<![CDATA[Jalopnik: top]]> http://tags.jalopnik.com/assets/base/img/thumbs140x140/jalopnik.com.png <![CDATA[Jalopnik: top]]> http://jalopnik.com/tag/top http://jalopnik.com/tag/top <![CDATA[Nick Hogan Crashes Again, Causes Brain Injury Of Another Kind]]> Hulk Hogan's professional car crashing racing son, Nick Bollea, was involved in yet another accident Saturday after attending an event for a safe driving charity.

While Nick didn't manage to put his best friend into hospital for two years with severe brain damage this time, like he did back in 2007 when he crashed his Pussy Magnet Yellow Supra during a street race, he did make our heads hurt with unintentional irony. The name of the charity Nick was visiting prior to the fender bender? Keep It On The Track, a name we wish Hogan's son would take literally. [PerezHilton]

]]> http://jalopnik.com/index.php?op=postcommentfeed&postId=5415264&view=rss&microfeed=true <![CDATA[Italian Police Total Lamborghini Cop Car]]> Remember the gadget-laden Lamborghini Gallardo Italian police car gifted to the boys in blue by the boys in Sant'Agata? They've managed to plow one into a row of parked cars. Full gallery below.

According to The Guardian:

The Lamborghini Gallardo that crashed into parked cars on its way from an exhibition in Cremona. The crash occurred after the car, which belonged to the Bologna police was cut up (Ed. - We're assuming that's the Euro version of "cut off") by another motorist leaving a service station.

Yes, the selfless officers of the Italian police force just happened to be cut off by a motorist after they were returning from sort of swank exhibition and they crashed it into a line of parked cars. We're smelling some tomfoolery here. In case you don't remember, here's what the car used to look like.

(Hat tip to rognbrow!)
[The Guardian]

]]> http://jalopnik.com/index.php?op=postcommentfeed&postId=5415145&view=rss&microfeed=true <![CDATA[Fifth Gear Brings Hot Wheels To Life, Sets Real-Life Loop-The-Loop Record]]> Fifth Gear replicates the classic Hot Wheels loop-the-loop, performing the world record for the largest 360 degree loop in a real car, a Toyota Aygo. Here's how they did it.

First, Fifth Gear needed to find out how fast he needed to go to hit the 40-foot-tall full-size Hot Wheels loop. The physics equations are pretty simple for finding what the minimum speed the car can have at the top of the loop to perform a successful loop. The answer, in this case, given the car's weight and the size of the loop, was 36 MPH.

A bigger issue, however, was the question of what that gravitational forces would exert on the car given that forward momentum. Given speed and weight, we can expect to see a sizable gravitational force — say, six G's — upon the occupant. So, will Fifth Gear's stunt driver be able to overcome that gravitational force? Well, yeah, duh. But let's watch it anyway.

]]> http://jalopnik.com/index.php?op=postcommentfeed&postId=5415082&view=rss&microfeed=true <![CDATA[Top Gear Season 14, Episode 3: YouTube Open Thread]]> In this week's episode of Top Gear, James explores a new way to get a caravan to its destination and Richard drives the new Lamborghini Gallardo LP550-2 Valentino Balboni. Bitorrent not done yet? Hit the jump below.

For the moment we've got these four videos — about 32 minutes or so. If they go down, or if you want to watch the rest — feel free to hit the YouTubes and pop a new video in the comments below. Thus, where we get the "Open YouTube Thread" we speak of in the headline above. Enjoy.

]]> http://jalopnik.com/index.php?op=postcommentfeed&postId=5415094&view=rss&microfeed=true <![CDATA[2011 Ford Mustang Gets New 305 HP V6, 30 MPG]]> The new 2011 Ford Mustang is putting the Camaro on notice with two new transmissions and a new all-aluminum 3.7-liter Duratec V6 making 305 HP and returning 30 MPG. Are you ready for the Pony Car Wars?

Here's the thing about V6 pony car variants, until very recently they were the "other" car to the V8 model. V6 Mustangs have long been reserved for high school cheerleaders and overweight middle managers. They were bark with no bite, style with no substance. The Camaro was the first car to buck that trend, offering a very well received 300 HP V6 returning 29 MPG. Of course, at Ford, this kind of challenge was not taken sitting down.

Meet the 3.7 liter Duratec V6, it makes 305 HP and 30 MPG. See, even in the V6 segment the pony car wars are still going. The 3.7 is the first rear-wheel-drive application for this engine family, in simple terms it's a punched-out 3.5 liter, except this one's got some considerable upgrades. While it's still a port injected engine, it's a cast aluminum 60 degree V-engine (replacing the 90 degree outgoing engine) with four-valves-per-cylinder, variable valve timing on both the intake and exhaust with cam's capable of up to 60 degrees of phasing on the intake and 50% on the exhaust. The system operates on oil pressure and the actuators and pressure cavities are integrated with the camshaft bearing endcaps. Keeping parts integrated keeps the engine compact, it's actually smaller and lighter than the outgoing engine while making more power. If you don't care for changing the oil, the new V6 goes 10,000 miles between changes, so that's pretty interesting.

In addition to the new V6, there's a pair of new transmissions. Ford's ditching the iffy Tremec in favor of a manual 6-speed Getrag co-developed with Ford called the MT82. Its claim to durability and smoothness fame is that all gears on all shafts ride on needle bearings. There's also a new auto, an all-Ford 6-speed automatic transmission called the 6R80. It's the same box that goes into the 6.2-liter equipped Ford SVT Raptor with different guts. It's capable of paddle shifters but not so equipped in this application. It also jives with engine controls to do what Ford calls "tip in control" which eliminates gear shift "thunk" by adjusting torque output as the trans shifts.

Finally, just because the powertrain is the big story with the 2011 Mustang V6 doesn't mean there's aren't significant upgrades elsewhere in the car. Standard now are GT disc brakes all around, optional 19 inch wheels, stiffer bushings, bigger stabilizer bar, dual exhaust standard, low rolling resistance tires, and 7% better aerodynamics because fascia tuning, an underbody tray and wheel spats. Anyone who's been in the convertible knew cowl shake was a problem, and as such Ford's stiffened things quite a bit, the 2011 is over 1000% stiffer than the 2010. That's not a typo. The improvements come in underbody and cowl cross-bracing and structural foam injected into the door pillars. 1000%, pretty impressive.

The inside also gets some tweaks, but nothing big, fold down rear headrests to comply with new head restraint requirements while allowing for the option of unsucky rear visibility. The gauge cluster graphics also get revised and there's also a trinkety accessory clip for the passenger sunvisor which allows you to clip in stuff like sunglasses holders or tissue holders or what-have-you. Things we're not interested in.

What we are interested in is the rather off-hand comment from one of the engineers regarding the track pack. Optional on the V6, the track pack turns things up a notch and makes it a track-day special. Said unnamed engineer mentioned there's a distinct possibility the track-pack equipped V6 will not only stick with the V8 track-pack 'Stang, it might even outrun it. Well, we would certainly be happy to test that theory out.

2011 Ford Mustang V-6 Goes High-Tech: New 305-HP Engine, Six-Speed Transmission, Expected to Deliver 30 MPG Highway

Dearborn, Mich., Nov. 30, 2009 – The 2011 Ford Mustang puts 305 high-performance horses in the hands of V-6 coupe buyers with a new all-aluminum dual-overhead cam (DOHC) engine that delivers a projected 30 mpg on the highway with a six-speed automatic transmission and fun for drivers on nearly every road.

For 2011, Mustang's new 3.7-liter Duratec 24-valve V-6 uses advanced engineering to deliver its power and economy: Twin Independent Variable Camshaft Timing (Ti-VCT) adjusts the valvetrain in microseconds. Aluminum construction means light weight. It's an engine designed to crank out torque down low, rev to 7,000 rpm and deliver the mechanical music sports coupe lovers crave everywhere in between.

"Mustang is completely transformed with this new engine," said Derrick Kuzak, group vice president, Global Product Development. "Everything people love about the car is still there and now under the hood is a V-6 engine that uses premium technology to deliver the power, the feel, the fuel efficiency, even the sound of the best sports coupes in the world."

New 3.7-liter V-6 engine
With Ti-VCT operating its four valves per cylinder, the new Mustang V-6 powerplant sends significantly more horsepower and torque (305 hp and 280 ft.-lb.) to the rear wheels than its predecessor – despite its smaller displacement. The behind-the-wheel feel is unlike any Mustang ever produced.

"This new V-6 engine really speaks to what Mustang is all about," said Barb Samardzich, Ford vice president of global powertrain engineering. "It produces power everywhere in the rev range and loves to be pushed hard. The Duratec 3.7-liter builds on our promise to use advanced technology to deliver both power and fuel economy."

The high output is due largely to Ti-VCT which allows variable control of valve operation across the rev range. The variable cams operate on a Direct Acting Mechanical Bucket (DAMB) valvetrain using polished buckets and roller finger followers to reduce friction. The end result is as much as a 3 percent improvement in fuel economy and a 10 percent improvement in power output versus traditional engines without these advanced features.

Ti-VCT is complemented by special-tuned composite upper and lower intake manifolds for efficient air delivery and lighter weight. Ignition power is delivered by a high-energy coil-on-plug design, while piston-cooling jets and a lightweight die-cast aluminum cylinder block improve the durability and efficiency of the 3.7-liter V-6 design.

Performance was the mantra for every aspect of engine design. A cold air induction system and dual exhaust give the 3.7 its free-breathing style with a 7,000 rpm redline and near-instantaneous response to throttle inputs.

A die-cast aluminum deep-sump oil pan provides 10,000-mile oil change intervals, saving drivers money on maintenance and resulting in less waste in oil disposal.

Engineers also worked to ensure aggressive, high-performance sounds come from the new engine, from intake to exhaust. Not only does the retuned air intake system minimize losses, it also provides the driver with a satisfying intake rush on hard acceleration. The all-new dual exhaust system is mellow at idle but opens up with a howl at full-tilt, letting Mustang drivers know they're behind the wheel of a world-class sports coupe.

"This car marks a new type of Mustang," said David Pericak, Mustang chief nameplate engineer. "We're using a high-performance quad-cam V-6 with all the bells and whistles in a car that's become legendary for its handling and roadholding; it's really going to get a lot of new sports coupe fans excited about Mustang, some for the first time ever."

Powertrain improvements
Drivers can get the most out of the new V-6 engine's output using either an all-new six-speed manual gearbox or a six-speed automatic transmission. Both come with the flexibility and fuel economy benefits of six forward ratios regardless of whether buyers want to shift for themselves or not.

