Tesla Set to Debut S Model

Many in the traditional auto industry doubted that Tesla Motors could build an all-electric sedan from scratch in Silicon Valley.

By Dana Hull 

San Jose Mercury News

Many in the traditional auto industry doubted that Tesla Motors could build an all-electric sedan from scratch in Silicon Valley. But this week the skeptics will witness the tech industry’s most disruptive product launch of the year.

Tesla is counting down the hours to Friday, when CEO Elon Musk will hand over the keys to a small group of customers who placed early reservations for the Model S sedan. It’s a watershed moment for the Palo Alto,Calif.-based company, manufacturing in California and the nascent electric-vehicle industry, which has been struggling to live up to ambitious expectations.

“This is a tech product,” said Theo O’Neill, an analyst at Wunderlich Securities who has been bullish on Tesla because the company is delivering the Model S ahead of schedule, something unheard of in the electric-vehicle industry. “And it is bad news for the naysayers in Detroit who can’t find their way out of a paper bag.”

Tesla is building the Model S at the former NUMMI plant in Fremont, Calif., the site of a former Toyota-GM venture that it bought in 2010 and transformed.

Invited for a rare visit to the plant, the first thing a reporter and photographer from this newspaper noticed were the vast parking lots. Empty when NUMMI shut down, they are now filled with cars and have dedicated spots for electric-vehicle charging.

Fresh orchids in a large vase greet visitors in the sleek lobby, where Tesla-branded T-shirts and jackets are for sale. Much of the cavernous facility has been painted a gleaming white, giving it a bright, clean and futuristic feel. The office space looks like a social-media startup: an open floor plan filled with employees on computers, with no cubicles or private offices. On the factory floor itself, workers zip around on red bicycles or in electric golf carts because it takes too long to walk.

“People used to think we were a joke,” said Gilbert Passin, Tesla’s vice president of manufacturing, as he stood on “the bridge,” a second-floor walkway overlooking the assembly line. “But there’s no way you can come into this factory and not know we are completely serious. You cannot do this in your garage.”

The Model S, which starts at $50,000, will come in 10 colors, but not all of the hues have been revealed. The paint gloss is so shiny that employees wear black patches over their wedding rings and watches to prevent even the slightest scratches.

The first 1,200 Model S vehicles delivered in North America will be from the limited-edition “Signature” series, which comes with an 85-kWh battery that Tesla said is capable of 300 miles per charge.

Two Model S Signatures have already been delivered. Musk has his, which is black, and venture capitalist Steve Jurvetson, who sits on Tesla’s board of directors, has a red one with the license plate TSLA S1.

A short video of Jurvetson climbing into the car before a sea of elated Tesla employees, all snapping photos with their iPhones, has been widely viewed on YouTube.

“It’s stunningly beautiful, gorgeously engineered, represents the future,” Jurvetson said in the video. “Sometime in the next year, all of my cars will be electric. I will never buy gasoline again in my life, and I’m looking forward to that.”

Tesla now has about 1,700 employees worldwide, including 800 at the Fremont factory. But for the Model S launch, many others have gathered in Fremont, including members of the Los Angeles-based design team and suppliers from Japan and elsewhere.

Tesla is now making just one Model S a day as it focuses on quality control and gives meticulous attention to everything from the sound pouring out of the stereo system speakers to the gloss of the paint.

Production volume is scheduled to slowly ramp up in coming months, and is expected to hit 80 to 100 cars a day by the end of the year. Tesla plans to make 5,000 cars by the end of 2012 and 20,000 in 2013, a low volume that will allow it to continually improve the manufacturing process.

More than 10,000 customers have put down deposits to reserve the Model S, which is being marketed through high-end retail showrooms and a nationwide “Get Amped” Model S Tour, in which reservation holders will be invited to take test drives.

The Get Amped tour begins Saturday in Fremont, then goes on to Los Angeles, Seattle and elsewhere.

Within Tesla, the pride employees feel at this critical juncture in the company’s young history is palpable.

“Elon Musk himself is extremely demanding as a person, and it should be this way,” Passin said. “But independent of Elon, all of us are professionals. We want to make sure the car is perfect. We love building the Model S in California, and we’re going to stay.”

