly across the Sonata range, when comparing the new engine variants with the old. Those seeking the greatest efficiency this side of the hybrid offering, however, have another option for 2015.
The new engine in the model range is a 1.6-liter turbocharged inline-four, which will be standard in the Eco variant, and it's rated at 177 hp and 195 lb-ft of torque. Unlike its siblings, the low-displacement powerplant is bolted to an all-new, seven-speed, dual-clutch automatic transmission. Its preliminary fuel economy ratings are 28 city, 38 highway, and 32 combined.
To better tailor the powertrain to the driver and driving conditions, all Sonata models are equipped with three drive modes (Eco, Normal and Sport) selectable via a pushbutton switch located just aft of the transmission shift lever. In a nutshell, each configuration alters the engine response, transmission shift points and steering wheel weight to suit the mode. By default, the vehicle starts in Normal each time with a dash light alerting the driver to any changes.
I drove all three models back-to-back in Alabama, and it didn't take long for me to choose my favorite.
The 2.4-liter doesn't feel much different than its predecessor. Good gearing within the automatic transmission allows the naturally aspirated engine to move the 3,252-pound Sonata 2.4 quickly off the line, but it loses some steam once it gets above city speeds. The gearbox is quick to downshift, but it doesn't have the torque to push anyone's skull against their head restraints. Although it doesn't have any issue holding highway speeds on grades, passing maneuvers will require planning and plenty of space, especially with a vehicle loaded with four adults and luggage. The 2.4-liter is a decent standard engine, but it won't get anyone's juices flowing â€" I'll leave it at that.My preferred engine is the 1.6-liter with the turbocharger mated to the DCT. It's a brilliant little combo.
Bolting a smaller turbocharger on the 2.0-liter four definitely removes some of its steam, as I recall last year's Sonata 2.0T feeling a bit quicker (I'm betting the 2015 version is slower in the 0-60 sprint). The automatic transmission puts in a herculean effort to keep the engine in its powerband, making passing at speed much easier â€" but the loss of 29 horses is a blow to performance in the 3,505-pound 2.0T (it's the heaviest trim). The upside is that fuel economy on the city cycle, when the turbocharger is most likely to be utilized, is improved over its predecessor. The big downside is that the sportiest Sonata variant no longer stands a chance against the V6-equipped competition in terms of driver engagement.
My preferred engine is the 1.6-liter with the turbocharger mated to the DCT. It's a brilliant little combo, which easily pulls the Sonata briskly around town, yet it sips fuel on the highway to deliver nearly 40 mpg. The engine is smooth and the shifts from the gearbox are nearly imperceptible, an impressive feat given this is a DCT. In manual mode, activated by pulling the transmission lever towards the driver, aggressive shifting has the needle jumping around the tachometer with lightning-quick reflexes. The 3,270-pound Sonata Eco is by no means the enthusiast model, but it has the eager heart of a sport sedan.
All Sonata models share the same suspension, but there are two different braking and steering systems and wheel/tire options. Hyundai has deservedly accepted some criticism over suspension tuning in past years, but its recently launched Genesis sedan proves that its engineering team is on the right track. To bring the 2015 Sonata up to similar speed, the company is using reinforced side and crossmembers to strengthen the new chassis and improve suspension responsiveness. The chassis doesn't just receive more bracing, the automaker says it employs more high-strength steel to net 41-percent stiffer torsional rigidity and 35-percent improved bending resistance, all of which help let the suspension do its work.The chassis employs more high-strength steel to net 41-percent stiffer torsional rigidity and 35-percent improved bending resistance.
Up front are MacPherson struts, with revised subframe bushings, while the rear relies on a redesigned multilink system that employs dual lower arms to increase lateral stability and improve ride quality. Sport 2.0T models feature more aggressively tuned dampers and springs. New geometry makes the sedan more stable under braking (and contributes to a short stopping distance). Glass-smooth asphalt roads thwarted any thorough test of the new underpinnings, but a few dips and railroad crossings hit at above-average speeds revealed an improved and well-controlled ride that could meet, or exceed, best in class. Transitional stability is good, with the Sonata feeling stable through sweepers. Cornering grip is mostly tire limited.
All Sonata models are fitted with four-wheel disc brakes, but the Turbo and Ultimate models arrive with slightly larger rotors (12.6-inch units up front) for a heavier duty cycle. Pedal feel is reassuring at all speeds, with good modulation. I simulated a panic stop from 60 mph and the Sonata stopped straight and in a surprisingly short distance, with ABS clacking away but without much drama. I wish all midsize sedans stopped as well.
Configuring vehicles with more than one steering rack is common in this segment, as automakers choose equipment to keep costs down. All models, with the exception of the Sport 2.0T, arrive with a column-mounted Motor-Driven Power Steering (MDPS) unit. The Sport 2.0T has a premium rack-mounted MDPS, which is tuned for the enthusiast. Both are engine-RPM-sensing for variable effort. Being completely frank, I was unable to sense a difference between the two racks during a full day's worth of driving (blame a lack of canyon roads to exercise the Sonata). Both were light and a bit numb in the feedback category, but very stable and nicely weighed on the highway.
Without reservation, I like the new Sonata. After a full day inside its cabin, I emerged with a smile, no aching appendages and at a loss to reveal any glaring negative qualities or traits that would prevent me from recommending it to friends or family. But the midsize sedan category is intimidating. The Sonata competes in an extremely competitive segment that includes the Chevrolet Malibu, Chrysler 200, Ford Fusion, Honda Accord, Mazda6, Nissan Altima, Toyota Camry, and Volkswagen Passat, and I can't fail to mention its own cousin, the Kia Optima. A glance at each reveals that none are weak adversaries.I emerged with a smile, no aching appendages and at a loss to reveal any glaring negative qualities.
Most would expect Hyundai to counter with an all-new vehicle that follows the path forged by the outgoing model. But rather than introducing a seventh-generation Sonata that pursues its predecessor's objective, which was to establish itself as a credible contender in the midsize sedan segment, Hyundai appears to have much more focused ambitions for its new arrival. By putting economy over performance and using the Genesis sedan as its role model, it has tasked the 2015 Sonata with a more important ambition â€" going upscale. The resulting four-door sedan is a safe, fuel-efficient, premium offering with an attractive sticker price.
