In an op ed entitled "Driving Miss Chloe," New York Times scribe Caitlin Flanagan argues that the drop in teenage drivers reflects over-protective parents. Seemingly oblivious to journalistic scandals involving fictional composites, Flanagan invents a teenage girl named Chloe and castigates her for riding with Mom in a Toyota Sienna– instead of learning how to drive. "When I was in high school in the 1970s, we had a name for teenagers like Chloe: losers… In my day, we did whatever was necessary to get out on a Saturday night: we climbed out of windows; we jumped on the back of motorcycles; God help us, we hitchhiked. We needed, on the most basic and physical level, to be out in the dangerous night, with one another, away from our parents and the safety of home. It was no way to live, and some of us didn’t. But it was a drive so elemental and essential that there seemed no way to deny it." In a nod to reality, Flanagan mentions the enormous cost of insuring a teen driver– and then dismisses it in her relentless assault on today's teens' lack of gumption. "Learn to drive? Why would they want to do that?" she concludes. Offer coherent analysis of teen driving trends? Why would Flanagan do that?

The Times pits a BMW 520d with Efficient Dynamics against a Toyota Prius to see which one gets better mileage. After a bit of Hollywood hybrid-bashing, the Times sets the stage for their battle of the fuel misers (meisters?). "To find out [which one gets better mileage] we set a challenge: to drive a Prius [and BMW 320d] to Geneva using motorways and town driving. The direct route is 460 miles but we drove almost 100 miles further to give the Prius the advantage of running in urban conditions where its petrol-electric drivetrain comes into its own." Strangely, the article doesn't follow the headline writer's "take no prisoners" style– "Toyota Prius proves a gas guzzler in a race with the BMW 520d." In fact, the authors don't pronounce a winner. But the chart at the bottom tells the tale. BMW 520d: 10.84 gallons (50.3mpg); Toyota Prius: 11.34 gallons (48.1mpg).   

Media-wise, the new Pontiac G8 is a hit. Obviously. The Aussie four door conforms to the pistonhead paradigm: a powerful, rear-wheel-drive sports sedan. According to the jobbing journos flown to a first-class California hotel to test the new machine on local roads, the G8 GT isn't aesthetically offensive, goes like stink and handles well. While hooning hacks are celebrating the return of the [imported] American muscle car, they seem to have forgotten the fact that the muscle car is dead. As is Pontiac. And, by extension, GM.

The Dodge Charger is the obvious, indeed inescapable, template for the Pontiac G8's prospects. While enthusiasts may balk at the comparison– citing important [to them] differences in power, handling, interior fitment, etc.– the G8 and the Charger live in the exact same niche. They sell at the same price, offer the same driven wheels configuration and boast the same aggressive style. Last year, the Charger sold a not-inconsiderable 119,289 units.

The billion dollar question: can the G8 make those numbers, or better? Although the initial plan is to import limited numbers (20kish) of G8s, given the cost of production, there's only one way this car will ever make money for GM: if it sells in sufficient volumes to justify larger, and more local, production. At least that WAS the plan…

The Pontiac G8 may find some measure of sales success simply by stealing buyers from the Charger and its other logical competitor, the Chrysler 300. But even if the G8 scams 20 percent of these two ‘merican-style machines' customers, the Pontiac can't thrive on defectors alone. To make its nut, G8 buyers have to come from… somewhere else.

The chances that loyal/satisfied owners of transplant sedans will opt for the new Pontiac are small. While the new G8 may embody the erstwhile carmaker's old "excitement division" selling point, Pontiac destroyed that brand equity decades ago in a torrent of poorly-built, badge-engineered cars and minivans. In spite of (because?) the flame-out success of the Solstice roadster, Pontiac has no cachet upon which the G8 can draw. The company itself has moved on to a new motto: "Pontiac is car." How great is that?

So what about SUV escapees? Perhaps the G8 will tempt mainstream truck buyers to return to the large American-style cars of their youth. For years, pundits have predicted that SUV refugees will eventually opt for comfy sedans (remember Ford's Year of the Car?). Unfortunately, lackluster large sedan sales lead us to conclude that most SUV escapees are "trading down" to slightly more fuel-efficient CUVs or "all the way" to four-cylinder sedans.

