Back when Honda was looking to launch their hybrid Accord in the US, the marketing mavens noticed that the gas – electric version was the fastest arrow in the company's quiver. They proposed pitching the gas – electric Accord as a green hot rod (skinny tires and all). Honda's top brass KO'ed the idea for failing the "if it's fun, it can't be good for you" PC test. The hybrid Accord went on to sell… very poorly. So it's no surprise that the AP (via the Detroit News) reports that Honda's showing-up at the Tokyo Motor show with a hybrid sports car concept. The CR-Z not only steals a letter from Nissan and displays a taffy pull version of Volvo's corporate nose cone, it also boasts "the essence of the sports car." The man behind the design-speak, Honda engineer Tetsuji Morikawa, says Honda will sell the CR-Z "in the near future" (about the time the Chevy Volt appears, presumably). The AP reporter clearly hasn't driven the hybrid Accord; he suggests that hybrids ain't got no torque and their greasy bits preclude pistonhead packaging. "The CR-Z comes with a new hybrid system developed by Honda whose breakthroughs allowed designers to get around such restrictions." Never mind the dressed-to-impress sheetmetal, we want to know about those breakthroughs…

This morning, Frank Williams blogged the AP's report on OnStar's new "Stolen Vehicle Slowdown" (SVS) option. Tick the appropriate box on your OnStar service agreement and the company can legally shut down your engine via remote– should a scrote steal your car. Big Borther issue aside, fair enough. And then I saw the Detroit Free Press' take: "New GM system should curb police chase deaths and injuries." According to the Freep, "With more than 30,000 police chases each year resulting in 300 fatalities and about 7,500 injuries, this unique use of the OnStar technology is being hailed by a wide variety of law enforcement and emergency response organizations." Needless to say, this "wide variety" was represented by a single law enforcement officer. "Once it becomes widespread, about 600 vehicles trying to elude police will be slowed by the system each year." Oh really? Talk about sloppy, doe-eyed, parrot-beaked journalism. The truth is that stolen vehicle chases account for a small percentage of police chases, police cause the majority of police chase deaths, and that the only way to curtail the carnage is to change police chase policy– as many departments have done. Nice try OnsStar. Must try harder Freep.  

The Level Field Institute was established by "retirees and families of GM, Ford, DaimlerChrysler [sic]; and the suppliers and dealers that support them." While they don't have a campus they do have a crusade: "promote U.S. jobs, R&D and infrastructure investment by offering clear comparisons of how various automakers contribute to the U.S. economy." In other words, lobby for The Big 2.8. True to their remit, they've created a handy-dandy campaign briefing kit for Democratic presidential hopefuls traveling to Michigan for today's not-so-big debate. The document may give savvy pols pause, as they contemplate Level Field's recommendations: "tackle health care" (nothing more specific is mooted but national health care is where they're at), "kick the tires on new trade agreements" (I think they mean kick the ass of our trading partners to open their markets to US goods) and "call upon our Asian trading partners to stop boosting their exports by manipulating their currencies" (kick 'em again for cheating). We'll be watching the Dems Detroit debate with baited breath. Or not. 

Although Justin wonders how the loss of "lifestyle" buyers may hurt pickup truck sales, I never held much truck with the idea that Urban Cowboy-ism accounted for the lion's share of the market. Maybe that's because I live in southern New England, where anyone who drives a pickup truck uses it to relieve lawn-crazed suburbanites and home makeover addicts of their hard-earned money. The SUVOA defends our right to drive big honking SUV's on the grounds that their owners cherish their occasional "full" utilization (i.e. nipping out for a pint of milk during a blizzard). So it's entirely possible that there are parts of the country where people buy pickups just so's they kin move their lava lamp and mattress to and from college, or schlep a picnic table-sized TV home from their local big box store in time for the game. But I adhere to the theories of psychologist Jean Piaget, who said if you've got a capability, you bloody well use it. That's some scary ass shit when applied to nuclear weapons, but it puts a halo 'round the pickup's head. After all, if it wasn't so easy to haul stuff, people wouldn't buy so much stuff– and that's not good news for an economy based on unbridled consumerism (as opposed to?). Anyway, when pickups fall down, there's scary times ahead. Yes sir. Sure is.   

Safe Speed is one of our favorite monomaniacal websites, dedicated as it is to fighting the good fight against the UK's superabundance of speed cameras. Saying that, crusader/publisher Paul Smith takes semi-regular excursions off-topic to address wider road safety issues. PR546 (but who's counting?) criticizes The Highway Code for ballooning to 133 pages, as the weightier tome causes "essential safety messages to get lost." In its stead, Smith proposes a 100-word code, as follows: "Drive on the left. Make sure you can see and be seen. Keep a constant look out all around. Be aware of signs and regulations and why they are there. Be predictable. Recognise and anticipate danger and keep clear space from it. Always ensure that you can stop within the distance that you know is clear. Develop your skills. Give courtesy, co-operation and space to others. Don't obstruct them. Never take risks, drive unfit or compete with others. Safety is paramount and far more important than priority. Take personal responsibility for your safety and the safety of those nearby. Enjoy."