The Pikes Peak International Hill Climb endured early tragedy today, when 54-year-old motorcycle competitor Bobby Goodin crashed after crossing the finish line at the peak.
When we arrived at the summit, we spoke to a couple of photographers and riders who had seen the accident. It seems Goodin crossed the line and was still going at a decent clip when he raised his hand to celebrate making it to the top. He lost the front end on the unpaved section at the top and the bike veered right, launching Goodin over the edge, flipping him end-over-end into a patch of boulders.
When EMTs reached him he was unconscious, so they they performed CPR until he was medevac'ed an hour later to Penrose Hospital. This was Goodin's second time competing, the Flower Mound, Texas native riding a Triumph 675R in the Middleweight class. He competed last year on an Aprilia, seen above.
Sadly, the El Paso County Sheriff's Office has confirmed that Goodin has succumbed to his injuries, marking the fifth time someone has died at the Pikes Peak hill climb, the last being in 2005. Our thoughts go out to Goodin's friends and family.
If you're in the market for a hot hatch, there are some excellent choices at your disposal â€" especially if you live in Europe. But if you want a diesel, well, your choices become rather more limited. Volkswagen tends to that niche market with the Golf GTD (essentially an oil-burning version of the GTI available Stateside), but that's about the extent of it. The pleas of those looking for more diesel-burning hot hatch choices haven't fallen on deaf ears at Ford, with the Blue Oval not only rolling out a facelifted gas-powered Focus ST at the Goodwood Festival of Speed this weekend, but also a new diesel version as well.
The diesel Focus ST (which we hope and pray isn't marketed as the STD) packs a 2.0-liter turbodiesel four producing 182 horsepower and 295 pound-feet of torque to propel the oil-burning hot hatch to 62 in 8.1 seconds en route to a top speed of 135 miles per hour. With less power and only slightly more torque, that makes the diesel Focus ST considerably slower than the gasoline one, which packs 252 hp and 270 lb-ft, runs to 62 in 6.5 seconds and tops out at 154 mph, but (in a testament to how far particulate filters have come) the diesel model cuts carbon emissions by nearly a third compared to the petrol version and returns about 50-percent better fuel economy, which makes that much more of a difference in markets where diesel is already priced better than gasoline at the pump.
For buyers who wouldn't consider anything other than a diesel, it also represents 23-percent more power than the previous top-level diesel Focus. The VW Golf GTD, for reference, offers up 181 hp (just 1 horse less), 280 lb-ft (15 fewer torques) but is somehow estimated to reach 60 in a considerably fleeter 7.4 seconds.
Regardless of engine choice, buyers get the same six-speed manual transmission and all the other enhancements introduced on the updated Focus ST, including recalibrated suspension and steering, updated front- and rear-end styling and upgraded interior equipment. Plus they'll get to choose between the five-door hatchback or extended wagon bodystyles, giving our European compatriots four configurations where American buyers only get the one. Increased utility and fuel economy aside, we're still convinced ours is the pick of the litter, and we've got our doubts that a diesel ST would sell in America. What do you think? Vote in our poll below and then have your say in Comments.
- New Ford Focus ST makes global debut at the Goodwood Festival of Speed â€" demonstrating the vehicle's performance and enhanced driving dynamics on famed hill climb
- New chassis control technologies, re-tuned suspension and steering help deliver a driving experience that is even more responsive, balanced and refined
- Ford introduces diesel Focus ST that offers 114 g/km CO2, Auto-Start-Stop technology that improves fuel efficiency of 250PS 2.0-litre EcoBoost model by 6 per cent
- Sporty and aggressive new five-door and wagon models offer a muscular body kit; unique lamp, grille and bumper designs; and new 19-inch alloy wheels
- Well-crafted interior features ergonomic controls, Recaro seats and sports steering wheel
- New driver assistance and connectivity features include SYNC 2 connectivity system with high-resolution 8-inch colour touch screen and class-leading voice control
GOODWOOD, Sussex, 26 June 2014 â€" The new Focus ST makes its global debut tomorrow at the Goodwood Festival of Speed â€" the ideal location to showcase the speed and enhanced driving dynamics of the global performance car.
The most advanced Focus ST yet offers new chassis control technologies, tuned suspension and steering, and bespoke tyre specification that ensure an even more responsive, balanced and refined driving experience. And for the first time, it will be offered with the choice to two powerful engines â€" one petrol and diesel.
The first diesel Focus ST takes day-to-day usability and sportiness to a new level by delivering the most fuelâ€'efficient and lowest CO2 Ford performance car ever; 185PS 2.0â€'litre TDCi achieves 0-62mph in 8.1 seconds, 64.2 mpg and 114 g/km CO2.*
For customers who prefer petrol, the 250PS 2.0-litre EcoBoost delivers 0-62mph in 6.5 seconds, fuel efficiency of 41.5 mpg and 158 g/km CO2. Both models offer Auto-Start-Stop for the first time that improves the EcoBoost version's fuel efficiency by 6 per cent and help make it the most fuel-efficient petrol Focus ST ever.
"The new Focus ST delivers an even more sophisticated balance of performance, driving dynamics, refinement and style â€" the core of Ford's Sports Technologies DNA," said Joe Bakaj, vice president, Product Development, Ford of Europe. "Even more enjoyable and rewarding to drive and with the choice of diesel power for the first time, the new Focus ST is in a class of its own."
The Focus ST also will benefit from technology and craftsmanship first revealed earlier this year for the new Ford Focus â€" the world's best-selling global nameplate.** The sporty and aggressive new five-door and wagon models will offer class-leading driver assistance technologies and connectivity features including the SYNC 2 in-car connectivity system.
Ford has sold more than 140,000 Focus ST models in 40 countries worldwide since the car was first launched in 2002.
Enhanced driving dynamics
Ford Team RS, the award-winning European arm of Ford's Global Performance Vehicle group, made improving the entire driving experience the number one objective for the new Focus ST.
The sports suspension features all-new front springs and sportier new shock absorber tuning front and rear. In combination with the model-specific anti-roll bars and rear springs from the previous generation ST, these enhancements deliver an even sharper dynamic performance.
The calibration of the Electronic Power Assisted Steering and electronic vehicle control systems also has been revised to meet the specific sporting requirements of the new Focus ST.