Truth be told, the most likely customers for the new Pontiac G8 are consumers considering another GM sedan. What's the bet people looking at the Chevrolet Impala and/or Buick Lucerne/Lacrosse and/or a lower-spec Cadillac CTS will opt for a G8? In other words, once again, cannibals loom large in GM's sales schemes. 

Alternatively– and this is the best case scenario– the overall market for the G8-type of vehicle will expand. In a shrinking new car market beset by rising fuel prices, any hope that the audience for a relatively thirsty rear-wheel-drive sedan will suddenly enlarge is destined to remain unfulfilled. The fact that sales of the Dodge Charger and the fleet-bolstered Chrysler 300 are flat does not bode well for the Pontiac.

While the G8 may get off to an auspicious start (the thrill of the new), it's highly unlikely G8 sales will have "legs." The Pontiac G8's "killer app" is American muscle. But it should be remembered that the V8 variant accounts for just 24 percent of the Charger's total sales (24,630 vs. 90,659). So, while the G8 GT offers remarkable bang-for-the-buck, the "normal" V6 version will make or, more likely, break this car.

Yes, the G8 V6 is rear wheel-drive and significantly faster than the Charger V6. But the bread-and-butter model G8 is slower than both the V6 Accord and V6 Toyota Camry. The base Pontiac's sloth leaves the Australian-built sedan with no appreciable advantage for the average American sedan buyer. 

In fact, when it comes to evaluating the "average" G8, the average U.S. car buyer couldn't care less about horsepower, driven wheels, handling or speed. They want brand rep, reliability, comfort, a competitive sticker price and maximum fuel efficiency– and not necessarily in that order.

Speaking to that point, The base Pontiac G8 gets 17/25mpg. The Honda Accord V6 gets 19/29; the six-pot Camry clocks-in at 19/28. And anyway, six-cylinder Accords and Camrys do NOT account for the majority of the models' sales. They are easily and completely outsold by variants with more fuel efficient four-cylinder engines; which the G8 doesn't offer.

Not to put too fine a point on it, the Pontiac G8 is the wrong car at the wrong time for GM. Whether or not there's any profit in importing a $30k car from halfway around the world, what GM really needs to survive is a single, highly competitive four-cylinder sedan. Instead of adding the G8 to their line-up, GM should have improved what they had.

Bloomberg reports that workers at Toyota's Cambridge assembly plant (Corolla, Matrix) will vote on whether or not to join The International Association of Machinists and Aerospace Workers (IAM). Organizer Ian Morland says the union filed the necessary paperwork with Ontario's Ministry of Labor to mandate a vote by 3100 of the plant's 5,059 employees next Thursday. Morland says 40 percent of the required survey cards favored union representation. "The support we're seeing is overwhelming." IAM Canadian General Vice President Dave Ritchie's statement on the union's official website must send chills down ToMoCo suits' spines: "We welcome the opportunity to act as the representatives for the Toyota Canada assembly plant workers, in order to ensure that fairness and equity will always be a part of their daily lives in the work place." Saying that, members of Toyota's workforce at their Freemont, California NUMMI (New United Motor Manufacturing Inc) are UAW members.

The Financial Times reports that VW CEO Martin Winterkorn is dissing the darling of Dearborn and the apple of GM's eye: the "world car." "The days of a 'world car' are dead and buried," Herr Winterkorn pronounced. "Our customers in China or India expect us, as a global player, to offer entirely different solutions than we do in the US or western Europe." To that end, VW will be rolling out no fewer than 20 new models in the next three years– as it tries to oust Toyota from the top global sales spot. But Wolfsburg's ambitious sales goals may not have unequivocal support from its new owners, Porsche SE. According to the FT, there's division on the Porsche board about Vee-Dub's global strategy. Wolfgang Porsche, recently voted onto the VW board, is said to head a faction which wants an emphasis on profits, rather than record sales. This might explain the recent unpleasantness between the two grandsons of Ferry Porsche.

