GM Segways to New Vehicles

For all of you who thought Smarts were a bridge too far in how small vehicles could be, you are going to go positively Britney over the partnership between General Motors and Segway. This puts two wheels way into the crazy zone.


Genius entrepreneur Dean Kamen and his engineers at DEKA spent nine years and $100 million to develop the iBOT, a self-balancing wheelchair that could go up and down stairs, elevate its occupant, and balance on two wheels. Johnson & Johnson paid most of the bills and marketed the wonder, but Kamen was typically smart. He negotiated to keep technology rights to the wheelchair’s gyroscopic self-balancing technology for non-medical purposes. Johnson & Johnson couldn’t have cared less, but obviously didn’t have Kamen’s vision.

That technology would revolutionize sidewalk transportation after its 2001 debut in the Segway scooter that found favor with the U.S. Postal Service, law enforcement agencies, park rangers, mall patrols, recreationalists, and even President George Bush, who famously tumbled off of one in Kennebunkport. It gives the impression of a child’s transport, but amazes with how intuitively it moves forward, aft, and sideways with just a slight shift of body weight. It hasn’t quite revolutionized inner-city transportation as intended, but has proven its technology as amazing.

Perhaps it will take an automaker to really put Segway’s technology to the test. Announced at the recent New York Auto Show, GM and Segway are taking a special two-seat electric commuter to the streets. They call it Project P.U.M.A. (Personal Urban Mobility and Accessibility).

Said Larry Burns, GM vice president of research and development, and strategic planning, “Project P.U.M.A. represents a unique solution to moving about and interacting in cities, where more than half of the world’s people live. Imagine small, nimble electric vehicles that know where other moving objects are and avoid running into them. Now, connect those vehicles in an Internet-like web and you can greatly enhance the ability of people to move through cities, find places to park and connect to their social and business networks.”

Jim Norrod, current CEO of Segway Inc., continued, “We are excited to be working together to demonstrate a dramatically different approach to urban mobility. There’s an emotional connection you get when using Segway products. The Project P.U.M.A. prototype vehicle embodies this through the combination of advanced technologies that Segway and GM bring to the table to complete the connection between the rider, environment, and others.”

Burns showed a two-seat prototype that runs on a lithium-ion battery and utilizes “digital smart energy management” (whatever that means), two-wheel balancing, back-up training wheels, and dual electric wheel motors. P.U.M.A. can cruise at speeds up to 35 mph and go 35 miles between charges. Think of it as a cool neighborhood vehicle or electric car for short errands. Much was made of the vehicle’s ability to enhance person-to-person communications and connect neighborhoods, but the prototype demonstrates the technology with a passenger compartment more akin to a dune buggy.

If designers get their way, and the vehicle actually makes it to production, passengers will be treated to a 22nd Century club car. Computer sketches illustrate a helmet-shaped vehicle with solid wheels and glass that surrounds passengers, who enter through the front after the windscreen is moved forward. It reminds me of a science fiction version of the Chinese rickshaw.

Everything about the P.U.M.A. and its vision can be realized. The technology exists and is proven. It remains to be seen if people want to ride around in a space age, self-leveling, lithium-ion-powered balancing act.

By Casey Williams
MyCarData

Audi's new mouth-watering A7...

If we were forced to pick the best brand car-for-car — bottom to top — it would have to be Audi. The German company continually amazes with its quality vehicles from one end of its lineup to the other.
Spending several days driving the stylish all-new 2012 Audi A7 fastback sedan only reinforced our opinion of the brand.

Audi has entered the relatively new segment of luxury hatchback sedans that has few members, namely the Porsche Panamera and the BMW 5-Series Gran Turismo. Also the swept-back Mercedes CLS can be included because of its similar styling, although it does not have a fifth-door hatch.

In the case of the A7, Audi is once again one up on its immediate rivals in terms of driving dynamics, ride quality and interior refinements.

Since the A7 comes with only one choice, a 3.0-liter supercharged V-6 we can only compare it to the six-cylinder versions of the BMW and Porsche. The new A7 makes a very energetic 310-horsepower driving all four wheels (Quattro in Audi-speak) mated to a state-of-the-art eight-speed automatic transmission.