These changes deliver:
- A quicker response from the variable ratio steering, improving turn-in and delivering better overall balance
- A new Electronic Transitional Stability function in the advanced three-stage Electronic Stability Programme. This senses vehicle stability and driver inputs, intervening as required to maintain optimal precision and control during rapid changes of direction at speed â€" for example in a lane-change situation
- Revised Electronic Torque Vectoring Control settings that further optimise wheel torque distribution, maximizing traction through corners and increasing agility
Power delivery refinement under hard acceleration â€" particularly front wheel traction and gear shift quality â€" is also assisted by engine mounts engineered specifically to accommodate the performance of the new Focus ST. Additionally,Ford worked with Michelin to develop a new 19-inch tyre that complements the driving dynamics, especially maximising lateral grip.
"Ford has long enjoyed a reputation for producing performance hatchbacks with superb driving dynamics and the new Focus ST more than lives up to that pedigree," Bakaj added. "The engineering enhancements to the suspension, steering and electronic control systems deliver greater responsiveness, agility, precision and an exhilarating driving experience â€" whichever powertrain you choose."
Power of choice
The new 185PS 2.0-litre diesel engine that debuts in the new Focus ST has been optimised to deliver ST performance and character alongside fuel efficiency and everyday practicality.
The increased power output of the Focus ST 2.0-litre TDCi â€" a 23 per cent gain over the 150PS 2.0-litre engine in the new Focus range â€" is achieved by electronic calibration, a revised air intake system and a new sports-tuned exhaust.
Peak power is developed at 3,500 rpm and there is 400Nm of torque available from 2,000-2,750 rpm, enabling the new Focus ST diesel to achieve a maximum speed of 135mph. The torque output enables impressive in-gear acceleration and strong performance at low rpm. In 6th gear, acceleration from 50-75mph takes just 9.7 seconds in sixth gear, the combination of a shorter ratio and the increased power enabling the Focus ST to outpace the 150PS Focus by 2.2 seconds.
Ford's 2.0-litre EcoBoost engine uses turbocharging, Twin-independent Variable Cam Timing technology, and high-pressure direct-injection to deliver uncompromising performance. Peak power is available at 5,500 rpm, 360Nm of torque is available from 2,000-4,500 rpm, and maximum speed is 154mph.
Both engines use a six-speed manual transmission with a performance-oriented, short-throw shift. The gear ratios â€" exclusive to ST and matched individually to each engine â€" deliver rapid acceleration in lower gears and comfortable cruising at speed.
Powerful appearance
The new Focus ST features sportier and more aggressive styling than the previous generation, with a lower, wider stance; new dynamically sculpted bonnet; slimmer headlamps and rectangular foglamps.
The sports bodykit also includes bodyâ€'coloured side skirts and diffuser elements either side of the exhaust, and a rear roof spoiler optimised for aerodynamic performance. All new Focus ST models feature twin-hexagonal centre tailpipes.
Black lamp bezels, ST badging and new 19-inch ST Design alloy wheels â€" that are available as an option â€" complete the look.
"Focus ST has proved very popular with Ford's sporty customers and the new model takes that to an even more striking and dramatic level," said Martin Smith, executive design director, Ford of Europe. "The signature honeycomb upper grille has been reproportioned, there are new rectangular fog lamps in the outer apertures, and the lower fascia offers a much sharper definition and profile. At the rear, the width of the car is emphasised by a new full-width graphic."
A new dark grey exterior paint colour called Stealth is introduced exclusively to the Focus ST. Deep Impact Blue also is new to the range that includes Tangerine Scream, Frozen White, Panther Black and Race Red.
Cockpit-style cabin
Ford has redesigned the Focus interior for a more intuitive layout that also is simpler, with a clearer visual connection between the key components and significantly fewer buttons in the cabin.
An additional bank of three gauges â€" an ST hallmark â€" is situated on the instrument binnacle and displays turbocharger boost pressure, oil temperature and oil pressure information. A new, flat-base sports steering wheel with a soft-feel leather covered rim; a satin chrome-topped gear lever; and ST pedals deliver the interior that ST drivers expect.
Satin chrome door grab handles and illuminated aluminium scuff plates add extra touches of refinement, and sports seats developed jointly by Ford and Recaro provide the support required to fully enjoy the ST driving experience, and also are comfortable for every day driving.
The new Focus ST will be available in ST1, ST2 and ST3 trim levels. ST1 seats feature grey/charcoal/anthracite black fabric; ST2 adds partial leather with base and side bolsters available in four colours (Tangerine Scream; Performance Blue; Smoke Storm or Race Red); ST3 seats have a full charcoal black leather finish.
Advanced technologies
Driver assistance, convenience and connectivity technologies that will be introduced for the first time include the Ford SYNC 2 connectivity system. SYNC 2 offers access to audio, navigation, climate control and mobile phones using class-leading voice control and a high-definition, 8-inch colour touchscreen that displays the ST logo on start-up.
Adaptive Front Lighting, available for the first time on the Focus ST, adjusts the intensity and angle of the Bi-Xenon HID headlamp beams according to vehicle speed, steering angle and distance to objects to provide optimal illumination. Cross Traffic Alert also is a new addition for Focus ST, and warns drivers reversing from parking spaces if other vehicles are about to cross their path.
Ford's enhanced Active City Stop collision avoidance system â€" now operative at speeds of up to 31mph â€" readies the brakes if a potential impact is detected and â€" if the driver does not respond â€" will automatically apply the brakes. Lane Keeping Aid applies steering torque to guide the Focus ST back in to lane if drifting is detected.
Available to order in Europe from autumn 2014, the first new Focus ST models are scheduled to be in dealerships from early 2015. Pricing will be announced closer to the on-sale date.
If you find yourself in the theater to watch Transformers: Age of Extinction, pay special attention to the scenes set in China between mouthfuls of popcorn because you just might be seeing some of those vehicles on roads in the US in the not-too-distant future. Guangzhou Automobile Group Co Ltd. (GAC) has several of its Trumpchi brand of vehicles in the new action film, and it claims that it's trying to bring them to American consumers as soon as next year.