Toyota President Katsuaki Watanabe has once again acknowledged ToMoCo's recent quality issues. The AP reports that Watanabe attributes the company's product-related failures to its rapid rise to global dominance. The growth has taken its toll in various areas, ranging from development and design to production, suppliers and maintenance. Watanabe says time pressures and the shortage of experts has exacerbated their quality control problems. What's more Watanabe admitted that Toyota is suffering from some of the symptoms of "big company disease:" arrogance born from success. Putting the pro in proactive, Toyota's CEO said some unspecified products are being delayed to ensure the "total quality" on which Toyota's reputation depends. The automaker is going over every problem, "tracking root causes, analyzing and coming up with ways to prevent a recurrence." 

TTAC's no apologist for any automaker. And we're big fans of the editorial equivalent of the arched eyebrow. But we call foul over Motor Trend 's coverage of Toyota's decision to extend its warranties on Tacoma pickups sold between 1995 and 2000 due to problems with rust. The mag's online scribe Andrew Streiber reports the facts– well, edits the press release slightly– with studied impartiality. "Though Toyota says the problems have been limited to trucks in states where salt is used to de-ice roads in winter, the company is extending rust-perforation warranty coverage to all 1995-2000 Tacomas regardless of location. The coverage will last 15 years from the original date of sale with no mileage cap. Owners who think they may have a rust problem can simply visit a dealer for a free inspection, and if damage is found Toyota will either repair or repurchase the truck (they decide)." But Streiber can't resist finishing with a cheap shot. "Given the well-publicized problems in early examples of the new Tundra, it's still another blemish on their reputation for quality the company didn't need." Note to MT: if the domestics had adopted a similar approach to similar problems, they wouldn't be in the mess they're in. 

Jack Gillis reckons the National Highway Traffic Safety Administration's (NHTSA) crash test ratings are misleading. "It's impossible for car buyers to separate the truly good performers from those at the bottom of the list," asserts the Director of Public Affairs for the Consumer Federation of America (CFA). Gillis points out that nearly every new vehicle sold in the U.S.– some 96 percent of them– are blessed with a four or five star NHTSA front crash rating. His Car Book provides a guide to the non-invidious distinctions between models, and our podcast clarifies Gillis' call for new testing standards. Meanwhile, here's the best/worst from the CFA's safety list, which combines front and side NHTSA ratings for an overall ranking. 

Category/Best/Worst

Subcompact/Hyundai Accent/Toyota Yaris
Compact/Chevrolet HHR/Chrysler PT Cruiser
Intermediate/Toyota Avalon/Pontiac Grand Prix
Large/Acura RL/Cadillac DTS
Minivan/Kia Sedona/Kia Rondo
Small SUV/Jeep Liberyty/Jeep Compass
Midsize SUV/Volvo XC90/Cadillac SRX
Large SUV/Chevrolet Tahoe/Chevrolet Trailblazer

In February, lovers old and new turn their attention to matters of the heart. No 'bout a doubt it: automakers weren't feeling the love. Overall U.S. light vehicle sales dropped 6.3 percent in February and 5.3 percent for the year.  With precious few exceptions, sales were down across the board. And this time, the usually impervious foreign nameplates and transplants felt the pain along with their Detroit counterparts (although not quite as badly). Let's take a closer look at the love's labor lost.

Pickup Trucks

As you'd expect, as gas topped $3 a gallon, pickup truck sales tanked.  Chevy's Silverado plummeted 24.9 percent compared to last February, down 17.4 percent year-to-date. Ford's F-Series didn't suffer quite as badly, losing just 4.9 percent from last February and 6.5 percent on the year. The Dodge Ram finished the month 20.9 percent below February ‘07, dropping 19.7 percent for the year so far. Toyota's Tundra showed a 48.9 percent gain on last February. The Texas-built  pickup gained 65.6 percent on the year. However, ToMoCo was introducing the new model this time last year; sales were low for the first few months.