2012 Honda CR-V: Big rig room with small car fuel efficiency

By Bruce Caldwell

You could say that the redesigned 2012 Honda CR-V has acquired a little middle age spread as it has grown from its original cute Ute size to a mid-size. A more positive (and accurate) viewpoint is that the Honda CR-V has positioned itself in the SUV sweet spot. Even with rising and unstable fuel prices many people still want and need a multi-purpose vehicle. They’ve forsaken the road dinosaur Hummer H-1 mentality, but they still need functionality. Add 30-mpg fuel economy to spacious practicality and you’ve got a winner — a.k.a. the 2012 Honda CR-V. 

The CR-V is a unibody style SUV, not a body-on-frame rock crawler, but the reality for northwest drivers is that they seldom (if ever) venture off improved roads. During those rare snow/ice events the excellent all-wheel-drive system safely gets the CR-V where it needs to go. The everyday ride is passenger car comfortable with foul weather confidence always on tap.

Walkaround: The 2012 Honda CR-V doesn’t look radically different from the previous iteration. It shares familiar Honda styling cues. The Honda CR-V has long been the benchmark model for the compact SUV segment and the redesigned 2012 model is well positioned to retain that leadership role.

Interior: Hondas and Acuras consistently provide a superior interior experience and the new CR-V is no exception. Seating construction, materials, adjustability, comfort, and legroom are excellent. Exterior dimensions belie the amount of usable inside space. Front legroom is just shy of stretch out length, even for drivers over six-feet tall. The back seat easily accommodates tall passengers with the front seats in their most rearward position. The flat floor makes it more comfortable for middle position passengers.

The CR-V is a five-passenger vehicle, although it’s ideally suited for four adults. The wide, soft surface fold-down center armrest is a plus for both outboard passengers. Rear door bins are small, but there are two seatback pouches.

Storage areas are large and abundant around the front seats. The center console bin is huge as are the door bins. Power points for all types of electronic devices are plentiful.

All four doors open extra wide, but there is some rear wheel well intrusion. Like all Honda products the doors shut firmly with a quality sound and feel. The rear liftgate opening is large with a low lift over height for the extra low, flat cargo floor (both heights are one inch lower than the previous CR-V). The hatch will just brush the hair of people over six-feet tall. The rear seats fold effortlessly, but they have a slight upward slope. Cargo capacity is 37 cubic feet with the seats up and 71 cubic feet when folded down.

We’re very particular about steering wheel ergonomics. Honda wheels are exactly what we like — thick and perfectly contoured for a comfortable grip. The leather CR-V wheel has tilt and telescopic adjustments that make it easy to find an ideal driving/comfort position. Auxiliary controls were great as was the sound system they manage. The navigation system and backup camera were also high quality, although not all the navigation functions were as intuitive as we’d like. It takes some time to master the navigation system instead of letting it “think” for you (we disagreed that the nearest Costco was in Washington, D.C.).

Under The Hood: A single 2.4-liter four-cylinder engine is the sole powerplant, but with an output of 185 horsepower and 163 lb-ft of torque it offers performance comparable to many V-6 engines. The only transmission is a 5-speed automatic, which is smooth and efficient. The transmission is more frugal than fast, but that’s expected in this segment.

There are two drivetrain choices — front-wheel-drive and all-wheel-drive (a $1,250 price difference). We tested the AWD (Honda calls it their Real Time 4-Wheel Drive System) and recommend it for the varied Pacific Northwest driving conditions. The EPA rates the AWD CR-V at 22-mpg city and 30-mpg highway. The front wheel drive model only gains one mile per gallon (23/31 mpg), so the AWD CR-V can’t be faulted for excessive fuel consumption. The EPA numbers are up from the previous model — an indication of how important fuel economy is to crossover SUV buyers. Towing capacity is rated at 1500 pounds.

Behind The Wheel: The steering wheel was great, but the road feel it transmits was a little vague for our taste (which might be just fine for most drivers). We prefer to be closely connected to a car’s driving dynamics, but the electric power steering reminded us of old school Detroit luxury car power steering systems. It wasn’t as overboosted as a sixties Cadillac, but it wasn’t as organic as we like, either. We preferred the previous model’s hydraulic power steering.

The overall driving experience is pleasant and that’s all most people want from a compact SUV. Power is sufficient for daily driving and the ride is comfortable. The car’s size is fine for ever-shrinking mall parking spaces.

Whines: We’re still not crazy about the current front end styling. We preferred the earlier versions, but the new CR-V still looks better than some of its stable mates.