Drivers who prefer a manual gearbox will enjoy the short throws and direct feel of the shifter along with the relaxed cruising permitted by the extra top gear ratio. Customers choosing the automatic will be pleasantly surprised to find the advanced six-speed 6R60 transmission does not sacrifice fuel economy – or performance – for convenience, delivering an expected 30 mpg highway with crisp, quick shifts that maximize torque and horsepower.

The automatic transmission also features a grade-assist or "hill mode" to improve drivability on hilly terrain. This technical innovation uses vehicle input – acceleration, pedal position, vehicle speed and brake status – to automatically determine the correct gear ratio while on an incline or decline. Hill mode eliminates sixth gear, extends lower gear operation on uphill climbs, and provides additional grade or engine braking for coast downs.

The standard 2.73 rear axle provides an ideal blend of cruising fuel economy and acceleration, aided by the wide ratio spread permitted through the use of six forward speeds in the gearboxes. Performance enthusiasts can select an available 3.31 rear axle ratio for better off-the-line launch characteristics.

Fuel economy improvements
Extra horsepower and refined engine operation will be the most noticeable features to new 2011 Mustang 3.7-liter V-6 buyers while projected class-leading fuel economy, also a standard feature, offers an additional bonus. The numbers speak for themselves:
19 mpg city/30 highway with six-speed automatic transmission, up from 16 mpg city/
24 highway on the 2010 model with automatic – a 25 percent improvement over 2010
18 mpg city/29 highway with six-speed manual transmission, up from 18 mpg city/26 highway on the 2010 model with manual

Refinements throughout Mustang's body, powertrain and chassis design contribute to the improved fuel economy numbers. Examples include:
The new Electric Power Assist Steering (EPAS) system which eliminates the drag of an engine-operated hydraulic power steering pump
Six-speed transmissions that allow lower cruising revs without sacrificing off-the-line performance
Aerodynamic improvements such as a new front fascia, tire spats on the rear wheels, modified underbody shields, a taller air dam and an added rear decklid seal
Handling and driving dynamics
With so much additional horsepower standard, the 2011 Mustang received enhancements to its chassis to maintain the outstanding balance and driving behavior Mustang owners expect. Damper tuning and spring rates were revised to provide a smooth highway ride while a new rear lower control arm and stiffened stabilizer bar bushings improve stiffness and handling for better cornering response.

While Mustang's aerodynamic improvements were designed mainly to improve fuel economy, engineers also adjusted the vehicle's front/rear lift balance. The result is a car that tracks more securely and feels more "planted" to the road surface at higher speeds, helping to keep the tires in better contact with the pavement.

The addition of EPAS marks a new era in driving dynamics for Mustang owners. Steering effort at parking lot speeds is reduced, while high-speed and highway feel is improved for more precise steering and handling. Because the belt-driven power steering pump is eliminated, EPAS provides a quieter vehicle with fewer components drawing engine power.

EPAS also enables new technologies that adjust for minor driving annoyances. Pull-Drift Compensation adjusts the steering to correct for crosswinds and minor road crowning, while Active Nibble Control helps eliminate the "shimmy" felt at high speeds when a wheel is out of balance or a brake rotor is warped. Both conditions are alleviated by EPAS independent of driver input, helping ensure Mustang delivers a smooth, comfortable driving experience in all conditions.

Mustang buyers choosing the new V-6 will also get a standard limited-slip differential that provides better handling and more sure-footed grip in poor weather conditions by directing engine torque to the rear wheel with the most traction. When the time comes to slow things down, the 2011 Mustang is also equipped with larger four-wheel ABS disc brakes, with 11.5 inch front and 11.8 inch rear rotors.

Refinements complement advanced features
To reinforce the sporty nature of the 2011 Mustang, all V-6 models will come standard with new instrument cluster graphics, including a speedometer that reads up to 160 mph and a tachometer that reads to 8,000 rpm, reflecting the free-revving style of the new engine.

Additional lightweight soundproofing measures help filter unpleasant, high-frequency noises while tuned intake and dual exhaust add the sounds Mustang buyers relish.

Occupants also benefit from new door seals and a rear wheel arch liner that reduce road noise for a quieter, more enjoyable drive, all with minimal weight gain compared to the 2010 model.

Enthusiasts who want a premium performance-oriented Mustang V-6 can opt for the new Performance Package, which will be available August 2010. Designed for driving enthusiasts, the Mustang V-6 Performance Package comprises:
A 3.31 rear axle ratio for quicker off-the-line acceleration
Firmer Mustang GT suspension
19-inch wheels
Summer performance tires for improved grip
A strut tower brace for increased chassis rigidity
Unique electronic stability control calibration with sport mode for performance driving

For 2011, Mustang also ups the ante on technology and convenience features, including a standard driver's message center in the instrument cluster and integrated blind-spot mirrors in the side-view mirror housings.

Ford's MyKey™ system, designed to encourage safer teen driving and safety belt use, also is newly available on Mustang. MyKey allows owners to program the vehicle key using the driver's message center to incorporate features such as limited top vehicle speed and audio volume, a traction control system that cannot be deactivated, a persistent Belt-Minder® safety belt reminder and various speed alert chimes.

Top safety marks expected
Mustang's technological advances are also incorporated in the structure of the vehicle to improve safety. The 2010 Mustang coupe earned the U.S. government's top five-star crash-test rating, a designation the 2011 model is expected to achieve.

The Mustang's considerable body stiffness contributes to the coupe and convertible's driving performance and has a parallel benefit in accident protection. While the coupe's body structure is approximately 31 percent stiffer than the previous Mustang platform, the convertible's is more than twice as stiff – creating a structure that helps protect the cabin from deformation and intrusion in an impact.

Mustang also uses high-strength steel in its body structure and ultra-high-strength steel in the door intrusion beams for additional side-impact protection.

The front structure's crush zones are computer-designed to absorb energy in a controlled manner and help dissipate it before it can reach the passenger compartment. Ford engineers have run thousands of design iterations of the Mustang's front rails to arrive at an octagonal shape that helps spread crash forces evenly to aid in protecting occupants.

State-of-the-art technology adds to the convenience and safety of the 2011 Mustang, from the availability of the latest version of Ford SYNC®, with applications such as Traffic, Directions and Information, 911 Assist™ and Vehicle Health Report, to standard AdvanceTrac® Electronic Stability Control, which complements the all-speed traction control and standard Anti-lock Braking System (ABS).

Additional standard safety equipment includes the Personal Safety System™ which features dual-stage driver and front passenger air bags, safety belt pretensioners and Belt-Minder.

The 2011 Mustang will be built at the Auto Alliance International Plant in Flat Rock, Mich. The new 3.7-liter V-6 will be built at Ford's recently retooled Cleveland Engine Plant No. 1.

Twin Independent Variable Camshaft Timing (Ti-VCT) Helps Make 2011 Ford Mustang V6 a True Thoroughbred

-Ti-VCT technology key to Mustang's new 3.7-liter V-6 engine's flexibility, delivering
305 horsepower and a projected 30 mpg highway with six-speed automatic transmission –
no other vehicle in the industry can beat that combination

-Variable camshaft timing uses oil pressure to adjust valve opening and closing events, providing improved off-the-line acceleration over non-VCT equipped engines

-Variable valve overlap from Ti-VCT provides better fuel economy and emissions, along with optimized cold-start operation vs. conventional engines

Dearborn, Mich., Nov. 30, 2009 – The heart of every Mustang is its engine, and beneath the hood of the new 2011 Ford Mustang V-6 beats a technological tour de force. Displacing 3.7 liters, the dual-overhead-camshaft (DOHC) 24-valve V-6 uses Ford's Twin Independent Variable Camshaft Timing (Ti-VCT) to produce 305 horsepower and 280 ft.-lb. of torque and is projected to deliver up to 30 mpg highway – a combination unbeaten by any other vehicle in the industry.

Customer benefits of Ti-VCT include extremely precise variable control of "valve overlap," or the window of time in which both the intake and exhaust valves in the engine are open simultaneously.

"This overlap control via Ti-VCT helps us eliminate compromises in the induction and exhaust systems," said Jim Mazuchowski, Ford manager of V-6 powertrain operations. "Drivers are going to notice improved low-speed torque and increased fuel economy and peak horsepower. Plus, there are benefits they won't notice, too, such as reduced emissions overall, especially at part-throttle."

The flexibility allowed by Ti-VCT means Mustang V-6 customers will experience:
Better off-the-line launch feel, with plenty of the low-end "grunt" for which Mustang is famous. Ti-VCT can deliver up to a 5 percent improvement in low-end torque and a 7 percent improvement in peak power versus non-Ti-VCT-equipped engines.
Improved fuel economy at all engine speeds resulting in projected 19 mpg city/30 highway with six-speed automatic transmission; 18 mpg city/29 highway with six-speed manual transmission. Ti-VCT alone can account for up to a 4.5 percent fuel economy improvement over non-VCT-equipped engines.
Lower emissions, with better control of NOx and HC throughout the range of engine
operating speeds, reducing atmospheric pollution.

How the technology works
As a DOHC design, the 3.7-liter V-6 uses two camshafts per cylinder bank – one to open the intake valves and one to open the exhaust valves. Traditionally, camshafts only have been able to open the valves at a fixed point defined during engine design and manufacturing. But with modern variable cam timing systems, the camshafts can be rotated slightly relative to their initial position, allowing the cam timing to be "advanced" or "retarded."

Ti-VCT takes this technology and applies it to both the intake and exhaust camshafts of its DOHC design, using electronic solenoid valves to direct high-pressure oil to control vanes in each of the camshaft sprocket housings. By using one valve per camshaft, controlled by the Electronic Control Module (ECM), each intake and exhaust cam can be advanced or retarded independently of the other as engine operating conditions change, providing an exceptional degree of valve timing control.

The new 3.7-liter engine for the 2011 Mustang V-6 will be built at Ford's recently retooled Cleveland Engine Plant No. 1.

2011 Ford Mustang V6 Performance Package Boosts Handling, Braking; Car Now Road-Course Ready

- All-new 2011 Mustang V-6 joins the ranks of performance-tuned Mustang offerings worldwide; available Performance Package combines lightweight 305-horsepower all-aluminum V-6, a 3:31 performance rear axle and Mustang GT-based suspension and braking components
- Unique 19-inch wheels and Pirelli performance tires provide superb grip and aggressive appearance
- Electronic stability control calibration features Sport mode for high-performance driving and track-oriented events

Dearborn, Mich., Nov. 30, 2009 – Around the globe, Ford's performance-tuned cars are known to provide an uncompromised driving experience in a remarkably civilized package. Growing from that tradition, the new 2011 Ford Mustang V-6 will offer an optional factory-installed Performance Package that combines high-tech horsepower and a taut suspension in a package that will appeal to track-day fans and sports car aficionados alike.