I don't pretend to understand all the ins and outs of Lithium-Ion battery technology. I know the basics: they're smaller than the nickel metal hydride cells (as used by the Prius' Synergy Drive), potentially more efficient, catch fire from time to time and, when they do, they're more difficult to put out than my schnauser in a snowstorm. Battery maker EnerDel (owned by Ener1) is set to unveil the fruits of their Li-Ion labors tomorrow. Company Vice Chairman says they've nailed it; their 60 engineers and technicians have developed a hugely efficient, cool-running Li-Ion battery for automotive applications. In a telephone interview with TTAC [below], Charles Gassenheimer revealed some of the technical specs, discussed the company's safety tests and pointed-out that their patented technology is not [yet] applicable to plug-in hybrids or electric vehicles. And what of Toyota's Li-Ion work with Panasonic? Ironically enough, Gassenheimer says his competitor's efforts were recently dealt a blow by… a fire in their factory. [NB: EnerDel officials will be monitoring comments to answer your questions.]

Looking back over last month's US sales stats (Frank Williams is readying his BTN analysis), it's easy to see that healthy sales of full-size pickup trucks have helped stave-off a radical downturn in The Big 2.8's fortunes. The Wall Street Journal reports the trend may be only a temporary reprieve from a generally declining automotive market, with a major reckoning dead ahead. Industry experts from within and without suggest that increased competition (i.e. an industry average of $4k in sales incentives per truck) has created an artificial and unsustainable market. "We're all watering down this truck market," Ford sales-analysis manager George Pipas told the Journal. "There's only so many buyers here, and we're not going to get more buyers from Mars." Pipas predicts a "rough fourth quarter" and says all the discounts, incentives and special financing lavished on pickups will end in tears. "Payback is inevitable." Given The Big 2.8's ongoing reliance on pickups for profits, Pipas might have also observed that payback is a bitch.

There may be those amongst you who believe that Cadillac should offer an entry-level model below the CTS. There may even be readers who give the ailing brand a better-than-even chance of creating a car that can compete with one of the most highly evolved models on planet Earth (BMW's 3-Series). But there's another group of car folk who consider the introduction of a [more] affordable model for Cadillac a form of brand suicide (Catera anyone?). In this camp, count GM's main marketing maven and former Cadillac GM Mark LeNeve, and current Caddy GM Jim Taylor. On the pro-how-low-can-you-go side, stands GM Car Czar Bob Lutz (like a Colossus), whose delusions of grandeur aren't all that grand, apparently. Automotive News [sub] reports– surprise, surprise– Lutz wins. His argument? A baby Caddy will help the brand in overseas markets– even though the Saabillac (BLS) has been a dismal failure. So, in 2011, General Motors will launch its baby Caddy on a "modified" version of its forthcoming rear wheel-drive Alpha platform. Caddy Jr. will be built in GM's Lordstown, Ohio factory; the same assembly plant that currently produces, wait for it, the Pontiac G5 and Chevrolet Cobalt. 

When the Volkswagen R32 first arrived stateside, enthusiasts gave the hot hatch a hero’s welcome. The all wheel-drive, VR6-powered Alpha rabbit made its pre-GTI siblings look like a bunch of ectomorphic accountants at a supermodel slumber party. The R32 was rare, fast, agile, sharp-looking and tighter than the Osmond family at Thanksgiving dinner. The latest version is all that, again, with the notable addition of the world’s best gearbox. And yet the R32’s suddenly become a deeply unloved (if not unlovable) automobile. So who shot JR? 

Prior to the late 80's, Mercedes were known for its "bullet proof" build quality. Of course, they were no such thing. A well-placed slug would stop a Mercedes just as quickly as a Ford Pinto (although the Pinto might cease its forward motion in a far more spectacular fashion). Actual bullet-proof cars began appearing in the US about the same time Al Capone figured it best not to stain his Cadillac 16's upholstery with the contents of his skull. Initially, bullet-proof cars were fairly basic: a normal car with thick metal plates welded onto the chassis. As bad as this was aesthetically, it was worse for handling– which presented a whole 'nother set of lethal possibilities. Eventually, metalworkers fashioned more elegant solutions; you can now buy an up-armored luxobarge or SUV that looks like a normal luxobarge or SUV. Saying that, human nature being what it is, plenty of buyers still make the mistake of assuming that the ability to withstand ballistic or explosive attack is more important than day-to-day safety, or the ability to escape and evade. Modern automakers would do well to learn this lesson: people want what they want, not what they need– even when it's a matter of life or death. And what I need is a couple of days to rest and recharge. See you on the other side.