Bottom Line: The redesigned 2012 Honda CR-V isn’t a radical departure from previous models, but that’s a good thing when you have a compact SUV as successful as the CR-V. It’s a right-sized outside, generously sized inside multi-purpose vehicle that gets excellent fuel economy. A fully loaded, top-of-the-line edition just kisses the $30,000 barrier and as such represents an excellent value.

2013 Chevy Malibu: Midsize Detroit Iron every bit as good as Camry or Accord

By Lary Coppola

The 2013 Chevrolet Malibu, which hit showrooms about 60 days ago, is all new — inside and out. The benefits of its more aerodynamic styling are better fuel efficiency thanks to a drag coefficient of about 0.29 — among the best in the industry — and a quieter ride. It blends a smooth ride and that quiet interior with responsive handling, effective crash-test performance and outstanding build quality that holds its own against the Toyota Camry and Honda Accord — the mid-size sedan segment’s benchmark vehicles.

Chevrolet claims the safety package on the new Malibu includes the stiffest, strongest body in the class, eight standard air bags with rear side bags optional, and five-star NCAP crash performance in all markets around the world.

Built on the same platform as GM’s Opel Insignia, Buick LaCrosse and Buick Regal, Chevrolet says the new Malibu will be sold in as many as 100 countries, with additional engines and hybrid versions to be offered later on.

Model Lineup: Like the previous version, the 2013 Malibu is offered in LS, LT, and LTZ trim levels, all with new interiors seemingly inspired by the Camaro. Our test vehicle was the new Malibu ECO 2SA.

Walkaround: The exterior design is similar to the 2012 model in the front, but features an entirely new rear end design that showcases very prominent taillights and an integrated decklid spoiler similar to the Camaro coupe.

Like its sibling, the Chevy Volt, the 2013 Malibu offers active shutters in the grille that open and close to improve highway mileage by corresponding with vehicle speed and engine cooling needs.

The new Malibu has a three inch wider stance than the previous model, which means more interior space for the driver, passengers and cargo, including 1.5 more front and 3.5 more rear inches of shoulder room, plus 2.7 inches of additional front hip room, and 2.8 inches more rear hip room. The total interior volume — using EPA standards — is four cubic feet larger than 2012.

The styling changes are quietly bold, with an attractive wheels-at-the-corners look that is substantial, yet clean and crisp, resulting in a smooth-sided, sleek profile with an appealing roofline that could belong on any luxury car.

Interior: Chevrolet’s signature dual-cowl dashboard interior is obviously inspired by vintage Corvettes. The design is updated into the 21st century with wood and metallic trim and blue-on-white instrumentation. Overall, it’s nicely designed and more spacious than previously, boasting premium, upscale materials, with excellent fit and finish. Chevy claims it’s been engineered to be the quietest interior in the midsize segment.

The seats are quite comfortable, and offer plenty of front-seat room, and generous rear legroom. All the controls are easy to operate, although some hard plastic surfaces detract from an otherwise top-quality interior, which is bathed in ice-blue ambient lighting at night.

A new touch-screen display controls the AM/FM/CD/XM Satellite radio, as well as OnStar with Turn-by-Turn navigation, portable and streaming music from Pandora through the new MyLink feature. It also handles other functions, such as the rear-view camera. and a host of new features like lane-departure warning, and forward collision alert.

Under The Hood: There is two powertrains offered — The Malibu ECO comes with a brand new Ecotec 2.4-liter DOHC In-line four-cylinder, with GM’s eAssist, while the LS, LT, and LTZ offer a 2.5-liter Ecotec engine. Both powerplants have direct injection, variable valve timing, and are married to a 6-speed, Hydra-Matic 6T40 transaxle. The 2.4 ECO, engine is rated at 182 horses and 172 lb. ft. of torque, while the 2.5 LS, LT and LTZ engine puts down 197 horses with 191 lb. ft of torque. Both engines utilize all the new technologies including dual overhead cams, four valves per cylinder, direct fuel injection, electronically variable valve timing, a variable-displacement oil pump and a two-stage electronic thermostat for peak fuel efficiency.

The EPA fuel economy rating for the 2.4-liter ECO is 25/City and 37/Highway for a combined rating of 29 mpg. Figures for the 2.5-liter were not available at presstime.

Behind The Wheel: I found the Malibu pleasurable to drive. It’s quiet, smooth and comfortable, striking a nice balance between well-controlled handling and an even ride. The Ecotec 4-banger delivers acceptable acceleration, but isn’t quite as strong as the four-bangers offered by Honda or Nissan. However, the Malibu’s 6-speed automatic, which increases fuel economy and improves acceleration, brings it up to about par with them.