Powered by the same 305-horsepower all-aluminum Ti-VCT V-6 as the new 2011 Mustang, the Performance Package takes advantage of the new engine's lightweight and high-revving nature to deliver a nimble performance car equally at home on a road course or a road trip.

"The new Performance Package delivers on fast, fun and affordable, combining the all-new 2011
V-6 with Mustang GT prowess," said Dave Pericak, Mustang chief nameplate engineer. "It's a true sports car for the new generation and a smart choice for the environmentally-conscious enthusiast. It is a perfect marriage of power, performance and value."

Borrowing from the Mustang GT, the Performance Package includes numerous suspension, braking and body stiffening upgrades to deliver unparalleled handling performance. That road-holding is helped by a near-equal front/rear weight distribution, providing exceptional transient response along with the car's slimmed-down curb weight of less than 3,500 pounds.

2011 Mustang Performance Package upgrades include:
A 3.31 rear axle ratio for quicker off-the-line acceleration
Mustang GT coupe front and rear stabilizer bars
Mustang GT front struts and rear shocks/springs
Shelby GT500 rear lower control arm
Unique 19-inch wheels
Pirelli performance tires for improved grip
Mustang GT front and rear brake calipers with Performance Friction pads
A strut tower brace for increased body rigidity
Unique electronic stability control calibration with Sport mode for performance driving
Unique badging

The 2011 Mustang V-6 Performance Package will be available beginning late next summer, built at the Auto Alliance International Plant in Flat Rock, Mich. The new 3.7-liter V-6 will be built at Ford's retooled Cleveland Engine Plant No. 1.

]]> http://jalopnik.com/index.php?op=postcommentfeed&postId=5408309&view=rss&microfeed=true <![CDATA[A Treasury Of 24 Hours Of LeMons Team Costumes, Part II]]> How can you tell the "serious" racers from the ones who really get the 24 Hours Of LeMons? Team costumes! Following up our first Team Costume Treasury, here's Part II!


We've got to hand it to the California teams- for every team full of whiners who don't grasp that we don't give a rat's ass how the SCCA does things (California being the epicenter for this malady), we'll have another team that spent just as much time assembling their outfits as they did installing cheaty components on their cars. Let's take a look at some of the better team costumes since the last Costume Treasury:

]]> http://jalopnik.com/index.php?op=postcommentfeed&postId=5413243&view=rss&microfeed=true <![CDATA[2011 Chevy Cruze: Don't Call It A Cobalt]]> The 2011 Chevy Cruze is GM's answer to its own small car problem. It looks good in U.S. trim, but will it be competitive? Full details on the company's LA Auto Show-bound, would-be world beating compact below.


The 2011 Cruze already looks the part, with a more thoughtfully designed exterior and attractive, forward-looking cabin. Power comes from either a 1.8-liter DOHC inline-four producing 136 HP and 123 lb-ft of torque or a more potent 1.4-liter turbocharged four good for 138 HP and 148 lb-ft of twist. Mileage numbers haven't been announced, but GM says the latter engine will achieve somewhere in the range of 40 MPG highway in an efficiency model. Both engines come equipped with a six-speed tranny in either manual or automatic flavor.

Starting trims include the LS, LT, and top-of-the-line LTZ, but we expect a high-effieciency trim and possibly a sportier one in the future. We'll have to drive one to know for sure, but on paper its a step in the right direction. Of course, wouldn't any thing be?

2011 Chevy Cruze Press Release
LOS ANGELES – Chevrolet unveils the U.S. production version of the 2011 Cruze compact sedan at the L.A. Auto Show on Dec. 2. It is a global car refined for America, delivering many segment-leading features and details that challenge preconceived notions about what a compact car can be in North America.
The Cruze also affirms Chevrolet's commitment to building refined, fuel-efficient vehicles, with new, small-displacement four-cylinder engines. It is expected to deliver segment-leading fuel economy with a new Ecotec 1.4L I-4 turbo with variable valve timing – including up to 40 mpg on the highway with a high-efficiency model.
"Cruze is already a hit across Europe and Asia; and now, it's coming to America to challenge the status quo," said Brent Dewar, GM Vice President, Chevrolet Global brand. "Along with the Volt electric vehicle, Cruze is the latest tangible example of how Chevrolet is working on exciting products that range from gas-friendly to gas-free."
Leveraging Chevrolet's design and engineering talent in Asia, Europe and North America, the Cruze brings to market a progressive, globally influenced design complemented by exceptional levels of quietness, quality and attention to detail – from precise tolerances between body panels to the use of premium materials throughout the interior.
"The amenities, quietness and roominess you expect in larger cars are what the Cruze delivers," said Margaret Brooks, Chevrolet product marketing manager. "This is a car that will shake up the compact segment, with a more spacious interior and more cargo room than the Honda Civic and Toyota Corolla."
Cruze goes on sale in the U.S. in the third quarter of 2010 but has already logged more than 4 million miles in quality and durability testing worldwide, making it one of the most real world-tested GM products prior to a U.S. launch. The U.S. and Canadian versions of the Cruze will be built in Lordstown, Ohio, where $350 million was invested for their production.
More than expected
The 2011 Chevrolet Cruze will be offered in LS, LT and LTZ trims. Standard and available equipment includes:
• New family of efficient four-cylinder engines, including a 1.4L turbo and 1.8L
• Six-speed automatic and manual transmissions
• Ten standard air bags, including frontal, side-impact, roof rail head curtain, rear seat side air bags and new knee air bags
• Electronic stability control with rollover sensing
• Bluetooth, USB connectivity and navigation system
• XM Satellite Radio and OnStar
• MacPherson strut front suspension and Watts Z-link rear suspension, with a family of 16-, 17- and 18-inch wheels
• Standard StabiliTrak electronic stability control, traction control and anti-lock brakes
• Fuel-saving, rack-mounted electric power steering
• Unexpected levels of quietness, smoothness and refinement for the segment
All models share an interior characterized by premium materials and a lengthy roster of unexpected equipment, including leading infotainment. A stereo system that includes MP3 playback capability, six speakers and an auxiliary jack for personal playback devices is standard. A premium Pioneer sound system is available, as is a USB port for iPod operation. Other available technologies include Bluetooth and a navigation system.
"There's a lot of content in all Cruze models; it was designed to give customers the features they want regardless of the car's size or segment," said Brooks. "At a very competitive price, you'll be able to get a Cruze with leather and heated front seats, 16-inch aluminum wheels, XM Satellite Radio, OnStar, Bluetooth, a USB port for your iPod, cruise control, power locks and power outside mirrors."
Arching roofline
Chevy Cruze's design is distinguished with a bold face – including a two-tier grille with the iconic Bowtie logo – that is Chevrolet's signature look around the globe. An arching roofline connects a steeply raked windshield and fast-sloping rear pillars to give the car a sporty, coupe-like proportion.
The sporty aesthetic is also seen in prominent headlamp housings that wrap around the corners and sweep upward in the fenders and sculpted hood, as well as a short rear deck typically found on sports coupes. The wheels are at the corners, too, with minimal front and rear overhangs. All the elements work cohesively to give Cruze an aggressive look that is complemented by a wide, confident stance.
Indeed, the Cruze is wider and longer than most of its competitors. Taut, tightly drawn bodywork conveys solidity, while restrained use of exterior trim enhances the car's high-quality feel. The overall appearance is one of purposeful precision.
Precision is also seen in the Cruze's build quality. The Lordstown assembly plant's body shop was retooled with the latest in body-framing and welding equipment to optimize the manufacture of a very solid body structure. That strong structure fosters minimal production variance and repeatable gap tolerances of 3 mm or less between most exterior panels. To the customer, this means a better looking car when new and one that feels solid for years to come.
Interior refinement
Cruze's bold design cues and attention to detail carry over to the interior, where a Corvette-inspired twin-cockpit motif is matched with high-quality materials and exceptional assembly tolerances. Grained, soft-touch components and low-gloss trim panels exude a quality that is uncommon in the segment.
The instrument panel is an excellent example of how Cruze eschews expectations of compact cars. It features richly detailed instruments that are backlit with light-emitting diode (LED) technology. The LED lights provide a crisp, ice-blue illumination of the analog instruments, as well as lighting for other interior controls. A segment-rare standard driver information center offers a wealth of data for the vehicle owner.
Blending harmoniously with the instrument panels is an integrated center stack that houses the infotainment display, climate controls and radio controls. Flush-mounted components within the center stack have a gap tolerance of less than 1 mm, while the instrument panel-to-door panel gaps are less than 5 mm. Those tolerances are among the best in the class and contribute significantly to the Cruze's aura of refinement and precision.
Cruze's headliner and pillar trim exude craftsmanship, too. The headliner cover is made of a knit material that also serves as one of five layers of an acoustically designed headliner to help make the passenger compartment quieter. The interior pillar and other moldings are color- and grain-matched to the headliner, while seat inserts are color-matched to the color of the instrument panel accent trim, giving the cabin the detailed appearance of larger, upscale sedans.
New, efficient powertrains
Enhanced with its exhaust-driven turbocharger, the Cruze's Ecotec 1.4L turbo performs like a larger engine when needed, but retains the efficiency of a small-displacement four-cylinder in most driving conditions. It is standard on LT and LTZ models, with power ratings estimated at 138 horsepower (103 kW) and 148 lb.-ft. of torque (200 Nm).
Standard on LS models is an Ecotec 1.8L four-cylinder that has the same basic architecture as the 1.4L turbo. Both engines are part of GM's family of global small-displacement engines designed with fuel efficiency in mind, including technology such as full variable valve timing that optimizes performance and fuel economy across the rpm band.
Backing the Cruze's new four-cylinder engines are six-speed manual and automatic transmissions. Each contributes to Cruze's excellent fuel economy and, with their carefully matched gears, enhances its fun-to-drive quotient.
With the Ecotec 1.4L turbo, Cruze's fuel efficiency enables a cruising range of more than 500 miles (800 km), meaning it can go longer between fill-ups.
Cruze is backed by GM's five-year/100,000-mile powertrain warranty – the best coverage in America.
Responsive, quiet driving experience
Complementing Cruze's new powertrains is a strong body structure and chassis system designed to deliver a responsive and fun driving experience. The body structure is tight and stiff; and its solidity enabled engineers to more precisely tune the chassis for comfort and driving control.
A MacPherson strut suspension is used up front, while a technically advanced Watts Z-link design is used with the rear suspension. It helps center the rear axle during cornering, helping to keep the Cruze's handling responses symmetrical on both left-hand and right-hand turns. The linkage's capability to center the axle during cornering delivers a more balanced driving experience, as the rear suspension better follows the lead of the front suspension.
StabiliTrak electronic stability control with rollover mitigation, as well as traction control and anti-lock brakes are standard. Electric power steering is also standard on all models. It helps save fuel because it removes the conventional power steering pump from the engine's driven accessories. Sixteen-inch wheels are standard on LS and LT models, with 17-inch alloy wheels standard on LTZ. Eighteen-inch alloy wheels are available on 2LT and LTZ models.
Along with a responsive driving experience, the Cruze delivers quietness and refinement on the road. Hydraulic ride bushings and an isolated engine cradle reduce or eliminate vibration pathways that could be transmitted to the passenger compartment. Similarly, a number of noise-reducing and noise-cancelling technologies are employed throughout the body structure, including 18 distinctive acoustical treatments. Examples include:
• The steel front-of-dash panel is sandwiched between two damping mats
• Nylon baffles are used in various hollow portions of the body structure and filled with sound-absorbing foam that expands when the body enters the paint oven
• The headliner comprises five layers of thermal fiber acoustic material, including a premium woven fabric on the visible outer layer
• Patches of sound-damping material are applied strategically throughout the body structure and melt into place when the body passes through the paint oven, allowing the patches to follow the contours of the sheet metal below
• Sound insulation material between rear-body structural components that is made from recycled blue jean material
• The doors have triple seals and feature fiberglass "blankets" that serve as water, airflow and noise barriers. The doors are also beta-braced, meaning they close with a solid, precise sound and no resonance.
About Chevrolet
Chevrolet is one of America's best-known and best-selling automotive brands, and one of the fastest growing brands in the world. With fuel solutions that range from "gas-friendly to gas-free," Chevrolet has nine models that offer an EPA-estimated 30 miles per gallon or more on the highway, and offers three hybrid models. More than 2.5 million Chevrolets that run on E85 biofuel have been sold. Chevrolet delivers expressive design, spirited performance and strives to provide the best value in every segment in which it competes. More information can be found at www.chevrolet.com. For more information on the Volt, visit http://media.gm.com/volt/.

