Heald's Pre-Posterous

The V in the Prii

The Toyota Prius has been a pretty amazing automobile, what with the fact that it has delivered superb gas mileage, low emissions, and excellent reliability for well over a decade all over the globe. Interestingly, it has also been a target for people who apparently hate the idea of superb gas mileage, low emissions and excellent reliability. Either that, or they’re just a certain type of individual who apparently ties their man/womanhood to the size of their carbon footprint, ultimately making the quantity of the resources they consume and the waste they spew an expression of their “rugged individualism.” You know the type. They’d be laughable, if not for the fact that their lifestyle choice has a negative impact on pretty much everything around them. They also like to ridicule people who try to be responsible, and accuse them of being smug and arrogant. Some green types may indeed be a tad self-righteous, but in my experience they are a miniscule minority and even these people are ultimately doing something of benefit for everybody (even their detractors). Waste and inefficiency are things to be avoided, and why this is somehow controversial is more of a measure of sociopathic neurosis than a desire to advance some sort of rational “alternative” strategies.

But the conflicted sociology of the pros and cons of environmentally conscious living is another topic for another time, as this entry aims to welcome the latest member of the ever-growing Prius family to the market. The Prius v is a wagon version of the 3rd generation Prius 5-door hatchback sedan, and it’s not just a modification of the body to include a bigger cargo area but also a substantial makeover of the chassis to accommodate this new capacity. Allow me to quote from the Book Of The New Prii: “Because the Prius v is a larger vehicle more likely to carry loads and passengers, front and rear suspension components have been redesigned to improve handling and ride quality. Front coil-over spring and damper capacities have been significantly increased and a new upper support has been designed. The steering gear has been attached to the front suspension member, and the stabilizer bar repositioned for more responsive steering feel and enhanced ride comfort.”

This reengineering also includes what the company calls Pitch and Bounce Control that, “uses the torque of the hybrid motor to enhance ride comfort and control. The system, working with wheel-speed sensors and in tune with the suspension, helps suppress bounce and toss motions to improve comfort for occupants. Because it helps control the balance and posture of the vehicle as a whole, it also functions to improve handling response.”

Neat, huh? Does it work? Hell if I know. I will say the car feels great to drive, very solid, planted, and steering is responsive and tight. The car doesn’t really feel bigger than a regular Prius, but it does feel more substantial even though I never had a problem with the structural solidarity of any Prius (and in the interests of full disclosure I should point out we own a 2008 model). The new v is indeed a roomy thing, with abundant rear seat passenger room and when you fold forward the seatbacks cargo capacity swells to 67.3 cubic feet. Even with the seat deployed you have 34.3 cubic feet of luggage-swallowing capacity, making this new bus a great choice for road trips.

As for the performance of the Hybrid Synergy Drive, it’s basically the same drivetrain as in the current Prius sedan and has a total system horsepower rating of 134. This four-mode propulsion unit (Normal, Sport, Eco and EV) got me to 60 MPH in about 10.8 seconds in the Normal setting, so it’s no McLaren but it can merge with traffic just fine. There’s a lot of very cool technology in this system, including the ability to run further and at higher speeds on electric-only power compared with previous generations. The battery pack is still a nickel-metal-hydride unit as opposed to lithium-ion, and I’m totally in approval of this decision as these batteries have proved pretty bulletproof in this application. I still think the lithiums are a tad unperfected (although they’re certainly getting there); therefore by choosing the more-proven battery technology Toyota is insuring excellent reliability and long component life.

Speaking of which, this latest generation 1.8-liter Atkinson Cycle gas engine has no belts to replace (even the water pump is electric), further lowering the Prius v’s maintenance requirements. In concert with the electric motor, the EPA ratings are 44 MPG city/40 highway and I’ve been getting in the low 40s in mixed winter driving. I think that’s excellent, especially considering in cold weather absolutely everything gets lousier mileage than when the mercury is in the higher realms of the thermometer. That said, it should be noted that Toyota has imbued the Prius drivetrain with many clever tricks (like really innovative Exhaust Gas Recirculation plumbing) to maintain engine heat and therefore minimize cold weather mileage deterioration.

The mileage is also great considering how much space the v is packing, which is pretty substantial. I’ll be really interested in how the wagon sells, as I think it could easily become really popular especially with growing families, musicians, sales people, tradesmen, and especially musicians, sales people and tradesmen with growing families. Our well-equipped Three model (which included Navigation and Toyota’s new Entune infotainment interface) had a sticker of $28,150. As the wagon-master said to his caravan: “Hybrids. . . Ho!”