Passenger Cars

Chevrolet must still be having production problems with their "everyone wants one" Malibu. The new 'Bu only managed to increase sales 6.5 percent over the old model's February sales (a good January pushed sales up 29.1 percent year to date). Ford's Fusion recovered from a slow start in January, finishing February 12.1 percent higher than last year, with year-to-date sales up 1.2 percent. Chrysler's 300 continues its nosedive, down 11.6  percent in February and 10.8 percent for the year. The Toyota Camry was one of the few cars showing sales growth. The perennial sales champ finished the month up 8.6 percent, 4.6 percent ahead of last year.  The newly-renlarged Honda Accord isn't doing so well. Sales are down nine percent for the month and eight percent for the year.

Truck-Based SUVs

Truck-based SUVs… ouch. The Chevy Tahoe continues selling at sub-2007 levels, dropping 26.4 percent in February and 20.4 percent year-to-date. Sales of FoMoCo's Explorer showed roughly the same performance, declining 27.1 percent from the month last year and 23.7 percent so far this year. The Dodge Boys might want to put a bullet in the Durango's head before it embarrasses them any more; model sales sank by 39.5 percent for the month and 35.8 percent drop for the year. The recently reviewed Toyota Sequoia sales increased 13.2 percent for February and 14.3 percent for the year. But like the Tundra, the numbers compare the new model to the old– and sales volumes are so low that we're only talking about a difference of 300 trucks in February.

CUVs

Although overall crossover sales were down from January, GMC's Acadia was still up 38.5 percent for the month and 122.1 percent for the year. The Edge was Ford's bright spot, racking up a 45.9 percent increase over last February and increasing sales for the year by 66.1 percent. The restyled Toyota Highlander jumped 12.2 percent for the month and 16 percent for the year. The old-style Honda Pilot did even better, growing 24.3 percent compared to last February and  7.7 percent compared to last year.

Prius

Even though gas prices went up in February, Prius sales went down 10.9 percent.  They're still up 8.5 percent overall above last year so far, but sales were so robust in the first half of 2007 they may continue at sub-'07 levels for the next few months.  At least until gas starts climbing to the $4/gallon mark.

Total Sales

GM's turnaround must have turned around. After blowing their horn over a black January, GM turned in a Valentine-red February. They were down 12.9 percent from February of last year. So far this year, the General's down six percent from last year. Ford didn't do quite as badly, turning in a 6.7 percent drop for the month and a 5.5 percent decrease for the year .  Chrysler performed about as expected sliding 14 percent in February and 13.1 percent year to date. Even normally bullet-proof Toyota suffered in February, down 2.8 percent for the month, trailing last year by 2.4 percent. Thanks to CR-V and Civic sales, Honda managed to show growth in February, up 4.9 percent in 2008. HoMoCo finished 1.5 percent ahead year to date.

The Future

Even as new versions of the F-Series and Ram warm up in the bullpen, it doesn't look like anything will pull the truck market out of its tailspin. The CUV market will continue to grow, as Honda brings on its new Pilot and Chevy steals market share from the other Lambdas with the Traverse. In the passenger car market, attention's shifting to small cars– where Ford and Chrysler are woefully lacking and GM offers the the Korean Aveo. Add in GM's and Chrysler's supplier problems and Ford's financial difficulties and the future looks pretty bleak they're pulling the shades. Can any of them tame the shrew haunting the U.S. new car market? Watch this space.

In his seminal work "The Origin of Competitive Strength," former Toyota chief of Product Planning Akira Kawahara claimed that platform-sharing was a main source of early strength for Toyota. As proof that Kawahara-san's strategy of multiple brands on similar platforms still holds favor at ToMoCo, According to Automotive News [sub], the Japanese automaker is considering launching a new Prius brand. Executive VP for R&D Kazuo Okamoto confirms that Toyota is developing plans for an entire Prius range, as "Prius recognition levels [are] rising." Calling the development "a reasonable direction," Okamoto admitted that Toyota may use the Prius platform for coupes, wagons and sedans. Having already invested in a Scion dealership network which is seeing sagging sales, Toyota could leverage some considerable synergy (pun intended) with the introduction of a Prius brand alongside its ostensibly "youth-market" brand. Then again, if Toyota marketers are to be believed, criminals with hearts of gold just want a Prius with a bigger trunk.