For the power hungry and those who generally scoff at six-cylinder engines Audi will soon offer an eight-cylinder-powered S7 that will compare nicely with the BMW and Porsche V-8’s. In the meantime we had no qualms with the smooth, seamless performance from the Audi six-engine, which, as measured by Audi, can accomplish 0-to-60 in a quick 5.5 seconds. And it matches up extremely well with the six-cylinder offerings available this year in the Panamera and the BMW 5-Series GT.

The Audi is built on the next-generation A6 platform and stretches out 195 inches, good enough for comfortable accommodations for four adults. One minor disclaimer — rear-seat headroom may be on the short side for long torso six-footers because of the slopping roofline designed to give the sedan its coupe-like appearance.

The Audi clearly stands out in two areas — exterior styling and interior ambiance. The A7 carries the next evolution of Audi design as found in the 2011 A8 with short overhangs, an expansive hood and low-slung sporty proportions. German auto magazine Auto Bild, with a panel of 10 design experts judging, named it winner of its annual design competition.

One of the unique features of the well-executed interior is an eight-inch screen that raises from the dashboard — canted toward the driver — when the ignition is switched on. It consolidates audio, navigation and telephone functions in an extremely easy-to-read display.
The A7 has been on sale in Europe for several months and is now reaching U.S. showrooms starting at $60,125.

By Jim Meachen - MyCarData

New 2013 Chevy Malibu gets 38 mpg with eAssist

To demonstrate the new Chevy Malibu’s global aspirations, Chevrolet unveiled it simultaneously at the recent Shanghai and New York auto shows. Riding on a modified version of the Buick Regal’s architecture
, the Malibu is stunning with its Bentley Mulsanne profile, ultra-aero front facia, quad taillamps, and square gauges lifted from the Camaro. You’ll recognize it as a Chevrolet immediately, but the technology under the skin is like no other.

Malibu is going to borrow something else from popular Buicks: eAssist™ technology. The system combines lithium-ion batteries with an electric motor-generator to allow regenerative braking and start-stop functionality. In short, the car recaptures energy during braking and shuts off its engine while at rest to save gasoline. Often referred to as a “light hybrid,” eAssist-equipped cars cannot run on electricity alone.

The results are impressive. For relatively low cost and only a 65-lb. weight increase, the car gains 15 horsepower and achieves a stellar 26/38-MPG city/highway, easily making it the highest-mileage GM mid-size sedan of all time. This technology is partly a result of the hundreds of millions of dollars spent bringing the Volt electric car to market. Another Volt feature adapted for the Malibu ECO is a lower grille that closes at higher speed to improve aerodynamics. To put all of this in perspective, Malibu ECO can travel as many as 550 miles between fill-ups.

“The Malibu ECO is a smart choice for customers who want excellent fuel economy without the price premium of popular hybrid sedans,” said Rick Scheidt, vice president of Chevrolet marketing. “Malibu ECO exemplifies Chevrolet’s drive to use technology that delivers high-value, gas-friendly performance. In fact, the Malibu ECO delivers the fuel economy of a compact car in a midsize sedan.”

The all-new 2013 Chevy Malibu promises to be a stellar success. If gas continues to hover around $4/gallon or higher when Malibu hits the roads next spring, an incredibly high percentage of them are likely to be ECOs. While Malibu buyers may complain about gas prices, they are unlikely to gripe about their car’s ability to sip the precious stuff. Prices will be announced closer to sale, but should start well under $30k.

By Casey Williams - MyCarData

Lincoln MKZ Hybrid is both Sleek and Uber-efficient

You’re walking down a dark alley, looking for the door to a house of il-repute, when a Lincoln MKZ Hybrid stealths up behind you. Its dark metallic paint is glimmering under the street lights. You couldn’t tell it was coming because its engine wasn’t running. It was in electric vehicle mode,
slipping unheard through the nighttime. It is eerie. It is creepy. But, somehow, it seems incredibly normal.