A Pad for the Pony

As I think so much of the new touchscreen integration (and voice, for that matter) popping up on new cars is more shite than Shinola, when I do encounter what I consider to be good use of the technology I need to deliver the appropriate kudos. The Hyundai Equus is a very nice full-size, especially in terms of its inclusion in a very upscale genre of cars for thousands of less than the competition. In addition to a regular owner's manual (which are getting pretty enormous these days, thanks to all the new technology don’t cha know), there’s also an iPad that comes with the car and it’s wrapped in a handsome leather case. This is in addition to the Equus itself, which is kind of like an enormous iPad enclosure you can drive coast-to-coast in extreme comfort. The contents of the owner’s manual is also found here, along with some other goodies like features and benefits (with great 3-D style graphics) and other proprietary materials.

Anyway, this is brilliant use of the device, and it is a pleasure to use. It makes great, logical sense to put this information in this format, although you will have to charge it on occasion. As for so many of the other touch screens on the latest autos? Not so much. The rest of the Equus is much more reasonable in this regard (with more conventional controls and interfaces that work better, all though voice recognition stuff is available). Nice job, Hyundai.

Wheels for a Celebrity Hedgehog

In recent years, GM has had great success with their larger passenger vehicle offerings such as SUVs and pickups. But the subcompact class has been less than solid for the company, largely because the competition has had much better machinery that made the likes of the Chevy Aveo look a bit lacking. Feeble, in fact. Craptacular, some said. OK, that was me. But the esteemed folks at Consumer Reports in their review of the car listed only one high point: turning circle. Sad, really.

So when I heard that GM is replacing the Chevy Aveo with the all-new Sonic, I was curious but not really all that optimistic. I mean, these were the guys that gave us things like the Chevette, Monza, Sprint, etc. and they have been on less than a hot streak when it comes to things without a truck frame underneath. But Dayum, the new Chevy Sonic turned out to be a bit of all right, as they say. Somebody does say that, right? Maybe that’s just Austin Powers. Sad, really.

But the Sonic does not bring sadness, or at least the one I sampled didn’t. The 5-door turned out to be my entertaining Inferno Orange friend while I drove it semi-aggressively for a week, and I really liked the little hedgehog (I have now officially finished with the Sega reference, by the way. It has run its course. You’re welcome). There are a couple of reasons why I like GMs new very small car, and one has to do with its overall driving dynamics. It’s a nice, taut package that handles well and is a lot of fun hustling around tight backroads. In this regard it’s much like the Ford Focus, although I liked it more than I liked the 2012 Focus (or the 2011 Fiesta for that matter). It just made me happier, as if every drive was a fiesta, and it somehow seemed a bit more focused.
(Sorry. Couldn’t resist. I know, I should have).

The engine is a real corker in that it revs really cleanly to its 6,500 RPM redline, and as I tested the turbo model it’s important to note something about the boost the engine gets from this tiny turbine. Observe ye specifications of the two engines available for the Sonic: Normally aspirated 1.8-liter Inline Four, 138 horsepower and 125 lb.-ft. of torque. The 1.4-liter Turbo, 138 horsepower, 148 lb.-ft. of torque. Interesting, no? The main advantage the smaller-displacement turbo gives is increased torque, so is this maybe some strange, invisible homage to diesel engine lovers, who constantly claim torque is everything?

Well, no.

But it does make for some sporty response from the little mill, which is accented by a very nice 6-speed manual transmission. Good suspension compliance and that great wheel-at-every-corner architecture that makes so many subcompacts a blast to flick around are things that you can grow to love (especially if you’ve never experienced them before in such an entry-level car). And speaking of its eco status, the Sonic LTZ had a lot of very cool kit on it, including “leatherette” seating surfaces that are much like leather and they were heated, too, which is always a cool thing. Yes, warm is cool, sometimes. The wee auto is full of little amenities like that, and unfortunately some other things like GM’s goofy interface for the trip computer that requires you twist a ring on the turn signal stalk to go through the menu. It’s awkward, man. This little car deserves better.

The five-door hatchback configuration is still one of the most versatile ones around, and rear seat room is pretty decent and if you fold the 80/20 seatbacks forward you boost cargo capacity to 30.7 cubic feet. Some econobox woes remain, like a fair amount of wind and road noise and no back up camera (which would be very useful as rearward visibility is poorish). Also, even though the car is EPA rated 29 MPG city/40 highway I only managed 28 MPG in mixed driving. True, it was cold, and winter, and these things tend to knock the crap out of mileage no matter what you’re driving (even hybrids and electrics). But still, I did expect better.That said, this is a pretty nifty package overall and easily the most fun to drive of any GM subcompact in recent memory. I came away from the week we were together impressed, and if you’re digging around for a car in this class you should definitely take one for a spin. The MSRP of the nicely-equipped tester I hammered was a charming $18,890. B’bye, Aveo. Hello, Sonic. Things are looking up already in 2012.