The Ecotec In-line four also features electric power steering, to save drag on the engine, which aids both fuel economy and performance.

Steering is reasonably quick and precise, but has less road feel than I personally prefer — although that’s a subjective measurement.

Whines: The steering wheel is a bit too large in diameter for my personal taste, and a smaller wheel would give it a sportier feel, but that too is somewhat subjective.

Bottom Line: Choosing among the best midsize sedans basically comes down to nitpicking and personal preferences. The 2013 Chevy Malibu offers the size, room, features and conveniences a family sedan requires. Fit and finish inside and out are world-class. Personally, I think the Malibu faces off well against the benchmark Camry and Accord. They may have the edge on resale value, but at $26,845 base price, and pretty well loaded at $29,380 as tested, the Malibu offers something Camry and Accord don’t — traditional Chevrolet value.

Acura TSX Sport Wagon: A great blend of sportiness and practicality

By Bruce Caldwell
I don’t remember when the term station wagon became so negative. I didn’t get the memo or perhaps my dog that fits so well in station wagons ate it.

The need for station wagons hasn’t abated since their halcyon days in the fifties and sixties. Styles and more importantly, marketing approaches, have changed, but hauling passengers and/or stuff is still a necessity for many families.

The station wagon variant and nom de practicality I prefer is sport wagon. Sport wagons combine utility and smaller packages that favor fun and sporty handling/driving. The Acura TSX Sport Wagon is a great example of a well-balanced compact station wagon.

The Acura TSX is the brand’s entry level offering and the wagon is a recent addition. It adds versatility without diminishing the positive traits that make TSX sedans so popular.

Walkaround: The Acura TSX Sport Wagon is a handsome vehicle. We think it looks better than the TSX sedan. The design works well with the extended rear roof. We favor the rear _ view over the front angle. Stylish five-spoke 17-inch alloy wheels and moderately aggressive tires fill the wheel wells and enhance the sporty look. Doors open and shut with the kind of solid, tight-fitting, precision that customers expect of Acura products. All the fit, finish, and quality elements are first rate.

Interior: The interior is perfectly executed. Acura interior designers masterfully blend quality materials for visual and tactile excellence. You can’t expect Bentley ambiance at this price point, but there are no disappointments.

The TSX Sport Wagon caters to the driver and front seat passenger. Adjustability/ergonomic features are great. Legroom is stretch out perfect. Seat travel is extensive, which is good, because rear seat legroom is snug with the front seats all back.

A thick contoured leather steering wheel is loaded with auxiliary controls. It has tilt and telescopic features to accommodate a wide variety of driving positions. There are small paddle shifters for use when the automatic transmission is in the Sport mode.

Our test car was the Tech model, which means it had the navigation system. The system works fine once you master its many functions. The Tech package also includes an upscale sound/entertainment/information system.

One other Tech package feature is a power tailgate. It’s handy, but not totally necessary given the tailgate’s compact size. The substantial rear opening provides access to a flat cargo area. The split rear seat increases capacity and flexibility. There’s additional storage under the rear deck and recessed cargo loops.

Under The Hood: Our TSX was equipped with the 2.4-liter 201 horsepower i-VTEC 4-cylinder engine and the 5-speed automatic transmission. The engine was smooth and proficient for a 4-cylinder, but Acura V-6 engines have spoiled us.

The EPA rates the TSX at 22-city/30 highway. We got over 27 mpg on a trip to Port Angeles.

Behind The Wheel: Old school station wagons weren’t much fun to drive, but the new Acura TSX Sport Wagon drives and handles better than old school sports cars. The TSX is a great driving car on long trips and around town. The fine suspension and brakes combine with the previously mentioned excellent interior to provide a very pleasurable driving experience.

An Acura feature that deserves praise is the excellent wiper system. During the recent record rains we used the wipers at every speed from drizzle to downpour. These wipers get our top rating of five umbrellas.
Whines: Miscellaneous interior storage bins were on the small side. A massive owners manual overshadowed the decent size glovebox.

Bottom Line: The Acura TSX Sport Wagon is a great compact station wagon. It doesn’t have the capacity of a Brady Bunch wagon, but most people don’t have such large-scale needs. The TSX Sport Wagon combines the style, comfort, and handling of a sport sedan with the added space and versatility of a wagon. Regardless of what you label it, we call the Acura TSX Sport Wagon a winner.