GAC wants its first model here to be the Trumpchi GS5 SUV (pictured above). In China, it's offered with either a 2.0-liter, naturally aspirated four-cylinder with 145 horsepower and 138 pound-feet or a 1.8-liter turbocharged four with 174 horsepower and 175 lb-ft. ​Buyers can choose from automatic and manual gearboxes, each with five speeds, and front- or all-wheel drive.
"We want to start exporting to the U.S. as quickly as possible and I am confident that they will find our Trumpchi cars competitive," said Trumpchi boss Wu Song to Automotive News China. The company was chosen to appear in the fourth Transformers movie after director Michael Bay spotted the company's E-Jet plug-in hybrid and wanted to put it in the film, Song said.
While it's great to be ambitious, let's be honest. Breaking into the US market isn't an easy task. Just look at the valiant effort that Mahindra put up in its attempt to sell vehicles here. There's little doubt that a Chinese automaker will eventually sell its cars in the US, but the chances that it happens as early as next year are knife-edge slim.
Historically speaking, attempts to make amphibious vehicles have typically not caught on. That's what makes Gibbs Sports Amphibians such an exception. It's given us the Aquada roadster, the Humdinga truck and the Quadski ATV. Customers who wanted the latter but wanted to take a friend along for the ride, however, may have been disappointed by the Quadski's solo seat, but now Gibbs has followed up with the new Quadski XL.
While it was at it, Gibbs also improved the rudders, air scoops and bumpers on both the one-seat Quadski and the two-seat Quadski XL. Both models incorporate some 300 patents (and patents pending) and are available at a network of dealers spanning 15 states. Scope out the details in the press release and video below.
AUBURN HILLS, Mich., June 24, 2014 /PRNewswire/ -- The Gibbs Quadski, the world's first high-speed sports amphibian, gets a new front-end appearance and a Quadski XL model added to its lineup for 2014.
Compared to the standard Quadski, the new Quadski XL offers seating for two; has 11.8 inches of additional wheelbase; is nearly a foot longer and offers increased storage capacity as well.
The Quadski XL's longer wheelbase delivers a smoother, more comfortable ride on land and greater stability on water. Under-seat storage includes additional space for a second helmet and safety gear, supplementing the storage bin and glove box already available on the single-seat Quadski.
"The new Quadski XL expands the envelope of go-anywhere recreation with an even greater capacity for freedom, flexibility and fun," notes Noel Lane, president and CEO of Gibbs Sports Amphibians. "Our dealers are excited about the addition of the XL to their high-speed amphibian line-up."
He points out that both 2014 Quadski models have larger sponsons (stationary rudders) integrated into their hulls to provide added stability and help improve overall marine handling.
In addition, the 2014 Quadski and Quadski XL each feature larger hood-mounted air scoops that boost engine cooling and overall performance, along with new, more resilient front bumper systems.
Both models have durable, light-weight composite hulls; utilize patented water-jet technology, and are equipped with a 1.3-liter BMW Motorrad engine and transmission. The four-cylinder, water-cooled engine is considered the lightest power plant in its segment and features electronic fuel injection, dual overhead camshafts and dry-sump lubrication. Producing 140 horsepower, the engine enables Quadski and Quadski XL to reach speeds of 45 mph on both land and water.
"Our high-speed amphibians feature a unique retractable suspension system that provides a superb ride and nimble handling on land, and retracts in seconds after entering water," Lane adds. "It's a patented design that allows Quadski to transition between the two environments in less than five seconds.
"Quadski attracted crowds at auto, boat and powersports shows throughout the U.S. last year. We expect to build on that success this summer with the addition of our new Quadski XL â€" a two-seater that research indicates will be popular with an even greater number of prospective buyers."
The Gibbs Quadski currently is available at dealerships throughout the United States, including Florida, California, Illinois, Louisiana, Massachusetts, Michigan, New York, Pennsylvania, Maine, Minnesota, Washington, Virginia, South Carolina, Tennessee and Texas.
Built at a 54,000-square-foot assembly plant in Auburn Hills, the Quadski is available in four colors â€" red, yellow, silver and blue. Custom colors also are available, including "camouflage," at extra cost.
The Quadski XL has an overall length of 140.2 inches, compared to 128.3 inches for a standard Quadski. Its curb weight of 1,437 pounds is about 100 pounds heavier and its wheelbase of 82.3 inches is nearly a foot longer.
"The Quadski is the result of millions of research dollars and years of development work in the U.S., the U.K. and New Zealand," says Alan Gibbs, founder of Gibbs Technologies and Gibbs Sports Amphibians. "Quadski represents an entirely new form of transportation. It is the only sports amphibian of its kind in the world."
Gibbs notes that his companies have more than 300 patents and patents pending on Gibbs technology and have invested more than $220 million in product and technology development.
"Bringing the Quadski to market in the U.S. over the past 18 months has been a long, uphill battle, but clearly worth the effort," Gibbs adds. "We expect the Quadski to pave the way for a host of other Gibbs amphibians that are in our pipeline and designed for consumers, sports enthusiasts, law enforcement agencies and first responders in the years to come."
Gibbs Sports Amphibians Inc. is the world's leading manufacturer of personal sports amphibians for consumer, commercial and humanitarian applications, with 23 dealers (including 33 retail stores) throughout the United States and 14 international distributors. More information about Gibbs and its HSA technology can be found at www.gibbssports.com.
There has always been something singularly romantic about train travel, what with its steady speed and constant sound. Mexican artists Ivan Puig and Andrés Padilla Domene felt the pull of the rails, but since Mexico privatized its railways in 1995, passenger travel has essentially disappeared. They didn't let that discourage them, though. Instead, they pushed ahead to create their own way to explore the country's roughly 6,000 miles of abandoned tracks.
Part art project, part oral history and part adventure, they created the SEFT-1 (pictured above), which stands for Sonda de Exploración Ferroviaria Tripulada or Manned Railway Exploration Probe. Granted, they probably could have used just about any vehicle sturdy enough to take the offroad terrain, but the two of them took the idea much further. Starting with a pickup truck, they fabricated a retrofuturist body out of aluminum and a custom interior. The retractable wheels kept it on the tracks when they were still there. The complete design looks like Buckminster Fuller's Dymaxion car as rendered by Budget Flash Gordon.
Along the way, they captured their adventure in pictures, video and audio recordings to post on their website (in Spanish) and visited schools to show of the SEFT-1 and share what they had learned. Scroll down to watch a video describing their adventures.