]]> http://jalopnik.com/index.php?op=postcommentfeed&postId=5414633&view=rss&microfeed=true <![CDATA[The Top 152 Lemons Of The 24 Hours Of LeMons Arse Freeze-A-Palooza 2009!]]> The 21st race in 24 Hours Of LeMons history took place in Northern California last weekend, and we saw a BMW E30 take the overall win for the second time in a row, bringing BMW's LeMons win total to four.

Amazingly, we saw European cars take seven of the first ten positions, with four BMWs, an Alfa Romeo, a Porsche, and a Volkswagen dominating the race. Mazda and Toyota have five LeMons wins apiece, so we have to think that they're sweating in the boardrooms of Tokyo and Hiroshima right about now. Look for factory-sponsored $500 cars in the near future!

The third annual Arse Freeze-A-Palooza was more like an Arse Cool-A-Palooza this time, due to the schedule putting the race in November instead of December. We had more cars on the track than we'd ever seen at any LeMons event, and the LeMons Supreme Court punished more miscreants than ever before (570 total black flags). We saw our first-ever Toyota Cressida, Renault Alliance, and Northstar-engined Cadillac. The LeMons tradition of Nissan Zs failing miserably continued, with seven 280ZXs and 300ZXs on the track and only one finishing in the top 100… at 99th place. The 2009 LeMons season is now officially over. See you in Phoenix next January!

Thanks to Daniel Zanelli, Kyle Ryan, and Larisa Wolf for photographic help; thanks also to the Faster Farms Non-Rotisserie Chickens for allowing me to bolt the PillarCam to their Belvedere.

Not enough LeMons action for you? Check out the top lemons of past races: Altamont '07 • Arse Freeze '07 • Altamont '08 • Ohio '08 • New England '08 • South '08 • Texas '08 • Arse Freeze '08 • Texas Spring '09 • South Spring '09 • Reno '09 • New Orleans '09 • New England '09 • Buttonwillow '09 • South Fall '09 • Ohio '09 • Texas Fall '09

1. Pandamonium Racing, BMW 325i
Overall Winner
Best Lap: 2:19;185

2. Eyesore Racing, Ghettocharged Mazda Miata
Winner, Organizer's Choice Award
Winner, Class Good
Best Lap: 2:16.282

3. Bavarian Beer Wagon, BMW 325e
Best Lap: 2:21.786

4. Team California Mille, Alfa Romeo Alfetta
Winner, Highest Placing 70s Contender Award
Best Lap: 2:26.955

5. Formula BMW, BMW 325e
Best Lap: 2:21.671

6. Cajun Coonasses dba Speed Racer, Honda Prelude
Best Lap: 2:29.481

7. Team Hurling Moss, BMW 2002
Winner, Class Bad
Best Lap: 2:27.843

8. Old Fast Auto Race Team, Porsche 924S
Best Lap: 2:21.181

9. Lil Smokey And The Bandit, Toyota MR2
Best Lap: 2:19.227

10. $14 The Hard Way, Volkswagen Golf
Best Lap: 2:23.799

11. Bunny With A Pancake On Its Head, Volkswagen Rabbit
Best Lap: 2:28.931

12. Geo Metro-Gnome 2.0, Geo Metro
Best Lap: 2:18.195

13. The Faustest Team, BMW 325
Best Lap: 2:23.160

14. Los Cerdos Voladores, Plymouth Neon
Winner, Least Horrible Yank Tank Award
Best Lap: 2:23.146

15. 1Up Mother Cluckers - Well-Connected Nissan Freaks
Winner, Judges' Choice Award
Best Lap: 2:22.986

16. Lipstick On A Pig, Nissan Sentra SE-R
Best Lap: 2:24.079

17. Italian Stallions aka "The Fiat," Fiat X1/9
Best Lap: 2:25.618

18. Autobahn Society Racing, BMW 2002
Best Lap: 2:30.655

19. Zoom-Zoom...BOOM, Mazda 323
Best Lap: 2:29.873

20. Ecurie Ecrappe Autodenta, 1971 Alfa Romeo Spider
Best Lap: 2:21.236

21. Heisenberg Racing, BMW 318
Best Lap: 2:21.422

22. Barbarian Motorworks, BMW 325eS
Best Lap: 2:21.164

23. Rockerz In Dockerz, Ford Mustang
Best Lap: 2:34.323

24. The Cheese Eating Surrender Monkeys, Peugeot 505 Turbo
Winner, Grassroots Motorsports Most From The Least Award
Best Lap: 2:27.088