Washington State Poised to Take its Place as Hot Rod Nirvana

SEMA Model Street Rod and Custom Bill Passes in Washington State Senate
 

Unfortunately, in some places, it remains extremely difficult to title and register homebuilt vehicles like customs, street rods, hot rods, and kit cars. Thankfully, SAN is on the case and actively promoting legislation that will alleviate that problem for the enthusiast community by streamlining the process. Its model language gets these rides out of the garage and onto the road — where they belong!

The most recent example of this legislation is right here in Washington. State  This year, Senate Bill 5585 was sponsored by State Senator Mike Carrell, a car guy himself. This much-needed piece of legislation would create a vehicle titling and registration classification for street rods and custom vehicles. Lawmakers in Olympia understand the need for SB5585 and the State Senate recently passed the bill in a unanimous 48 to 0 vote. The bill is now pending consideration in the State House of Representatives. As Senator Carrell said, “These folks have a passion for restoring old cars or building something new and one-of-a-kind out of parts gathered from a dozen different cars. This bill will establish constancy in state law and clarify previously unclear registration requirements.” Working with Senator Carrell and his staff, the SAN played a critical role in drafting amendments to the bill to accommodate Washington’s unique requirements.

SB5585 provides guidance for registering and titling street rods and customs, including kit cars and replicas. When enacted into law, Washington enthusiasts will no longer arrive at their local DMV office and denied a means of putting their creations on the road. Moreover, the bill acknowledges that original parts may have “dried up” and that technological advancements have created improved materials. SB5585 allows for the use of non-original components and creates a titling criterion that assigns these vehicles the same model year designation as the production vehicle they most closely resemble. Another important cornerstone of the bill is that it exempts street rods and customs from a range of standard equipment requirements and emissions inspections. Vehicles classified under this class will be held to standards applicable to the designated model year, not those of 2011 and beyond. Finally, SB5585 also permits the use of “blue dot” taillights, a favorite among restorers of classic automobiles.

“This type of legislation is a top priority for SAN on behalf of the nation’s enthusiasts,” said Mike Dingell, director of the SEMA Action Network (SAN). “We want enthusiasts to express themselves by building their dream cars and to share them and enjoy them on America’s streets,” he continued. Versions of our model bill have been successful in helping hobbyists title their rides in 21 states to date and we are working to add more to that list. This year, similar SAN model titling and registration legislation is also pending consideration in New York, Texas, and New Mexico.

Jaguar Celebrates 50 Years Of it Iconic E-Type

This year marks the 50th anniversary of one of the most famous and desirable cars in automotive history — the Jaguar E-Type — arguably one of the most beautiful cars ever built. It stunned the motoring world when it was unveiled at the Geneva Motor Show 50 years ago with its sleek aerodynamic form and racing car engine.

"It's impossible to overstate the impact the E-Type had when it was unveiled," said Jaguar's current design director Ian Callum at this month's show in Geneva. He added that the design set a standard that will always be associated with Jaguar but that it was a burden at the same time because "I will never be able to do anything quite like it."
  
Click here to see a video video that includes  about 50 years of the E-Type's history.

Coupe Photo by John Gustafson
Convertible photo courtesy of japolink.com

Fred Meyer to install EV Chargers

Fred Meyer has announced that electric car-charging stations will be available at a handful of its Puget Sound-area stores this summer. The grocery chain is partnering with a San Francisco company called Ecotality to build the stations with a $115 million U.S. Department of Energy grant and another $115 million from investors.

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A spokesperson for the Portland-based retailer, said stores in Kent, Bellevue, Everett, Lake City and Alderwood were being considered as charging-station locations, along with a Maple Valley store yet to be built. Another handful of stores in he Portland area and others in strategic locations along the Interstate 5 corridor, are also set to get charging stations. The cost of using the stations hasn't been determined yet.

Ecotality will bring about 310 charging stations to 18 cities and metropolitan areas in the U.S. over the next year thanks to the grant. In other locations, the charging stations will be installed at Best Buy stores and BP stations.

The charging stations, which usually take four to six hours to recharge a depleted battery, are primarily for shoppers who want or need to "top off" their battery. Electric car owners are expected to do most of their battery charging at home, because the process is more time-consuming than getting gasoline at a gas station.

Ecotality will also be installing EV charging stations on the Port Orchard waterfront in the next 30-90 days.