New documents have revealed that a current General Motors vice president, Doug Parks, was aware of the ignition switch problems on the Chevrolet Cobalt as early as 2005. At the time, Parks, whom Bloomberg called a "confidante" of CEO Mary Barra and an integral part of GM's product development team, was the chief engineer on the Cobalt and Saturn Ion. Congressional investigators uncovered the documents, which include an email from Parks and meeting attendance lists for the ignition switch problems.
This new evidence sheds some doubt on GM's own internal investigation, which found that none of the company's current executives knew of the ignition switch problems on the Cobalt and Ion. This news is also curious, following GM's large-scale dismissal of employees found to be responsible for the problem, such as Ray DeGiorgio.
"As Ms. Barra has said repeatedly we have taken all of the personnel actions that we feel are appropriate at this time," GM spokesman Greg Martin told Bloomberg via email.
More troubling, though, is what this revelation could do to GM's legal proceedings. The discovery of Parks' knowledge of the issue could cause potentially serious damage to GM's bankruptcy argument, in which it claims that "New GM" isn't responsible for the actions of "Old GM." According to Consumerist, lawyers could now argue that the lack of a recall, particularly when a former chief engineer and current vice president knew of the issue, could lend credence to arguments that the company was attempting to cover up the problem.
Generally speaking, marketing and journalism don't mix, but every now and then, what goes into the marketing of a car â€" the 2015 BMW M235i, in this case â€" is worth documenting. In that spirit, we took BMW up on its offer to bring us behind the scenes of its upcoming "drift mob" video, starring five red M235i coupes frolicking around a traffic circle in a major world city (BMW has asked us to be coy about which one so as not to blow its cover before the shoot).
The five drivers can all be considered legends of modern-day drifting and stunt driving: Rhys Millen, Samuel Hübinette, Dai Yoshihara, Rich Rutherford and Conrad Grunewald.
As the only US media outlet in attendance, Autoblog plans to follow up with a full story on the experience once BMW polishes and releases the video in a month or so. In the meantime, check out our photos of this epic practice session we captured on our first day hanging with the crew, and be sure to watch this space for more behind-the-scenes action.
Have you gotten sick of Subaru and the Isle of Man? Good, we'd hope not, because of all the videos we've posted so far, today's is the crown jewel. In-car, around the notoriously treacherous race track, with commentary from David Higgins himself.
It gets better, though. Overlaid with the video is the same biometric data that we showed you last week. The result is a heart-pumping, 22-minute video of the record-breaking sprint around the entirety of the Isle of Man TT circuit at a truly wild pace. Higgins commentary, meanwhile, simply adds to the experience of hurtling across the landscape. Subaru has also put together a second video, highlighting the WRX STI that was used in the lap.
You can view both of those videos, as well as a short press release from Subaru, below. Scroll down and take a look.
Cherry Hill, N.J., June 26, 2014-- Subaru of America, Inc. has released "Flat Out: The Full Lap," the in-car, full lap video of its record setting lap of the Isle of Man TT Course. Mark Higgins broke the lap record two weeks ago driving a new 2015 Subaru WRX STI on the treacherous 37-mile course with an average lap speed of 117.510 MPH and a time of 19 minutes and 15 seconds. A video walkaround of the record setting STI is also now on Subaru of America's YouTube channel.
The new video is the full lap from the driver's point of view. The lap also includes both car and driver telemetry as well as commentary by Mark Higgins. The new lap record breaks the previous record of 115.36 MPH that was set in 2011 in a 2011 WRX STI.
The car Higgins drove is a stock U.S.-spec 2015 WRX STI, with the exception of an FIA-spec roll-cage, racing seat and harness, fire suppression system and modified springs and dampers to handle the sustained high speeds and changing conditions of the course. The Subaru WRX STI also featured Dunlop Direzza tires and a high decibel straight exhaust for crowd safety. The speed limiter was also removed from the car.
In his previous attempt on the course, Higgins created one of the most memorable race videos when he had a self-described "moment" at the bottom of Bray Hill at 150 MPH. The video has received almost 4 million views. After setting the record Higgins stated, "Setting the record was both the most exhilarating and the most frightening thing I have ever done."
About Subaru of America, Inc.
Subaru of America, Inc. is a wholly owned subsidiary of Fuji Heavy Industries Ltd. of Japan. Headquartered in Cherry Hill, N.J., the company markets and distributes Subaru vehicles, parts and accessories through a network of more than 600 dealers across the United States. All Subaru products are manufactured in zero-landfill production plants and Subaru of Indiana Automotive Inc. is the only U.S. automobile production plant to be designated a backyard wildlife habitat by the National Wildlife Federation. For additional information visit www.subaru.com.
Summer is finally here, and that means sports season is in full bloom. Whether you've caught World Cup fever this year or are just supporting your local baseball team, there's a lot to get excited about. However, if you've got one or more of those little pennants or flags attached to your car fluttering in the wind, your fan enthusiasm might be costing the world more than you might think.
There shouldn't be any surprise that hanging anything off of a car is going to add a little bit of additional aerodynamic drag, and that translates to a slight decrease in fuel economy. For one driver, the change is practically unnoticeable, but for a legion of fans, it can add up.
Treehugger, a website which clearly wears its pro-environment slant on its sleeve, cites a study by Dr. Antonio Filippone of Manchester University of the 2006 World Cup. It found that a car with two small flags attached used about a quarter gallon (one liter) of additional fuel per hour when traveling at 70 miles per hour. Referencing vehicles in England at that time, the study suggested the waving banners could account for a three-percent loss in fuel economy. However, Dr. Filippone estimates that with 500,000 cars flying the colors in England during that year's World Cup, the flags added an extra 322,000 gallons of gas and 6.2 million pounds of CO2, according to the BBC News.
Given the English teams' lackluster performance in this year's World Cup, there probably aren't too many flags flying in Blighty this year, but there are doubtlessly hundreds of thousands of similar flags proudly flying on cars in World-Cup-crazy countries around the world. No one is saying that a three-percent change in economy means that you shouldn't support your team, but it's interesting to contemplate how these tiny changes can add up.