25. Socialist Dogsledders, Honda Civic
Best Lap: 2:24.155

26. Bernal Dads Racing, Volvo 245
Best Lap: 2:31.161

27. Scuderia Flat Pack, Volvo DL
BS Penalty laps: 4
Best Lap: 2:17.234

28. The Sharks, BMW 325e
Best Lap: 2:18.246

29. Frozen Assets, Plymouth Neon
Best Lap: 2:20.990

30. Absolute Lemon Motorsports, BMW 325
Best Lap: 2:20.033

31. Falknor Auto Racing Team (FART), BMW 535i
Best Lap: 2:24.714

32. An Inconvenient Car, Ford Taurus SHO
Best Lap: 2:22.319

33. Planet Hell Racing, Porsche 944
Best Lap: 2:30.168

34. Clueless Party Vikings Vintage Racers, Ford Mustang
Best Lap: 2:23.009

35. Uber Vogel Hans-Am, Mercedes-Benz 190E
Best Lap: 2:26.873

36. Free Range Racing, Toyota MR2

37. Team Cant Am, Volvo 242 Turbo
Best Lap: 2:27.579

38. Reversed Darwinism II: Brute Force And Ignorance, Ford Crown Victoria
Best Lap: 2:24.817

39. PIT CREW REVENGE, Honda Civic
Best Lap: 2:27.761

40. Filthy Faux Ford GT40, Ford Escort ZX2
BS Penalty laps: 10
Best Lap: 2:25.862

41. Sierra Auto Recycling, Ford Crown Victoria
Best Lap: 2:28.674

42. Stars & Stripes Racing, Mazda RX-7
Best Lap: 2:23.415

43. Carpocalypse NOW!, Eagle Talon TSi
Best Lap: 2:24.613

44. Guud Humor Racing, Ford Ranger
Winner, Class Ugly
Best Lap: 2:25.495

45. Dust n Debris, Dodge Shadow
Best Lap: 2:31.937

46. Beaver Domination, Honda Civic
Best Lap: 2:22.313

47. POS Delivery, BMW 325i
Best Lap: 2:26.497

48. Red Rocket Racing, Toyota Celica GT
BS Penalty laps: 1
Best Lap: 2:33.262

49. The Cannonball Bandits, Toyota Corolla FX16
Best Lap: 2:34.066

50. Carpet Pissers, Honda CRX
Best Lap: 2:25.011

51. Festiva Royale, Ford Festiva
Best Lap: 2:35.383

52. LowerGearEpisode2, BMW 325
Best Lap: 2:20.892

53. Death Race 2000: Frankenstein's REVENGE, Mazda MX-6
BS Penalty laps: 50
Best Lap: 2:28.969

54. Squadra Volante, Alfa Romeo Alfetta
Best Lap: 2:32.232

55. Caffeine Unlimited, BMW E30
Best Lap: 2:24.698

56. Team Barbie, Mazda RX-7
BS Penalty laps: 2
Best Lap: 2:34.177

57. Deepest Valley Racing, Chevrolet Caprice
Best Lap: 2:32.734

58. San Jose Scalawags, Mazda Miata
Best Lap: 2:27.099

59. Badagascar, Acura Integra
Best Lap: 2:23.847

60. Save The Whale, Ford Crown Victoria
BS Penalty laps: 50
Best Lap: 2:15.069

61. Team California Mille #2, Alfa Romeo Alfetta
Best Lap: 2:33.280

62. Redneck Racing Team (RRT), Cadillac Eldorado
Best Lap: 2:31.785
Image credit: Kyle Ryan

63. Team Petty Cash, Jeep Cherokee
Best Lap: 2:31.561

64. Size Does Matter, Plymouth Fury
Best Lap: 2:26.603

65. Purple Lemon Racing, Volkswagen Beetle
Winner, Index Of Effluency
Best Lap: 2:47.501

66. Mysteries Inc. Racing, Plymouth Voyager Turbo
Best Lap: 2:47.721

67. Fast Cat Jungle Racing, Toyota Cressida
Best Lap: 2:35.849

68. I Wanna Roc, Chevrolet Camaro
Best Lap: 2:30.398

69. Team Ken, Mazda RX-7
Best Lap: 2:31.182

70. TSP - Drivers In Training, Honda Civic
Best Lap: 2:25.481

71. Mazdarachis, Mazda RX-7
Best Lap: 2:12.311

72. Snobs On The Dole, Saab 9-3 Convertible
Best Lap: 2:27.135

73. Team King Crab, BMW 325i
BS Penalty laps: 1
Best Lap: 2:37.413

74. Members Only, Porsche 928 Shooting Brake
Best Lap: 2:19.718

75. NYPD ITB, Mazda 323
Best Lap: 2:31.954

76. LEMON DEMOLITION, Honda CRX
Best Lap: 2:22.682

77. Sin City SCAR Wars, Pontiac Fiero
Best Lap: 2:30:263

78. Chim Chim Racing, Volkswagen GTI
Best Lap: 2:28.689

79. Snowspeeder Pilots Association, Toyota MR2
Best Lap: 2:27.409

80. Gift With Purchase, BMW 325iS
Best Lap: 2:19.947

81. Hit & Run II, Mitsubishi Starion
Best Lap: 2:29.933

82. Magnum P.O.S., Honda CRX

83. Team Lightning McQueen, Pontiac Sunfire
Best Lap: 2:42.587

84. Yushin Maru Racing, Toyota Supra
Best Lap: 2:04.824

85. B-Team, BMW 325e
Best Lap: 2:30.216

86. Unknown Fluids, BMW 633CSi
Best Lap: 2:26.837

87. Fart-Rari Racing, Mazda Miata
Best Lap: 2:23.518

88. ONSET/TWTM2
Best Lap: 2:25.532

89. Runs Like A Raped Ape, Acura Integra
Best Lap: 2:20.101

90. The Big EASY, Porsche 914
Best Lap: 2:30.939

91. Fast Times @ Placer High, Mazda Miata
BS Penalty laps: 20
Best Lap: 2:21.702

92. A+ Trailer Trash, Mazda RX-7
Best Lap: 2:26.694

93. The Flakes, Volvo 244
Best Lap: 2:32.852

94. Starsky and the Bandit, Ford Capri
Best Lap: 2:27.427

95. Team Dai Hard, Daihatsu Charade

96. ZZ Uber Das Driver: Uncle Uber Is Back, Volkswagen GTI

97. Frak This Racing / Lime Tigers, Datsun 280Z
Best Lap: 2:14.862

98. Knights Of The Round Track, Toyota MR2
Best Lap: 2:32.676

99. 1320 Turners, Datsun 280ZX
Best Lap: 2:19.039

100. D, C&H Taxi Co, Honda Civic
Best Lap: 2:31.928

101. Tercelators' Totally Bitchen Camaro, Chevrolet Camaro
Best Lap: 2:36.017

102. The Channel 4 News Team, Nissan 240SX
BS Penalty laps: 16
Best Lap: 2:25.019

103. Diplomatic Immunity, 1995 Mercedes-Benz S600
Winner, Heroic Fix Award
Winner, I Got Screwed Award
Best Lap: 2:43.869

104. U.S. BureauCRAP, Nissan Maxima
BS Penalty laps: 10
Best Lap: 2:23.578

105. Junk Yard Kats, Datsun 280ZX
Best Lap: 2:25.387

106. Hit & Run, BMW 320i
Best Lap: 2:41.311

107. Punk Racing, Mazda RX-7
BS Penalty laps: 10
Best Lap: 2:19.362

108. A Lemon Entry, Ford Escort
Best Lap: 2:32.656

109. Nerd Herd, Toyota MR2
Best Lap: 2:25.362

110. THUNDER RACERS, Ford Mustang
Best Lap: 2:26.362

111. Team InternationOLVO (aka Damn Foreigners), Volvo 242 Turbo
Best Lap: 2:35.094

112. REDNECK RACERS, Acura Integra
Best Lap: 2:23.586

113. LOOSE NUTS CALIFORNIA, Mazda RX-7
Best Lap: 2:23.586

114. Huey Newis and the Lose, Ford Mustang
Best Lap: 2:26.513

115. Unsafe At Any Speed, Chevrolet Corvair
Best Lap: 2:54.645

116. HomeTown Buffet / WOO WOOO!, Isuzu I-Mark RS
Best Lap: 2:35.967

117. Rooster Juice Racing, Porsche 924
BS Penalty laps: 2
Best Lap: 2:35.773

118. Gimp Pimp, Cadillac STS
Best Lap: 2:29.979

119. E=MC HAMMERED, BMW 325e
Best Lap: 2:25.462

120. Audi In Wonderland, Audi 90
Best Lap: 2:28.695

121. Wienerschmoker II: Electric Boogaloo, BMW 325e
BS Penalty laps: 15
Best Lap: 2:27.387

122. Rice Rocket Racing (the Sequel) or RQubed, Nissan 280ZX
Best Lap: 2:23.140

123. XDOG'S, Honda CRX
Best Lap: 2:31.199

124. Rockin Rollers, Mazda RX-7
BS Penalty laps: 20
Best Lap: 2:32.502

125. Faster Farms II: Non Rotisserie Chickens, Plymouth Belvedere
Best Lap: 2:32.949

126. Wedginator III, Triumph TR7
Best Lap: 2:30.420

127. Automatica, BMW 325i Convertible
BS Penalty laps: 1
Best Lap: 2:26.283

128. Rubber Chicken Piccata Racing, Volvo 740GLE
BS Penalty lap: 4
Best Lap: 2:27.115

129. Blood Drive / Arcane Racing, BMW 530i
Best Lap: 2:24.252

130. Family Truckster, Ford Pinto
Best Lap: 2:29.685

131. F-ING Renault Fromage1 Racing Team, Renault Alliance
BS Penalty laps: 5
Best Lap: 2:42.831

132. The Black Flags, Toyota Supra
Best Lap: 2:27.738

133. Project FATE, Nissan 300ZX
Best Lap: 2:34.077

134. Leftover Parts Racing, Mazda RX-7
BS Penalty laps: 5
Best Lap: 2:32.608

135. 4 R's (aka 501k), Volkswagen Jetta
Best Lap: 2:30.428

136. Las Vegas Magic, Honda CRX
Best Lap: 2:25.497

137. Chicken Licken- Reburned, Nissan Stanza
Best Lap: 2:28.123

138. Killer Bees, MGB
Best Lap: 2:34.924

139. Pearl Harbor Racing, Datsun 200SX
Best Lap: 2:37.848

140. Angry Hamster Racing, Honda Z600
Winner, Dangerous Homemade Technology Award
Best Lap: 2:30.906

141. Magnum P.I.G., Toyota Celica
Best Lap: 2:30.847

142. Dudes of Hazard, Toyota Celica Alltrac Turbo
Best Lap: 2:31.097

143. Group of Foolz, BMW 533i
Best Lap: 2:41.045

144. Team Apathy, Saab 9000 Turbo
Best Lap: 2:33.079

145. Team Pyrite, Eagle Talon
Best Lap: 2:29.821

146. Clunkers Refuge Racing, Nissan 300ZX
Best Lap: 2:40.543

147. LITTLE WOODY, Honda CRX
Best Lap: 2:53.268

148. Blanco Basura Racing, Honda Prelude
Best Lap: 2:33;837

149. Hatfield's and McCoy's, Nissan 300ZX
Best Lap: 3:29.281

150. Kamikaze Ninjas With Lasers, Nissan Sentra SE-R
BS Penalty laps: 150
Best Lap: 2:26.620

151. Mark's Wife Won't Let Him Drive, Prosche 944
BS Penalty laps: 300
Best Lap: 2:19.175

152. Motoring J Style, Acura Integra
BS Penalty laps: 1,200
Best Lap: 2:22.508

]]> http://jalopnik.com/index.php?op=postcommentfeed&postId=5412318&view=rss&microfeed=true <![CDATA[Tiger Woods "Seriously Injured" In Car Crash Near Florida Home]]> Golfer Tiger Woods was "seriously injured" in a car crash after hitting a fire hydrant and a tree in Florida early Friday morning at 2:25 AM. The crash, at low speed, did not deploy the airbags of his Cadillac Escalade.

But that's to be expected. U.S. regulations require deployment of airbags in crashes at least equivalent in deceleration to a 23 km/h(14 mph) barrier collision, or similarly, striking a parked car of similar size across the full front of each vehicle at about twice the speed.

According to the Florida Highway Patrol, charges are pending.

CNBC's Darren Rovell says he's fine — via his spokesperson, of course.

But this brings up the only question we've got — why he was driving in anger, intoxication or blindness at 2:25 AM right after Thanksgiving dinner? Could The National Enquirer tailing a 34-year-old NYC woman rumored to be having an affair with the 33-year-old former Buick spokes-golfer have something to do with it? Our thought is maybe. [via Deadspin, Florida Sentinel]

]]> http://jalopnik.com/index.php?op=postcommentfeed&postId=5414063&view=rss&microfeed=true <![CDATA[New Audi A8: The Shroud of Miami!]]> Beneath this expanse of aluminum foil is two tons of aluminum und shteel in the form of Audi's new A8. The veil will drop on Monday in Miami and we'll be there to tell you all about it.

]]> http://jalopnik.com/index.php?op=postcommentfeed&postId=5413866&view=rss&microfeed=true <![CDATA[Happy Thanksgiving, Enjoy Your Engine Hoist Turkey Deep Fry!]]> In addition to these ten cars and five of these ten deals, we're also thankful we're not working today. In the meantime, here's Bumbeck's guide to deep-frying your turkey using an engine hoist for the dippin'. Enjoy and be safe!

]]> http://jalopnik.com/index.php?op=postcommentfeed&postId=5413426&view=rss&microfeed=true <![CDATA[Kill The Headlights And Put It In Neutral: Why The Parking Lot Matters]]> Consider the lowly parking lot: You drive on it. You park on it. You ignore it. It's a means to an end, not an end in itself, right? Wrong. It's wonderful. And it needs your love.

On the surface, it's little more than a featureless piece of asphalt. Unless you're a civil engineer, a museum curator, or a hooker, there is little difference between a good one and a bad one. Its primary purpose is to hold parked cars, a task that most people view as dull. To Joe Public, the lot is little more than a civil appliance.

We beg to differ. In fact, we'd like to offer up a revolutionary thought: The parking lot is important. It matters. It is the car's unloved (and yet wholly necessary) offspring, and it has soul.