If a jobbing journo discovers a glaring deficiency on a pre-production test car, they usually ask the automaker if they're gonna sort this shit out (I'm paraphrasing), mention the PR person's solemn oath and move on. If the car's been on the showroom floor for, oh, eight months, like, say, the Dodge Avenger, it's time for the excuses to stop– unless you're James Healey of USA Today. In that case, you let Chrysler answer each and every complaint. Healey: "Suspension: Lots of clunk-thunk and rumble delivered directly from the road outside to your ears inside as well as rippling through your hands on the steering wheel." Chrysler" "Shock absorber bushings were changed beginning with Sept. 27 production. Shock and strut tuning is to be changed beginning with Oct. 15 production. Dealers will perform the upgrades free for any customer whose vehicle has the suspension issues." Healey: "The four-speed automatic… shuddered, shook and stuttered trying to change gears, up or down, under light and moderate throttle." Chrysler: "The problem was fixed beginning with July production…. Dealers should update vehicles free for customers who complain." I'm not sure who should be more embarrassed by this "He said, they promised" exchange. And is that the sound of ripping paper I hear from disgruntled customers heading for their local dealer with clip in hand?

The South African term [of endearment] for a pickup truck is a "bakkie." Right. So. While the world waits and wonders about the potential impact of a flood of Chinese-made cars on the international auto scene, iAfrica reports that cheap Chinese pickups are pouring into the South African market, driving down prices of two to three-year-old Japanese bakkies. While owner-drivers are still opting for "quality," the fleet market is one with the Chinese pickups' "cheap as chips" appeal. Brand Pretorius, chairman of McCarthy Motor Holdings, says he's not worried that Chinese cars will have a similar effect on the passenger vehicle market. With freight costs and a 30 percent import tariff, Chinese automakers fight an uphill battle against locally made product with export credits (e.g. the Chevrolet Spark). "It will be tough for Chinese manufacturers to undercut the current entry-level small cars by a significant margin, so the impact won't be as severe."  

Smells like… victory. Newsweek magazine had a chin wag with Chrysler's new Vice Chairman, eschewing genuine analysis for the lazy journalist's best friend (edited Q&A). Anyway, in case you were wondering why the former Toyota exec jumped ship, Press says "I like the smell of the sheet metal on the showroom floor." So a HUGE pile of cash had nothing to do with it, then. Other revelations: Chrysler products don't suck as much as people think, Press' new job is to get the company to "see the world through the customer’s eyes," Chrysler will eliminate some models AND add models that "extend our footprint," and Jimbo's up for any old alt powerplant ("You’ll have diesel hybrids. You’ve got fuel-cell hybrids. You’ve got all-electric cars that use a hybrid system. Plug-in hybrid."). Press finishes with a folksy flourish. "You know, it’s a simple business. There are dealers and there are products. We’ve got to build the right products and give the dealers good stuff to sell." Huh. I guess Press' heirs should be glad nobody told that to Daimler.

I like vanilla ice cream. I know: as a guy who chooses "media" from the drop-down menu of professions, I should be into something exotic like swordfish pecan or Quaaludes and cream. But vanilla has a Zen purity that appeals to my inner minimalist (which I can't find from time to time 'cause he's so damn small). In the same way you can discern an ice cream maker's skills by sampling his or her vanilla, you can tell an automaker's prowess by assessing the quality of their plain Jane models. That's one reason TTAC is proud to review cars at the lower trim levels. It also explains my satisfaction upon hearing that Justin's sending me his MINI Cooper [non S] review. And one of the unremarked but remarkable reasons for Toyota's success: the low end models don't make you yearn for the higher end stuff. Contrast this with Detroit, where "strippers" often seem carefully designed to make you spend more money on something significantly better. Which works fine IF you take the financial plunge. I mean, I can imagine there will be a lot of pistonheads sitting in a V6 Pontiac G8 spending every moment of the journey wanting the V8. If that's NOT true, then I'll take it as a sign of genuine progress. 

The New York Times may be called The Old Gray Lady, but I reckon it’s one of those old gray ladies you find lingering at lunch counters, constantly sticking their nose into everyone’s business. In today’s Op Ed piece, Thomas L Friedman takes Toyota to task. He's miffed that the Japanese automaker's siding with The Big 2.8 against proposed federal regs raising the required corporate average fuel economy (CAFE) figure to 35mpg by 2020. The arguments behind “Et tu Toyota?” may be old news to TTAC readers, but like the Times itself, we can’t resist a bit of nasty gossip.