Ford CEO Alan Mulally has less than a week left in his role of leading the Blue Oval before he hands off duties to Mark Fields on July 1. It doesn't look like Mulally is going to be shuffling off into his retirement anytime soon, though. The 68-year-old is being rather secretive about his next move, but he tells Bloomberg in a recent interview that he plans to stay close to Ford. Also, if Fields wants to ask for any advice, Mulally is happy to help.
Mulally took over at Ford in 2006 and led the company through a seriously rough patch in the auto industry. According to Bloomberg, he became famous or his Thursday meetings where executives were forced to deal with any problems before they could leave. Since announcing his retirement from Ford in May, Mulally has been insuring a smooth transition of power by traveling the world to all of company's major locations and saying goodbye to employees and dealers.
In terms of the future at Ford, Mulally doesn't predict any big changes in management style because the rest of the executive team is staying in place. He believes that Fields is going to maintain the processes already in place to keep things going. After all, it seems to be working. The company is predicting a return to profitability in Europe next year and is opening 88 new dealers in China. If the business could get its recalls under control, things could get even better.
Mulally is clearly a canny interview subject, though. Bloomberg attempts to pin him down about what's next, but the CEO refuses to even hint at anything. He's rumored to become the chairman of the board or a board director at another company, but with Mulally's track record, anything's possible. Scroll down to watch a portion the interview and see if you think he has something up his sleeve.
Tesla Motors made big headlines when CEO Elon Musk announced a few weeks ago that he would open up all of the automaker's patents. The response has been interesting, to say the least, with some electric vehicle advocates and investor groups praising the news and others saying that what Musk did wasn't all that big a deal, in the end.
The Motley Fool, for example, says that the patents themselves are not all that revealing since, "There often is only so much information that you can get from a patent. Only Tesla knows how to put it all together in a cost-effective manner." And who's to say that once you dig into the patents, they won't be outdated? A search of the US Patent Office reveals 1,444 patents for "Tesla and motors" including some from inventor Nikola Tesla and other sources. The Washington Post says Tesla Motors itself only has around 300 patents. The Motley Fool also notes that Musk's statement was not a legal document and that, "no major car company would be foolish enough to use Tesla's patents based on some undefined words in a blog post by one executive who may not even be working at Tesla in five years.""No major car company would be foolish enough to use Tesla's patents." â€" Motley Fool
Then there's the fact that the battery technology that Tesla uses, linking up thousands of small format cells from Panasonic, is not something most other automakers have expressed an interest in. The cell patents belong to Panasonic and most automakers use larger format cells anyway.
Still, there is some excitement over the announcement in the EV space. The most concrete evidence we have of a major global OEM working with Tesla are the stories about BMW and Nissan meeting with Tesla in secret to discuss charging technology. Details are sadly lacking, but BMW of North America's product and technology communications manager, Matthew Russell, told AutoblogGreen, "We can confirm that BMW Group executives met on June 11th, 2014 with Tesla executives. Both companies are strongly committed to the success of electric vehicles and discussed how to further strengthen the development of electro mobility on an international level. We are interested in the success of electro mobility, but we cannot comment on the business announcements from other companies."
But the news has been greeted with a lukewarm 'meh' from most of the rest of the automotive industry. Honda spokesperson Angie Nucci gave AutoblogGreen a sideways statement that neglected to directly mention the Tesla options: "We strongly feel Honda is a leader in the field of electric drive technologies and already has one of the most energy efficient electric vehicles on the road â€" the 118 MPGe EPA-rated Fit EV. We feel its power and handling make it one of the most fun-to-drive EVs on the market." In other words, we're good.
It's the same over at General Motors, despite the fact that the Detroit automaker is paying close attention to Tesla. Kevin Kelly, manager of electrification technology communications for GM, tells AutoblogGreen that, "Right now, we don't have anybody seriously studying [Tesla's] patents. ... We're interested in what they're doing more from the business side." Kelly did say that GM works with other OEMs on many things like industry groups and common standards. Ford, Toyota and Chrysler did not respond to our requests for comment."We don't have anybody seriously studying [Tesla's] patents." â€" Kevin Kelly, GM
The one automaker that has publicly said it will dig deep into Tesla's patents is Mahindra, which has previously offered the e2o EV and is working on an electric version of its Verito Sedan, starting in Bhutan. Bhutan is becoming quite the EV hotspot. Mahindra Reva Electric Vehicles' CEO Chetan Mani told Value Walk, "We will review [the patents], and it's too early to comment on the direct benefit to us."
Consider our buzz harshed. Legal pot use in Washington and Colorado has had a number of benefits â€" the Highest State has seen a 2.5-percent drop in violent crime and a big bump in tax revenues ($10 million during the first third of 2014). Washington, meanwhile, is expecting a $190-million increase in tax revenues over the next few years. The legalization of marijuana has also â€" some might say predictably â€" contributed to increases in driving while high. Not cool, Washington and Colorado.
The increase in ganja-related DUIs has reportedly doubled in Colorado, from eight to 15 percent of total UDI cases, according to Arapahoe House, a detox operation that runs three facilities in metropolitan Denver. In Mesa County, in western Colorado, meanwhile, around 12 percent of DUI cases relate to weed use. During the first half of 2013, Washington police found that 420 (seriously) of the 745 drivers stopped on suspected DUI were found to have too much THC in their system. That's a nine percent increase over 2012.
With those troubling (albeit limited-in-scope) metrics in mind, both states are preparing a comprehensive ad campaign aimed at discouraging those who have been smoking from getting behind the wheel. The ads, three 30-second spots that are each good for a chuckle, were originally designed for Colorado, although they're also set to air in Washington.
Take a look below for all three ads. Do you think these will be effective? Have your say in Comments.
One of the big challenges as an automotive journalist is reviewing cars that you have a personal connection to. I have a strong passion for Minis. My first new car was a 2004 Cooper S, and I still own a 2006 model. It's this affinity that's left me with a general disdain of the 2007 to 2013 model relative to my first-gen.
The last-generation cars, with their turbocharged engines, softer suspensions, duller steering and homelier looks are, in my mind, inferior to their 2002 to 2006 predecessors. As a car reviewer, though, I couldn't in good conscience argue the same point. The R56, as the last-gen cars were known internally and by enthusiasts, was a better-balanced vehicle that retained the lion's share of the abilities and character of the first-generation, R53 Cooper S, but they were better thought out, better designed, more livable, and felt like more complete products.