Think back to the first time you drove somewhere on your own. Chances are, if it wasn't a friend's house, it was a parking lot. Remember what it felt like to climb out of the car, to realize that you had finally gotten somewhere real on your own? Would it have meant half as much if you had pulled up to a valet, left the car running, and simply strolled away? How would you have felt if you hadn't been allowed to get out and walk around?

Without parking lots, we would have places to go, but we wouldn't have anything to do when we got there. It starts early; Americans may live in their cars, but they grow up in their parking lots. What teenager hasn't leaned up against a borrowed car on a boring-ass Saturday night in the middle of nowhere? What suburban mall lot hasn't played clubhouse, garage, and impromptu bar for thousands of high-schoolers? Is there anyone out there who didn't spend at least part of their youth under the fizzy glow of a twenty-foot halide?

We see The Lot playing a pivotal role in film so often that we tend to ignore it. Films as diverse as Jay and Silent Bob Strike Back and the cult documentary Heavy Metal Parking Lot have effectively made lot culture a part of our collective memory:

Even Say Anything, Cameron Crowe's quirky ode to teenage love, contains a key piece of Lot Theory. Crowe is fully aware that lots are where we go when we have nowhere else to be:

Lloyd Dobler (John Cusack): I got a question. If you guys know so much about women, how come you're here at, like, the Gas 'n' Sip on a Saturday night, completely alone, drinking beers with no women anywhere?

Joe (Loren Dean): By choice, man. We choose this.

Happily, there's also something called The Parking Lot Movie, an independent film that focuses on one lot and the obsessive people within it. It contains the following quote, which summarizes Lot Theory in a nutshell: "That's like the word of the day at the parking lot — hanging. Can you hang? It's a combination of being really relaxed and not letting someone talk you down." (For reference, the film is a riot.)

The list goes on: Football tailgating. The unplanned, pre-concert lot party — hippies make this sort of thing last for weeks — that takes place before stadium shows and club gigs alike. Autocrossing, where weekend racers compete on the cheap in their own cars. The blue-collar cruise-in. Cars and Coffee. Any of these could happen without a parking lot, but they wouldn't be half as accessible, cheap, or fun.

Like any American icon, the lot's family tree runs far and wide. Consider the drive-in movie, which is little more than a parking lot with a giant screen in front of it. (The town of Ann Arbor, Michigan once took this concept to its meta conclusion, showing films on top of a multistory parking garage.) Or take the Midwestern-style field party, which requires little more than a grass pasture, a keg of beer, and ten or fifteen pickup trucks. (Hello, impromptu lot.) The Lot is versatile, it changes with the times, and it loves you.

That love aside, nothing lasts forever, and lots are no exception. Given enough time, the parking lot as we know it will disappear. It will likely be replaced by automated garages, more effective mass-transit systems, and future infrastructure we cannot yet imagine. When this happens, we will have lost one of our greatest unintentional achievements. And we will be worse off for it.

Douglas Adams once pointed out that people like to congregate at boundary conditions — where land meets water, for example, or where earth meets sky. We like to be on one side, he said, and look at the other. Parking lots — where people meet pavement — fit nicely into this theory. They're not without flaw, but they matter. They deserve our respect. The next time you park your car, do a Lot mitzvah: take a moment to say thanks.

Good on ya, Lot. Long may you run.

Photo Credit: iMorpheus, Ben McLeod, Ypmiley / Flickr

]]> http://jalopnik.com/index.php?op=postcommentfeed&postId=5412147&view=rss&microfeed=true <![CDATA[Smashing Safety: 12 New Cars Crashed In Eurocarnage Video Gallery]]> The latest round of European NCAP crash testing's complete, which means our video-bin horn o' plenty overfloweth with clips of a dozen Euro cars getting the stuffing smashed outta them. Thank you NCAP, you've made this the best Smashgiving ever!

You've got the name, the overall rating Euro NCAP crash test rating and, you know, the video, below. Enjoy!


Vehicle:Mazda 3
Rating: ★★★★★


Vehicle: Infiniti FX
Rating: ★★★★★


Vehicle: Citroen DS3
Rating: ★★★★★


Vehicle: Toyota Urban Cruiser
Rating: ★★★☆☆


Vehicle: Mercedes GLK
Rating: ★★★★★


Vehicle: Opel/Vauxhall Astra
Rating: ★★★★★


Vehicle: Peugeot 5008
Rating: ★★★★★


Vehicle: Mercedes E-Class
Rating: ★★★★★


Vehicle: Chevrolet Spark
Rating: ★★★★☆


Vehicle: Volkswagen Scirocco
Rating: ★★★★★


Vehicle: Chevrolet Cruze
Rating: ★★★★★


Vehicle: BMW X1
Rating: ★★★★★

]]> http://jalopnik.com/index.php?op=postcommentfeed&postId=5412791&view=rss&microfeed=true <![CDATA[Ten New Cars Jalopnik Is Thankful For]]> If you absolutely must buy a new car in this hour of thanks, then we suggest you choose one of these ten. Happy turkey!

Ahh, Thanksgiving — turkey, family, angst, and burnouts. (Your holiday doesn't have burnouts? What are you, a commie?)

Also lists. We make lists every day, and on holidays, we sit around and stuff our faces full of food and make more lists. What are we thankful for this week? Turkey, that's what. We're also thankful for these ten cars — even though we can't afford some of them, we're happy that they exist. Dig in.

Bugatti Veyron

Because it's proof that one man can still go stark raving mad and build a world-beating car that makes absolutely no sense whatsoever. Makes the idea of a focus group seem like a fate worse than death. One set of its tires likely costs more than your first car did. It is yin and yang, Jalop (engineering masterwork) and anti-Jalop (heavy, unattainable). Do not try to understand it. It just is.

Photo Credit: Jason Thorgalsen / Flickr

Chevrolet Corvette

It is an American car made by American men and women. It is like walking down the street wearing a T-shirt that says, "I'm with Penis." It is remarkably modern and wonderfully crude all at once. And for a short, glorious while, it went to Le Mans and reminded the world that Yankees could kick ass. All hail the LS7. All hail the LS9. All hail Detroit.

Photo Credit: Sam Smith

Lotus Elise/Exige

Because someone, somewhere, forgot to tell the boys in Hethel to make it fat, ugly, and boring. Because it is a real car that happens to be built out of gossamer and fiberglass. And because I once flung one sideways through Road Atlanta's Turn Twelve — not entirely on purpose, mind — at triple-digit speeds and lived to tell the tale. It made me look less than stupid. I am eternally grateful.

Photo Credit: Horgakx / Flickr

Nissan GT-R

It is heavy, clublike, and run by a million computers. It is surprisingly sterile and undoubtedly better at driving itself than you are. (You get the feeling that no matter how you treat it, it is toying with you, watching you from afar.) It is on this list because it is unique. Because it is everything wrong with Japan's car industry. Because it is also everything right.

Photo Credit: Jason Thorgalsen / Flickr

Volkswagen GTI

Volkswagen's GTI is the ultimate automotive success story, a model that lost its way only to find it again years later. Sure, it's not the most durable thing on the planet, but that's part of its charm — it's cheap, cheerful, and faster than it seems. If you haven't embarrassed a supercar on some winding back road in one of these things, then you haven't lived. Hot hatches don't get much better.

BMW 335i

It is very nearly the perfect automobile, but this is no surprise. The 3 Series has been exceptional for decades, and save the odd dose of corporate German hubris, it just keeps getting better. Build a better sport sedan than this 300-horse, velvet-glove monster, and the world will beat a path to your door.

Photo Credit: Fabio Aro / Flickr

Mazda RX-8

Quirk, and for little reason other than satisfying a decades-old obsession on the part of its maker. Painfully slow around town. Those once-trick doors are now almost too much work, and the RX-8's Renesis rotary sucks dino juice like it's on OPEC's payroll. But the chassis is flat-out magic, the kind of magic you only discover at nine-and-a-half tenths when you're trying to eke out that last little bit of speed and you think nothing is left. It reminds you of a Spec Miata with more weight in the tail. It is the attainable sports car for people who truly understand what that phrase means.

Photo Credit: Michael Banovsky / Flickr

Mitsubishi Lancer Evolution

Now that both Subaru and Mitsubishi have left the international rally stage, the WRX STI and the Lancer Evolution seem a bit lost. (Homologation specials need something to be homologated for, no?) Were we forced to choose between the two, we'd probably pick the Evo, but it's a tough call. It depends on the roads you're on, on how you feel that day, and on whether you have be someplace very quickly and with little drama (STI) or absolutely nowhere at all (Evo).

The STI is an amazingly talented car and arguably the better all-rounder. The Evo is the dirty, rough-edged monster that everyone thinks rally cars are supposed to be. We like them both — a lot — but only one of them feels as mean as it looks. Mitsu by a hair.

Ford Mustang

The Mustang is a rolling contradiction, equal parts modern muscle and hopeless anachronism. It is an argument for and against everything we stand for, a piece of yesterday bound up in a slightly cheesy modern wrapper. It is both much better and much worse than you expect it to be, but somehow, that's part of its charm. It is very, very difficult not to like.

Exhaust rumble. A rompy V-8. A stick axle so well-controlled, it makes the concept almost seem relevant again. These things are not the future, but we love them all the same. Were we to wake up tomorrow and drive off into the soul of America, we would do it in a Mustang.

Photo Credit: Sausyn / Flickr

Caterham Seven

One long-dead man's ridiculous dream turned reality turned company-bill-payer turned neglected relic turned reality again. Impossibly small. Sillier than almost anything else on wheels. Older than dirt. And still fantastic.

Happy turkey!

Photo Credit: Exfordy / Flickr

]]> http://jalopnik.com/index.php?op=postcommentfeed&postId=5411532&view=rss&microfeed=true <![CDATA[Toyota To Fix Gas Pedals So Floor Mats Won't Cause Fiery Death]]> Toyota's announced this morning they will eschew replacement for reshaping of accelerator pedals and/or floor surface on Toyota or Lexus vehicles involved in the "floor mat fiery death" non-recall safety advisory. In the meantime, here's how to avoid fiery death.

Here's the full press release. We'll be on a conference call in a few minutes to get more details on this non-recall recall of approximately 4 million vehicles. Anyone have any questions they want us to ask?

Toyota Announces Details of Remedy to Address Potential Accelerator Pedal Entrapment

TORRANCE, Calif., Nov. 25 /PRNewswire/ — Toyota Motor Sales, USA, Inc. (TMS) announced today details of the vehicle-based remedy to address the root cause of the potential risk for floor mat entrapment of accelerator pedals in certain Toyota and Lexus models. Toyota issued a consumer safety advisory on September 29 on this issue and has, as an interim measure, commenced the mailing of safety notices to certain Toyota and Lexus owners on October 30.