This is not exactly what one expects from Lincoln, home of the Navigator, purveyor of all things Town Car, and imbued with the spirit of Continental. Lincolns aren’t exactly known for subtlety, what with their flashy chrome teeth, slab sides, and limousine stretches. Shake your head a couple of times and prepare for an American luxury car that achieves 41/36-MPG city/highway. Quit wiping your eyes, you read it correctly.

The soul of this eco-gent is a 2.5-litre Atkinson-cycle four-cylinder engine that works mob-style with batteries, electric motors, and regenerative brakes that recapture energy during deceleration. Full-on power nets 191 horsepower, but driven discreetly, the car can run on electricity alone up to 47 MPH over short distances. Hybrids typically achieve better mileage in town because they can run on batteries more often. That also allows them to creep down dark alleys, looking for attendees to houses of il-repute.
To encourage assorted affairs, the MKZ has a partial-LCD instrument cluster that shows power usage, battery recharging, and gas mileage. There’s also a cool display in which leaves and flowers “grow” when the car is driven ecologically and disappear as the scourge of Gore when leaden feet apply. I’m happy to report that after a duration of 400 miles, I have grown a full bouquet.

Even with all of this high-techery, there is plenty of old-world Lincoln luxury inside. And, there might be a little more high-techery. Seats are trimmed in Bridge of Weir™ leather, known for its refined grain, just like the ’56 Continental. It is pretty refined. Front buckets are heated and cooled and enjoy a view of genuine wood trim on the dash and doors. Blind spot warnings and a rear backing camera keep everybody safe while Lincoln SYNC® serves up voice-activated audio and navigation. iPODs can be connected to the car’s controls through a USB port while Bluetooth links in cell phones. The theatre-quality THX speakers are divine.

There’s nothing but discreet Hybrid badges on the decklid and doors to reveal this car’s inner soul. If you want a flash, look-what-I-bought hybrid, go shop the Lexus HS250h. Most MKZ drivers will be thrilled that they enjoy obscene fuel economy while slipping by unnoticed. They don’t want an arcade of buzzes and video screens. The car’s shape is Euro-conservative, but delights with a “bow wake” grille inspired by the ’40 Continental, wide rectangular taillamps from the ’61 Continental, liberal use of chrome, and 17” alloy wheels from no Continental. Puddle lamps under the mirrors let you arrive like a movie star should you want to dispense with the shady alley slinking.

I remember first driving the Ford Fusion, on which the MKZ is based, back in 2004. The Mazda6-derived chassis was precise and controlled. I drove the Fusion from Memphis, TN to Indianapolis, IN and back. It never put a wheel wrong and was comfortable the entire time. I’ve driven several Fusions, a Fusion Hybrid, and the similar Mercury Milan since. The MKZ was first introduced as the Zephyr. I liked that car – it had a slight float in the suspension as it wafted down the highway. After the name change to MKZ and a slight re-engineering, I drove the car from Memphis to Chicago and back. By then, it had the tighter suspension of the Fusion. It just didn’t seem Lincoln enough. This latest one feels somewhere between firm and float, which strikes me as Goldilocks perfect.

Long drives are required for appreciating the attention to detail in the MKZ. That Bridge of Weir leather from Scotland is milled for up to 12 hours, and uses a chromium-free tanning process so it touches your behind as buttery and can be easily recycled. Interior sounds are reduced through an acoustic laminated windshield, body and door sealing to squelch wind noise, expandable stuffers in the fenders and pillars, acoustic headliner, and damping material on the floor to defend against road rumble.

A hybrid so serene you barely know it is a hybrid, the MKZ slips through the night to wreak havoc among the unaware. If this is what the new fed mandates produce, then praise Nader, build a temple to the EPA, and bring on the mandates. Lexus didn’t see this one coming, but it is about to know where the MKZ has been as the hybrid is currently taking 25% of MKZ sales. Other foes include the Buick LaCrosse with eAssist, Toyota Camry Hybrid, and Nissan Altima HEV. Prices start at $34,330, but came to $38,775 equipped with Navigation, blind spot warning, rear view camera, and rear cross traffic alert systems. If you’re comparing, that’s the same price as a non-hybrid V6-powered MKZ.
Didn’t want it to slip by you.