Before the third-generation of the reborn Mini Cooper S landed in my driveway, I couldn't help but wonder whether the model would continue its slide towards mass appeal, or if it would re-embrace the enthusiast realm with a stronger driver-focused mission. As I found out during my week with the car, it was a bit of both.
An immediate point of contention with this latest design is this car's appearance. I didn't much care for the F56, as this latest-generation is called, when it debuted ahead of the 2013 Los Angeles Auto Show. As Senior Editor Ewing eloquently put it, the latest Mini looked like a "frightened goldfish." I'm still not crazy about its looks now that I've been so exposed to it. The front fascia, the design's most polarizing design aspect, does look better in Moonwalk Gray, but it still looks a bit startled.The overall effect is of an out-of-proportion and nose-heavy look.
What I can't get over, though, is this Mini's newly enlarged front overhang in combination with its slightly longer wheelbase, which has grown from 97.1 inches in 2013 to 98.2 for 2014. Despite this small increase, the vehicle's overall length has jumped from 146.8 inches to 151.1 inches. With most of that increase ahead of the front axle, the overall effect is of an out-of-proportion and nose-heavy look.
There are plenty of other design aspects that work, though. The overlarge taillights contribute to the tail's tidy looks. The center-exit exhaust is still standard on the Cooper S, but it highlights a cleaner rear-bumper treatment. The side grilles have been given a minimalist makeover that works out nicely, providing a bit of brightwork to the car's profile.
A Mini's cabin is always going to be an interesting place, but few models before this one have felt so well built. While the cabin is predominantly plastic as you'd expect, it feels solid and durable. I enjoyed my tester's off-white trim pieces, which helped brighten up the overall look of the black interior, as they contrasted nicely with the chrome and piano black pieces. The upholstery, meanwhile, received near universal acclaim from anyone that came into contact with it. Called Black Pearl, it's a combination of black leather with an extremely high-quality gray fabric. White contrast stitching ties in nicely with the matching pieces of interior trim, complementing the entire affair.It's like Mini has upped the size of all the cabin's styling elements without actually increasing the amount of space.
One of Mini's best tricks as a brand has been its ability to fit huge interiors into small footprints. There's a lot going on in this cabin, though, and much of it happens at the expense of the interior's sense of vastness. It's like Mini has upped the size of all the cabin's styling elements without actually increasing the amount of space. In a way, that's true, thanks to the larger instrument cluster, which is attached to the steering column, the oversized air vents and the dominant central display.
This reality is compounded by poor sight-lines all around, an affliction that makes it less of a sure-footed proposition in tight spaces. Perhaps that's why my tester was fitted with a rearview camera and fore and aft parking sensors. Visibility issues aside, this is still a nippy little handler with a tight turning circle.
The standard sport seats of the Cooper S are really excellent, with significant bolsters that cosset without constricting. My tester arrived fitted with the optional John Cooper Works steering wheel, which is finished in nice leather and sports contrasting red stitching. It's thick and significant, and is really a great item to interact with. The optional paddle shifters of this auto-equipped (more on that in a minute) Cooper S are sizable, and despite being crafted from plastic, they have a nice action and generally add to the driving experience. I did observe a small problem while working the paddles, though, and it relates to the tachometer. The new tach, which has been seemingly added to the column-mounted speedo as an afterthought, is wholly useless. I know Mini caught a lot of flack for the central speedo and the column-mounted tach in past cars, but for the business of driving, it was still better than this subpar setup.The optional paddle shifters of this auto-equipped Cooper S have a nice action and generally add to the driving experience.
One of the new Mini's big selling points is the amount of tech that can be shoehorned into its little cabin. I already mentioned the park-distance control and rearview camera, but I also need to mention Mini Connected (Mini's version of BMW's iDrive), which is back and better than ever for 2014. LED headlamps, LED taillights, LED foglights, a head-up display, dual-zone climate control, panoramic sunroof, a BMW-derived display in the instrument cluster, adaptive dampers and heated, auto-dimming side mirrors round out the list of optional goodies.
Mini really went clean-sheet when designing the F56, making dramatic changes inside, outside and yes, underneath the skin. For the first time since it was reborn as a 2002 model, the Mini is without a 1.6-liter engine. In its place sits a gem of a 2.0-liter four-cylinder, complete with a twin-scroll turbocharger. The result is 189 horsepower, a figure that matches up nicely with the 1.6-liter turbo from 2013. The BMW mill, which is becoming more common across the German manufacturer's range, trumps the old 1.6T on torque, though, with 207 pound-feet available from just 1,250 rpm. That number can increase to 221 lb-ft in short spurts via an overboost mode.
On the street, that power is plenty easy to access. BMW quotes the F56 Cooper S at 6.4 seconds to 60 when equipped with the six-speed automatic. I'd be willing to bet it's a tiny bit quicker than that, though. There's plenty of torque across the rev range, meaning you can dig into the floor-hinged gas pedal with aplomb. The torque curve is flat and predictable, while any additional needs can be met by tugging the downshift paddle. There's virtually no lag at all â€" this is a powerplant that can eagerly snap-to at most engine speeds.The torque curve is flat and predictable, while any additional needs can be met by tugging the downshift paddle.
As is the going trend, the Mini offers three driving modes that can affect throttle inputs: Green, Mid and Sport. Predictably, the throttle response is sharpest in Sport mode, and boy, is it sharp. The Mini's responsiveness is amplified in this mode, with a sensitive throttle that will reward smooth inputs. Green, as usual, provides the dullest response, but it's perfectly usable in rush-hour traffic or around neighborhoods.
Offering up a rorty exhaust note all the way up to redline, the latest MCS delights with pops and cracks from its twin central exhausts on overrun. Step off the throttle and the 2.0T's blow-off valve lets loose with a tuner-pleasing whoosh. It's not the burbling symphony that is the Fiat 500 Abarth, but it's pretty darn good in its own right.
Now, let's address the elephant in the room â€" that lever sticking out of the floor between the seats. Yes, this Mini has an automatic transmission. But for the first time since the Cooper S reemerged into the automotive sphere at the dawn of the century, adding a slushbox doesn't disqualify it from being a real driver's car. This six-speed auto is excellent in Mid, and when left to its own devices, it snaps off upshifts and downshifts with the best of 'em. But the gearbox really comes into its own in Sport and when using the paddles.I'd still prefer a manual, but there's certainly no shame in buying an automatic Mini anymore.