The models involved are: 2007 to 2010 MY (model year) Camry, 2005 to 2010 MY Avalon, 2004 to 2009 MY Prius, 2005 to 2010 MY Tacoma, 2007 to 2010 MY Tundra, 2007 to 2010 MY ES350, 2006 to 2010 MY IS250, and 2006 to 2010 MY IS 350.

The specific measures of the vehicle-based remedy are as follows:

1. The shape of the accelerator pedal will be reconfigured to address the risk of floor mat entrapment, even when an older-design all-weather floor mat or other inappropriate floor mat is improperly attached, or is placed on top of another floor mat. For the ES350, Camry, and Avalon models involved, the shape of the floor surface underneath will also be reconfigured to increase the space between the accelerator pedal and the floor.
2. Vehicles with any genuine Toyota or Lexus accessory all-weather floor mat will be provided with newly-designed replacement driver- and front passenger-side all-weather floor mats.

In addition, as a separate measure independent of the vehicle-based remedy, Toyota will install a brake override system onto the involved Camry, Avalon, and Lexus ES350, IS350 and IS250 models as an extra measure of confidence. This system cuts engine power in case of simultaneous application of both the accelerator and brake pedals.

Toyota is in the process of completing development of these actions and for the ES350, Camry, and Avalon will start notifying owners of the involved vehicles via first-class mail by the end of this year. The remedy process regarding the other five models will occur on a rolling schedule during 2010.

Dealers will be trained and equipped to make the necessary modifications to these models starting at the beginning of 2010. Initially, dealers will be instructed on how to reshape the accelerator pedal for the repair. As replacement parts with the same shape as the modified pedal become available, they will be made available to dealers for the repair, beginning around April 2010. Customers who have had the remedy completed will have the opportunity to receive a new pedal if they desire.

In the meantime, owners of the involved vehicles are asked to take out any removable driver's floor mat and not replace it with any other floor mat until they are notified of the vehicle-based remedy, as notified in the consumer safety advisory and the interim notice.

The brake override system will be made standard equipment throughout the Toyota and Lexus product lines starting with January 2010 production of ES350 and Camry and is scheduled to be incorporated into new production of most models by the end of 2010.

The safety of our owners and the public is our utmost concern and Toyota has and will continue to thoroughly investigate and take appropriate measures to address any defect trends that are identified.

Owners who have further questions are asked to visit www.toyota.com or www.lexus.com or contact the Toyota Customer Experience Center at 1 800 331-4331 or Lexus Customer Assistance at 1-800-295-3987.

]]> http://jalopnik.com/index.php?op=postcommentfeed&postId=5412585&view=rss&microfeed=true <![CDATA[Toyota Recalls 110,000 Tundra Pickups For Frame Corrosion]]> Toyota, bowing to owner reports, issued a safety recall today on 110,000 2000-2003 Tundras sold in 20 cold-weather states and DC to fix frame rust problems that could cause fiery death the spare tire to fall off the truck.

Toyota Announces Safety Recall on 2000 through 2003 Tundra Frame Rear Cross Member

Toyota Motor Sales, U.S.A., Inc. will launch a Safety Recall involving approximately 110,000 Tundra vehicles sold in the United States.

Certain 2000 through 2003 model year Tundra vehicles operated in cold climate areas with high road salt use, may exhibit excessive corrosion on the frame rear cross- member. In the worst case, the spare tire stowed under the truck bed may become separated from the rear cross member. Spare tire separation will create a road hazard for following vehicles and increase the likelihood of a crash.

Eventually, excessive corrosion of the rear cross-member may also affect the functionality of the rear brake line at the proportioning valve. If this occurs, it can lead to the loss of the rear brake circuits which will increase vehicle stopping distances and the risk of a crash.

In addition to the District of Columbia, the involved cold climate states with high road salt usage are: Connecticut, Delaware, Illinois, Indiana, Kentucky, Massachusetts, Maryland, Maine, Michigan, Minnesota, New Hampshire, New Jersey, New York, Ohio, Pennsylvania, Rhode Island, Virginia, Vermont, Wisconsin, and West Virginia.

Beginning in December 2009 through early 2010, owners of the involved vehicles will receive a Safety Recall notification via first class mail asking them to take their vehicles to a Toyota dealer for an initial inspection of the rear cross member. During this inspection, the rear cross-member including the surrounding components such as, the brake line at the proportioning valve (which is mounted on the cross-member assembly) will also be inspected. Based upon the inspection, Toyota will do one of the following at no charge:

Tundra

If there is no significant corrosion of the rear cross-member assembly or the rear brake line at the proportioning valve, owners will be notified of that fact and requested to subsequently bring their vehicle back to the dealership so that a corrosion-resistant compound can be applied to the rear cross-member. Toyota will notify the owner when the corrosion-resistant compound is available.

If significant corrosion is detected such that the rear cross-member can no longer safely support the spare tire and replacement components are available, the cross- member assembly will be replaced. In the event replacement components are not available, a temporary solution, such as the removal of the spare tire and securing it to the truck bed, will be performed until parts are available.

In those relatively rare cases where the rear cross-member is significantly corroded and can no longer safely support the spare tire, but the rear cross-member cannot be replaced due to excessive frame corrosion at the mounting location (e.g., if the side rails are too damaged), Toyota will develop an appropriate remedy for those vehicles on a case-by- case basis.

This inspection will take approximately 20 minutes depending on dealer scheduling.

Until your vehicle is inspected, you may minimize the risk of the spare tire separating from the rear cross-member by removing it. If you choose to do so, please be sure not to be under the rear cross-member or spare tire carrier during the lowering process. In addition, if placing the spare tire in the truck bed or other area of the vehicle, it should be secured when driving.

Customers with questions are asked to call the Toyota Customer Experience Center at 1 800 331-4331.

###

[Toyota via PickupTrucks]

]]> http://jalopnik.com/index.php?op=postcommentfeed&postId=5412206&view=rss&microfeed=true <![CDATA[2010 Dodge Viper ACR Debuts At Laguna Seca, Sets Lap Record]]> According track-side sources, the 2010 Dodge Viper ACR has set a new unofficial lap record at Laguna Seca of 1:33.944 as the final year production cars make their debut. At least they're going out with a bang.

[via Edmunds Inside Line Twitter Feed]

]]> http://jalopnik.com/index.php?op=postcommentfeed&postId=5412131&view=rss&microfeed=true <![CDATA[How To Lap Lime Rock Park]]> Last month, we reviewed the Skip Barber Advanced Two Day Mazdaspeed Racing School at Connecticut's Lime Rock Park. Here's what they taught us.

Turn: 1, First Half of Big Bend
Description: The entry speed corner comes at the end of the main straight, so you want to maximize what speed you're able to gather (about 110 MPH in the MX-5) by braking as late as possible. Since the entry is very wide and the curve is relatively gentle, that means you're going to be shedding that speed while turning.
Gear: Starting in 5, finishing in 3.
Difficulty: High
Method: Brake gently at the last braking marker and turn in, heading in a straight line towards the apex. Now brake harder, shifting into 4th, then 3rd. Keep the car around the middle of the track as you approach turn 2.

Turn: 2, Second Half of Big Bend
Description: A late apex in a decreasing radius corner that sets you up for a short straight leading into the following corner.
Gear: 3
Difficulty: Medium
Method: turn in late, lift slightly to tighten your line and hold the car against the curb to the point where it ends, then let the car track out to the left. You need to be at wide open throttle to maximize the short straight. If you do it right, you'll bounce off the limiter a few times, but changing up a gear, then down again for the next corner probably won't save any time unless you're very fast.

Turn: 3, The Left Hander
Description: As the name suggests, the only left hander at Lime Rock. Deceptively long, there's a couple of usable lines through it, but either way you need to be able to get all the way to the left of the track on the exit to set you up for the next corner.
Gear: 3
Difficulty: Medium
Method: Enter in the middle of the track, trail braking as you turn slightly. Once you can see the apex, turn in sharply, clip it, but hold the wheel to left as you use the throttle to exit. You need to hit the turn in point for Turn 4 all the way to driver's left.


Turn: 4, Entry On To No Name Straight
Description: A fairly standard right hander that sets you up for the following series of slight bends known as "No Name Straight."
Gear: 4
Difficulty: Low
Method: A basic corner with a textbook approach: just turn in all the way over at driver's left shift into 4th, clip the curbing at the apex and track out. Get the throttle fully open as soon as you're in 4th. Straight line the straight as much as possible, no need to hit curbs or anything.

Turn: 5, The Uphill
Description: A fairly straightforward right hander that's been made complicated by sticking a steep hill in the middle. If you don't have your wheel straight when you crest it, you'll spin and the barriers are very close to the track.
Gear: 4
Difficulty: High
Method: Brake lightly at brake maker 4, then turn in at marker 1. Clip the apex and get on full throttle pointed out towards the curb halfway up the hill on driver's left, then once you hit that hill use the compression to tighten your line the rest of the way. Hands straight as soon as you've done that and hug the edge of the track over the crest and down the short straight. It's easier than it looks.

Turn: 6, West bend
Description: A right hand sweeper that can be taken very fast. The inside curbing is very tall, so get close, but don't clip it. Sets you up for The Downhill, which is super important to lapping quickly, so the exit is all important here.
Gear: 4
Difficulty: Medium
Method: Brake lightly, then turn in for a normal apex, get fully on the throttle early and hold it there as you ride the curbing on the outside.

Turn: 7, The Downhill
Description: If you're going to crash at Lime Rock, it'll be here. A very fast downhill right hander with compression on the entry that aids turn in. Sets you up for the main straight, you'll lose lots of time if you don't get this corner right.
Gear: Start in 4, finish in 5.
Difficulty: High
Method: Very confident drivers only need to lift slightly down the hill in the MX-5, but I still brush the brakes a little for some added confidence. Make sure you're on maintenance throttle at turn in, which is just where the hill flattens out. You need to use the compression this transition creates to maximize front end grip on turn in, so predict where its going to happen and turn in aggressively just as the front suspension compresses. Roll on the throttle as you clip the apex, getting it fully open as soon as possible, then track out fully the left, shifting into 5th when revs dictate. Huge the left side of the track all the way down the straight.

Here I am trying to put what I learned into practice. The cars are Mazda MX-5 Cup racecars. Over the standard vehicle, they add a $5500 Mazda racing package that includes a new intake and exhaust, boosting power from 167 to 200 HP. There's also remote reservoir Eibach dampers, considerably stiffer Eibach springs, solid antiroll bars, racing brake pads and 225/45WR-17 tires. The cars are also stripped of their interiors and soft tops, have a full cage welded in and you sit in racing buckets with five-point harnesses facing a removable wheel. The whole thing weighs just 2,600 Lbs. In short, it's a real race car with much improved throttle response, steering and outright grip. It's an extremely neutral car that'll understeer if you push it too fast into corners and let you tighten your line if you lift the throttle, making it near perfect to learn on.