Motherhood, apple pie and baseball, right? I suppose it depends on your point of view. If you live on the Left Coast, it might be strippers, tacos and gangland slayings. Elsewhere, it could be moose, mooseburgers and moose-tipping. Anyway, today's question comes to us from TTAC's own Samir Syed, and I really like it. Then again, I like all queries without correct answers. Let's call 'em philosophical questions. To a certain mindset, nothing will ever be redder, whiter and bluer than a '57 Chevy Bel Air Coupe. But I seriously doubt that's what de Tocqueville would say. Perhaps a Ford F-series? At the risk of igniting the usual firestorm, what about America's favorite car, the best-selling Toyota Camry? When I look out my window and contemplate the full majesty of the American Dream, the only honest answer is… the BMW 3-series. Every wannabe in Los Angeles has one. You?

CNN Money [via Yahoo! Finance] lists Consumer Reports' (CR) 11 worst vehicles. Not surprisingly, the list is SUV-intensive. In a move bound to anger snow belters, mud pluggers and boat luggers, CR rated all SUVs "as most people would drive them in the SUV category." In other words, without taking their off-road abilities into consideration. Chrysler can't be too happy; they manufacture four of the 11 losers (one Dodge and three Jeeps but no Sebring). GM has three cars on the list, Toyota has two, and Suzuki and Ford each have one. Four of TTAC's Ten Worst Automobiles appear on CR's list. Here are their 11 worst, with scores out of a possible 100. Those with the double ignominy of being on both Consumer Reports' and TTAC's lists are marked with an asterisk (*).

Jeep Wrangler – 17
Hummer H3 (5 cyl) – 27*
Jeep Liberty Sport – 27
Chevy Aveo5 – 32*
Dodge Nitro SLT – 33*
Toyota FJ Cruiser – 36
Toyota Yaris – 36
Suzuki Forenza – 36
Jeep Patriot Limited – 42
Chevy Trailblazer – 43*
Mercury Grand Marquis – 43

Professor W. Edwards Deming taught post-War Japan statistical process control. Toyota management applied Deming's lessons with characteristic discipline, refining the Yale grad's famous "14 points" to create their lean manufacturing system. Through it all, ToMoCo had one over-riding goal: to mimic and surpass the world's greatest automakers. Driving the new Toyota Sequoia back-to-back against its archetypal competition– the Chevy Tahoe and Ford Expedition– proves the old adage: be careful what you wish for.

For me, driving bliss is all about the setting. Give me an empty road, spectacular scenery, good company and the freedom to explore without an itinerary or time constraints, and I’m in Heaven. Sure, a nice set of wheels enhances the pleasure. But if it came down to it, I’d take an inexpensive reliable car and an endless open road over a garage full of under-used toys that never really get off their leash. I knew the basic formula intuitively in my youth. Read More >

Chinese firm BYD (better known as an industry leader in NiCad and Lithium Ion batteries) unveiled its second plug-in hybrid at the Geneva Auto Show. Green Car Congress says its unique three-mode hybrid drivetrain starts in full-electric mode, switches to range-extending serial hybrid mode, and finally to Prius-style parallel hybrid setting (with gas and electric motor operating together). Scheduled for 2010 (isn't everything?), the new F3DM is aimed at the European market. BYD is not shy about its chances for success in the hybrid and electric car markets. "Battery technology is our core competency," Chairman Wang Chaunfu boasts. "And we think we are well-placed against GM and Toyota." No surprise then, that the company's 20kWh lithium-iron phosphate battery pack can go 70 miles on a single (long-ish) nine-hour 220 VAC charge… with a gas engine ready to kick in to extend range or increase power at any time. With a BYD test-fleet of taxis preparing to take to the streets of Shenzhen, the first automaker to sell an out-of-the-box, plug-in hybrid could well be Chinese.