In this setting, it behaves almost like a dual-clutch unit, with rapid upshifts that are accompanied by an audible "blarp" from the exhaust. Tug the left paddle a couple of times, and downshifts are fired off easy and confidently. I'd still prefer a manual, but there's certainly no shame in buying an automatic Mini anymore.
Let's be honest, if you're looking at hot hatchbacks, you aren't going to buy a Mini based on its acceleration; you'll buy it based on the way it handles. Now, before I dig into the meat and potatoes, it's worth pointing out that this Cooper sports a totally basic S model suspension. Neither the Sport Suspension nor the Dynamic Damper Control (mutually exclusive $500 options) have been fitted here, so it's fair to say that my handling complaints could well be addressed pretty easily from the factory (and the Mini community's robust aftermarket will surely have a thing or two to say, as well).
Is this a sharp car? Yes. Is it significantly sharper than a Volkswagen GTI or Ford Fiesta ST? No. This Mini no longer sells itself solely based on how it takes a corner. It's duller on turn-in and roll is more noticeable than in past iterations, although when it does arrive, it comes on predictably and builds progressively. Still, this F56 doesn't feel as planted through corners as previous generations, despite having its front and rear track stretched by an inch. I'd blame the increased body roll, which contributes to a generally more ponderous handling character. At least Mini has been able to keep the weight gain for 2014 to less than 100 pounds over the 2013 (2,795 pounds on my tester versus 2,712 for a 2013 MCS automatic).
So, it's not as good in the bends, which is pretty un-Mini. Thankfully, it makes up for some of these shortcomings with excellent feedback, thanks in no small part to Mini's new sport seats. It's easy to sense grip levels and the weight balance through the seat of the pants, allowing the driver to smoothly steer through the corners with the throttle. Grip is adequate from the 205/45 Pirelli Cinturato P7 all-season rubber, although if you're really thinking of maximum grip, there are a number of more compelling options.The new model feels like a car that's better balanced between comfort and sportiness.
Overall, the new model does â€" and this is perhaps the most important thing I'll say about the ride and handling â€" feel like a car that's better balanced between comfort and sportiness. It handles nearly as well as the R56 while delivering a far better ride. It's much more composed over bumps and imperfections and it doesn't shudder quite so much when you ding a pothole. Moreover, it feels more stable on uneven or washboard stretches of road.
Road noise, meanwhile, has been reduced for 2014. There's noticeably less tire roar from the Pirellis, and this latest Mini's upright face hasn't negatively affected the amount of wind noise. Despite a zesty exhaust note when ran hard, the Mini's 2.0-liter is subdued and well-mannered on the freeway cruise.
If a Mini's most important trait is its handling, the second most is its steering. After all, the well-worn idea of "go-kart handling" derives more from the Mini's steering rack than its actual handling prowess. Coopers need to feel sharp, darty and immediate. Yet conversely, the steering must help contribute to a stable freeway ride to make up for the car's inherently short wheelbase and firm suspension.
In this respect, the latest Cooper S fits the bill nicely. The steering is suitably hefty, particularly in Sport, yet it's not a chore (and if it ever starts to feel like one, Mid does a nice approximation of a normal steering weight). At speed, turn-in is a bit duller than in previous Minis, but it still offers a directness that few cars in this class can match. On-center feel is good and credible feedback carries through from lock to lock despite the use of an electric motor.The steering is suitably hefty, yet it's not a chore.
Mini has fitted an ample set of brakes for its Cooper S, with 11.6-inch vented front discs and 10.2-inch rears, providing plenty suitable performance for a hot hatch. The pedal is easy to modulate and overall feel is good. I didn't have a chance to really heat the brakes up to the point that fade became an issue, so it's difficult to say what (if any) effect the Cooper S' standard front brake ducts have.
In today's economy-minded world, a car's fuel efficiency is more important than ever. Despite its hot-hatch reputation, the Mini delivers solid numbers, with 38 miles per gallon on the freeway and 27 mpg in the city, for a 31 mpg combined rating. I've no doubt that those numbers are achievable provided you don't drive you Cooper S like I drove my tester. I achieved 25.5 mpg while driving hard. Motor in a reasonable manner and take advantage of the Green mode (like BMW's Eco mode, it's an easy way to save fuel through smarter driving), and I've little doubt that 38 mpg is possible.
And now, we get to Mini's traditional Achilles' heel â€" the price. A base 2014 Cooper S is a mere $23,600 (that figure has climbed to $24,100 for the newly available 2015). Of course, no one will ever leave a dealer in a no-boxes-checked Cooper S. They'll dive into the Porsche-like options catalog, and before long, the result will be an eye-watering $36,895 delivered, just like this test car. Of course, for that amount of money, most customers will be very well catered to.It's a hugely satisfying start to the reborn Mini Cooper's third act.
My tester offered up the Fully Loaded Package, a $4,500 equipment group that includes the $1,750 Premium (alarm, push-button start, panoramic sunroof and Harmon Kardon stereo), $1,250 Sport packages (LED headlights, 17-inch wheels and bonnet stripes) and $1,750 Wired Package (Mini Connected with navigation, rearview camera, park-distance control and a center armrest). This particular car was also fitted with the $600 Cold Weather Package (heated front seats and mirrors), $1,750 six-speed automatic with JCW steering wheel and paddle shifters and $500 head-up display. There were a few other, more affordable options here and there. And of course, that price can easily climb. My tester's upholstery is positively plebeian at $750 â€" there's an available $1,700 leather treatment, and a pair that run $1,500.
I didn't fall in love with the last-generation R56 Mini because it was too compromised. It sacrificed driving thrills and character in the name of comfort and refinement, but that balance hurt the enthusiast without adequately benefitting the general buying public â€" it was neither comfortable nor refined enough to be worth the performance trade-offs. With this latest generation, that balance has been altered to the point that the end product will be more pleasing to both groups. This is a genuinely fun and accessible performance car, but it's also a first-class commuter, offering all the abilities that make these cars so popular without any of the drawbacks. It's a hugely satisfying start to the reborn Mini Cooper's third act, and I can't wait to see where the brand goes from here.