2011 Lincoln MKZ Hybrid
Five-passenger, FWD Sedan.
Powertrain: 191-HP 2.5-litre gas engine,
hybrid electric drive.
Suspension f/r: Ind./Ind.
Wheels: 17”/17” f/r.
Brakes: disc/disc fr/rr with ABS.
Must-have feature: Obscene mileage
Manufacturing: Hermosillo, MX
Fuel economy: 41/36-MPG city/hwy.
Base price: $34,330.

By Casey Williams - MyCarData

Caccia Custom Cars

Fortunes have been spent entering the auto business. Go ask Preston Tucker, Malcolm Bricklin, or John Z. DeLorean. All of them attempted to start an auto company from the ground-up and realized too late how much capital such an enterprise consumes. Sustaining engineering,
design, marketing, sales and manufacturing is another matter entirely, requiring much more liquid green. Caccia Custom Cars of Indianapolis has a different plan, built on years of experience.

“I have been interested in sports cars since I was a kid,” said founder James Hunt. “When I built my first car in the mid-60s, you really couldn’t buy something from the factory that you could drive hard without spending a lot of money. You had to soup up something yourself. So, I built a car with a fiber glass body designed to fit on an Austin Healey chassis, but instead built my own tubular frame and attached a drag race engine and suspension from an early ‘60s Corvette.”

Over the years, Hunt has been involved in other ventures. Working with Randy Berry, owner of Marauder Kit Cars, IL, he built a replica of a Lamborghini Countach. They used a plywood frame sculpted with Masonite and Bondo for the body panel molds. It had the wide look of the later Countaches, but with the wheel wells more blended into the body. Six copies were sold.

Hunt eventually became friends with Eldon Rasmussen, who not only competed in the 1975, 1977, and 1979 Indianapolis 500 races, but also fabricated his own “Rascar” chassis for the cars. Rasmussen continued to fabricate race parts here in Indianapolis for years and was inducted into the Canadian Motorsports Hall of Fame.

After retiring from IPL in 2001, Hunt wanted to build another car that became the Ghepardo. He and Rasmussen started with a 2002 Camaro body structure, but modified it to accept a mid-engine, 2002 Corvette suspension and “LS6” V8 engine. A Camaro was partly chosen because it offered a steeply-raked windshield. To fit the engine, they removed the Camaro’s rear seat and trunk while fabricating an engine compartment around the Corvette suspension sub-frame.

Scott Chenoweth, who attended the famed Art Center College of Design in Pasadena, CA, was enlisted for styling. Ghepardo’s body is fabricated from fiberglass and is inspired by the Lamborghini Murciélago, but stands as its own design. New door and body skins were formed and attached to the original Camaro panels, giving the car an entirely different look without destroying the car’s structure.

“Our next steps are to get financing and refine the car,” continued Hunt. “We’ll make some changes to the exterior based on a recent viewing and are looking for investors. We would like to sell a short run of cars to individuals who would like to have some say in the final look of the vehicle.”

Hunt and Chenoweth would like to modify the Ghepardo’s front grille, move its passenger compartment forward 4-5”, and modify the wide rear fenders to give it a more balanced appearance. They also want to change the rear hatch, using components from the Nissan 370Z, to reduce visual bulk. Some may not like golden colors, but the “House of Kolor” paint mixture certainly gleams in the sunlight and will get attention at any valet stand.

Anybody wishing to purchase a Ghepardo will have close to $200,000, but that’s a bargain compared to building a very sophisticated car yourself. Hunt and his team would like to sell about 30 worldwide – reasonable ambitions for this type of project. For more information, or to commission a vehicle, contact James Hunt and his team at cacciacustomcars@aol.com.

By Casey Williams - MyCarData

Audi's new mouth-watering A7...

If we were forced to pick the best brand car-for-car — bottom to top — it would have to be Audi. The German company continually amazes with its quality vehicles from one end of its lineup to the other. Spending several days driving the stylish all-new 2012 Audi A7 fastback sedan only reinforced our opinion of the brand.


Audi has entered the relatively new segment of luxury hatchback sedans that has few members, namely the Porsche Panamera and the BMW 5-Series Gran Turismo. Also the swept-back Mercedes CLS can be included because of its similar styling, although it does not have a fifth-door hatch.