]]> http://jalopnik.com/index.php?op=postcommentfeed&postId=5412014&view=rss&microfeed=true <![CDATA[Top Ten Least-Ticketed Vehicles And Why]]> A nationwide study examining police ticket data across the United States has revealed one very important list — which cars don't get tickets. We've broken down the list below.

Quality Planning — a company that validates policyholder info for auto insurers put together this list based on data gathered between August 2007 and September 2008, using a sample size of 1.7 million vehicles.

Click "next" or select any car to learn how it made the list.

[via AOL Autos]

Photo credit: Kipp Baker


Vehicle: 2009 GMC Sierra 1500
Place: #10 (tied)
Percentage lower than average: 60% less likely
Why it isn't ticketed: It's a big pickup truck. Unless you're outfitted with the entire JC Whitney off-road catalog, pickups are as good as invisible on the streets. Well, not invisible, more like moving blind spots blocking your view of traffic. Still, given the utility and apparently lower ticketing rate, the higher fuel consumption and parking woes might be offset.


Vehicle: 2009 Buick Lucerne
Place: #10 (tied)
Percentage lower than average: 60% less likely
Why it isn't ticketed: It's a Buick. More accurately, it's a part of the "Old Buick." Recently we've seen signs of life in GM's tri-shield brand with the Buick LaCrosse and Buick Regal, but the Lucerne is positioned staunchly in the "old-man driving 10 MPH under the speed limit in the fast lane" stereotype of Buick. This car isn't ticketed because its drivers don't break the law, well, they don't break speeding laws. Tickets for no turn signals and late turns across three lanes of traffic into Old Country Buffet are rare.


Vehicle: 2004 Oldsmobile Silhouette
Place: #8 (tied)
Percentage lower than average: 63% less likely
Why it isn't ticketed: Nothing says "I'm not worth your time officer" better than a minivan, especially a GM minivan sadly badged as an Oldsmobile. The Silhouette was GM's pity offering to Olds dealers with nothing interesting in the showroom and acted as a footnote in the last days of the brand. It's nothing if not completely invisible in the real world and the drivers are too busy trying not to be seen to go around breaking traffic laws.


Vehicle: 2007 Buick Rainier
Place: #8 (tied)
Percentage lower than average: 63% less likely
Why it isn't ticketed: Platform prostitution at its finest, the Buick Rainier started life as the Chevy Trailblazer, which begat the Oldsmobile Bravada, which died with the brand, so it was rebadged as both the Saab 9-7x and Buick Rainier. A lesson in how not to manage a platform for success. The Rainier has not one but two invisibility shields: 1) it's an unremarkable looking SUV, and 2) it's a Buick. Might as well have that fancy cloaking technology the Predator used.


Vehicle: Mazda6
Place: #6
Percentage lower than average: 66% less likely
Why it isn't ticketed: Despite the Mazda 6's more sporting character compared to other mid-size family sedans, it's still a mid-size family sedan. There are more than enough hot-heads in pony cars and German prickmobiles to collect revenue from.


Vehicle: 2005 Buick Park Avenue
Place: #5
Percentage lower than average: 68% less likely
Why it isn't ticketed: Quite a preponderance of Buicks on this list isn't there? Of the cars on here, we've always felt the Buick Park Avenue got the short end of the stick. The final generation actually wore some pretty crisp styling but was always burdened by terrible old-fogey wheels and later boasted tacked-on ventiports. The supercharged 3800 V6 would scoot off the line but the floaty suspension and drowsy interior made the idea of breaking the law a non-issue. Plus, what cop wants to ticket the nice little grandma behind the wheel.


Vehicle: Chevrolet C1500, K1500, 2500HD, 3500HD
Place: #4
Percentage lower than average: 72% less likely
Why it isn't ticketed: Same reason as its GMC Sierra twin, it's a truck and thus nothing more than an large lump taking up space on the road. With the 6.0-liter V8 they can be pretty fast and they're surprisingly agile around a corner, but nobody buys a truck for the go. As to why the Chevy has such a remarkable difference in ticketing rate we haven't a clue, perhaps since GMC buyer paid more for theirs, they feel like they should drive it faster and park in goofy places.


Vehicle: Chevrolet Tahoe
Place: #3
Percentage lower than average: 79% less likely
Why it isn't ticketed: If there was a way to make the Silverado more invisible to law enforcement, it's to close up the bed, add a pair of doors and call it the Tahoe. Even the name says law-abiding-white-bread-citizen. There's an interesting paradox here in that based on anecdotal evidence a great many Tahoes are driven with reckless abandon, weaving in and out of traffic as if they own the road. And yet, with their inevitably beige, black, or maroon paint jobs, Tahoes blend into the background like a chameleon.


Vehicle: Chevrolet Suburban
Place: #2
Percentage lower than average: 84% less likely
Why it isn't ticketed: Take everything about the Tahoe and add more girth. The big, bad, 'Burb has been sailing American roadways so long it's practically an institution. A last bastion for the family of eight which isn't interested in a full-size van, the Suburban is so big as to be imperceptible on a normal human scale, making it perfect for eluding the radar guns gaze. Their relative rarity these days helps out a lot too.


Vehicle: Jaguar XJ
Place: #1
Percentage lower than average: 89% less likely
Why it isn't ticketed: The Jaguar XJ has a shape almost as old as the idea of the car. Until Ian Callum came along and boogered-up the design with the 2010 Jaguar XJ, the car was so ubiquitous, and favored by such old buyers, it's practically never ticketed. The colors are generally sedate and unassuming, British Racing Green is as crazy as it gets, none of those obscene reds and yellows that draw radar guns. The trick is beneath the 40 year old skin is the possibility of an all-aluminum automobile sporting a 400 HP supercharged V8. It's a perfect sleeper and the car least likely to get you ticketed.

]]> http://jalopnik.com/index.php?op=postcommentfeed&postId=5411892&view=rss&microfeed=true <![CDATA[Sell No: Why You Don’t Need A New Car]]> According to recent reports, new-car sales in this country are slowly climbing out of the toilet. We love you, Driving America, so we have some advice: Stop it.

We know what you're thinking: The American economy is barely alive. Detroit is busily attempting to reverse decades of bad choices. Speed has never been cheaper, interest rates are still in the gutter, and everyone and their brother — hello, Black Friday — wants you to buy, buy, buy. It looks like an easy call.

We're here to tell you to hold off. If you can stomach it, we suggest you do something radical: If it has wheels, don't buy it new. Period. Sound like sacrilege? Maybe, but there's more to it than you might think.

Photo Credit: Getty Images

Argument One: Cost

As obvious as it seems, the money bit can't be overlooked. Sure, you lose a hefty chunk of change the moment you drive your new snazzmobile off the lot, but that old saw rarely stops people. And yeah, interest rates are low, and the guy in the nice tweed suit is going to talk to his boss and almost lose his job so you can save a few bucks. It's tempting. But it's also a game for suckers.

Look at it this way: Yes, there's never been a better time to buy a new car. But by the same token, there's also never been a better time to save your money and buy something older and a heck of a lot cheaper. The same economy that made that brand-new Porsche 911 seem affordable also trashcanned the values of every used car on the planet. Never has so much fun been available for so little, and the tradeoffs are relatively benign. (In the case of the 911, a good used 996 Carrera will be almost as fast, half as expensive, and just as much fun to fling into a fencepost ass-first.) And if you're worried about repair costs, don't — unless you buy in the rain, at night, and while drunk, a year's worth of fix-it bills will rarely outweigh the heft of twelve car payments.

Take the cash you saved and go on vacation. Invest it. Hell, for that matter, just use it to — wait for it — buy a second car. (What can we say? Jalopnik wants you to roll.) The possibilities are endless.

Photo Credit: Getty Images

Argument Two: The Environment

It doesn't matter what you buy, how old it is, or how much it says "hybrid" on the trunk — if you're buying a new car, you're consuming resources. Great strides have been made in the field of automotive recycling, and for the most part, large-scale manufacturing is cleaner than it's ever been. But you can't negate the laws of physics: If it already exists, then you don't have to make it. Creating things takes work, and work, by definition, makes something happen by using up something else.

A few years ago, a company called CNW Market Research created a "dust to dust" study that examined the net environmental impact of a host of new cars. The study received a lot of press, largely because it claimed that a Jeep Wrangler used less energy from cradle to grave than a Toyota Prius. The firm's methods have since been the subject of a great deal of controversy, but the argument they make is valid: Things aren't always what they seem, and planetary harm has a lot more to do with sustainable design than with tailpipe emissions.

Photo Credit: Getty Images

Argument Three: Safety

This is the bit that comes with a caveat: No matter what you drive, the newer it is, the less likely it is to kill you in an accident. Vehicle safety standards are like the laundry — they never rest, and the only thing you can do is try to keep up. That said, thanks to Ralph Nader (I can't believe I just typed that), the curve isn't linear.

By and large, things are much better than they were fifty years ago. Your dad's '61 Cadillac may have killed him if he so much as looked at it funny, but anything built since the first Bush administration is going to be safe enough that you shouldn't feel terrorized by traffic. When in doubt, err on the side of newer, more airbags, and more crush space. Just because it's older doesn't mean that it wants you dead.

Argument Four: Fun

If you regularly read car magazines, the following may come as a shock: New cars aren't always more fun. Here at Los Jalops Con Carne, we've driven everything on the market, and most of what's out there simply isn't that special. Thanks to ever-increasing safety, emissions, and comfort standards, the average new car is a lumpy pile of bloated meh. There are exceptions — a lot of them, thankfully — but they aren't available for beer money, and most of them are either wildly impractical or more expensive than a small house. Buy older, and you get access to the once-costly fun stuff at cut-rate prices; you also get lighter curb weights, better steering feel, and more seat-of-the-pants Kickass.

The Caveat: Sometimes…

OK, we give — none of this is set in stone. There are obviously exceptions to each and every one of these arguments, and sometimes a new car is simply the best answer. We feel your pain. But if you remember nothing else, remember this:

Save the old cars. Please. Don't let your children grow up thinking that 4000-pound sport sedans with foot-thick doors are the way of the future. Help us, before it's too late. This is Jalopnik, signing off from the future. You have been warned.

]]> http://jalopnik.com/index.php?op=postcommentfeed&postId=5411389&view=rss&microfeed=true