In the case of the A7, Audi is once again one up on its immediate rivals in terms of driving dynamics, ride quality and interior refinements.
Since the A7 comes with only one choice, a 3.0-liter supercharged V-6 we can only compare it to the six-cylinder versions of the BMW and Porsche. The new A7 makes a very energetic 310-horsepower driving all four wheels (Quattro in Audi-speak) mated to a state-of-the-art eight-speed automatic transmission.

For the power hungry and those who generally scoff at six-cylinder engines Audi will soon offer an eight-cylinder-powered S7 that will compare nicely with the BMW and Porsche V-8’s. In the meantime we had no qualms with the smooth, seamless performance from the Audi six-engine, which, as measured by Audi, can accomplish 0-to-60 in a quick 5.5 seconds. And it matches up extremely well with the six-cylinder offerings available this year in the Panamera and the BMW 5-Series GT.

The Audi is built on the next-generation A6 platform and stretches out 195 inches, good enough for comfortable accommodations for four adults. One minor disclaimer — rear-seat headroom may be on the short side for long torso six-footers because of the slopping roofline designed to give the sedan its coupe-like appearance.
The Audi clearly stands out in two areas — exterior styling and interior ambiance. The A7 carries the next evolution of Audi design as found in the 2011 A8 with short overhangs, an expansive hood and low-slung sporty proportions. German auto magazine Auto Bild, with a panel of 10 design experts judging, named it winner of its annual design competition.

One of the unique features of the well-executed interior is an eight-inch screen that raises from the dashboard — canted toward the driver — when the ignition is switched on. It consolidates audio, navigation and telephone functions in an extremely easy-to-read display.

The A7 has been on sale in Europe for several months and is now reaching U.S. showrooms starting at $60,125.

By Jim Meachen - MyCarData

Volvo XC60 - Volvo’s New Personal Size SUV

Historically, Volvos have received high marks on functionality and safety, but lower scores for styling and interior amenities. Well things have been changing inside the company for several years and the new XC60 SUV poster child of modern Volvo.


The XC60 might rightly be considered a smaller version of the XC90 SUV. Actually, I find the new XC60 a much more appealing vehicle.

To begin with, the styling is a skillful blend of an instantly recognizable Volvo shape presented in a curvaceously appealing and seductive form. From any angle, the new XC60 is a very fine looking vehicle and totally current with the times.

It’s hard to decide if this model is a compact or a midsize SUV but it holds 5 comfortably and has a large cargo area behind the rear seats. With all seats folded, you can bask in its 67 cubic feet of storage volume. This Volvo is a very solid vehicle and weighs in at over 4,000 pounds, yet it handles quite nimbly and drives smaller than it is. I found the XC60 to have surprisingly capable handling as we tested it on twisting west coast mountain roads. On the freeway, it is smooth, quiet and serene inside.

It exudes that “you’re safe in here” Volvo feeling and the vehicle has the technology to deliver. The XC60 benefits from and has all the safety gear that Volvo has developed over the years, plus something new. Volvo’s City Safety technology is being introduced on this model. The system basically monitors the distance between you and the vehicle in front of you when driving at low speeds, where most collisions occur. If it senses that you are getting too close, it applies the brakes and can actually bring the vehicle to a complete stop. Volvo is also thoughtful enough to include features like laminated glass in the sunroof so if you are in a crash, the glass won’t shatter all over the passengers. You also get, stability control, traction control, lane departure warning, driver alert control, distance control and whiplash prevention seats just to name a few.

The XC60 is powered by an inline transverse turbocharged 3.0 liter 6 cylinder engine. It puts out 281 horsepower and 295 ft lbs of torque. All XC60’s come with a 6 speed automatic transmission and all wheel drive. This combination makes this Volvo a joy to drive both in town and on the highway. The engine is responsive, the handling is controlled and ride is very nice.

The interior of the XC60 has also been tastefully done. The leather seats are attractive and comfortable. The design is upscale and the available real Nordic Light Oak wood inlays are oh so Scandinavian. Niceties like navigation, Sirius radio and DynAudio make the drive all the more enjoyable.

by Kelly Foss
MyCarData