Behold the Stealth Hybrid

Well, I tells ya, you can never predict what the Minds of Marketing are thinking. Once you raise to the level of securing a huge contract like a major auto manufacturer you clearly know what you’re doing, so far be it from me to question their judgement. True, not every marketing plan works but my point is nothing like a new automobile goes on sale without a well-considered plan for its image. So the new Buick Lacrosse eAssist must surely have undergone careful scrutiny as to how GM wanted to promote its newest hybrid, and the decision they apparently made was to make the electrically-assisted powertrain almost invisible. I find this fascinating, because it’s a very sophisticated system and you’d think they’d want to advertise it all over the car. But, aside from a few instrument acknowledgments there’s nothing here to tell you there’s an electric motor powered by a 15 kW lithium-ion battery pack helping to boost fuel economy and lower emissions. Strange, that. But then again, there’s certainly nothing wrong with keeping a low profile I guess.

There’s a dandy engine stop feature that (when conditions allow it) shuts down the 182 horsepower 2.4-liter Inline Four at stops and then fires it back up immediately when you release the brakes. The electric motor can add as much as 15 horsepower during acceleration to boost performance, and I managed to get to 60 MPH in an average of around ten seconds. Other than a bit of weirdness on occasion from the 6-speed automatic transmission when coasting to a stop, all hybrid transitions are very smooth which help keep the presence of all that additional e-juju a secret.

The big car (they call it a midsize, but there’s tons of room in them there back seats) handles well and gone is the floaty Love Boat wallowing behavior of Buicks past. Overall the driving experience is quite pleasant, and you get the kind of pampering the nameplate is famous for, along with some very comfortable seating. The EPA fuel economy numbers are 25 MPG city, 36 highway but I only managed a mixed averaged of about 27.4 MPG. Not bad at all for a sedan like this, but not game-changing either. But the bottom line here is I enjoyed my week with the car a lot, and overall thought it was a pretty solid piece. Loaded with goodies like a Navigation System, our sticker came to $36,685.

Roomy Enough For Santa’s Sack

There is something flawed with the male ego in that so much of it gets tied up in the perception of how their associates (and the world at large) interprets their manhood. For this reason they obsess over a car’s appearance and image-enhancement capabilities, regardless of whether or not said transport makes sense for them from a practical standpoint. This is a shame on many fronts, because getting the right vehicle for your real-world needs can be a beautiful thing, all while providing a satisfying companion for your day-to-day transportation chores.

I say all this because minivans are routinely being trashed by individuals who don’t appreciate their utility, versatility and unique persona. I’m not saying anybody has to like anything, nor do I claim to be a champion for van-based motoring that the masses seem too dim to appreciate. I just hate to see something being excluded purely for reasons of perceived image. Minivans are rockin’ good vehicles for moving surprising amounts of people and kit, and can be a veritable base camp on wheels for when you need it. And here we have (as I mentioned on this fine forum a year or two ago) a true mini-minivan in the Mazda5 that is brilliantly useful and surprisingly affordable.

This clever busette is not only a genuine study in efficient interior space utilization, it is really easy to live with even in urban environments. A tight exterior makes parking a simple affair even in a smaller garages, and a sliding door on each side makes access to the second and third row seats a breeze regardless of which side of the road you park on. The third row is kind of tight but certainly serviceable for munchkins and pets, and these seats easily fold flat into the floor to open up the cargo area (44 cubic feet worth of space with the 3rd folded; expanding to 97 with the 2nd row folded. That’s nearly enough room for a lame reindeer).  Seat comfort is good and my test mule had heated leather-trimmed seats up front that were much appreciated in these winter months. Our second row featured Captains Chairs, while the third had the 50/50 third row seats. 

The engine is new for 2012; a smooth-idling 2.5-liter Inline Four with 157 horsepower mated to a 5-speed automatic gearbox. As you might surmise this is no drag racer, but it gets the 5 around fine as long as you’re not climbing grades with a load of Sumos (and in return, it’s very stingy in the fuel consumption department). Features and storage are generous, including numerous cubbies and an unusually deep glove box.

There is room for a lot in this modestly-sized vehicle, but despite it’s clear mission of hauling efficiently it’s actually a lot of fun to drive. Steering is light, and it’s no RX-8 but it can be entertaining once you learn its tendencies. And check this out: the Grand Touring model we enjoyed had the optional rear-seat DVD Entertainment System and we still had a sticker that was barely over $26K. This is with an already very nicely-equipped trim level, which included Automatic Climate Control and a very serviceable standard audio system. Of course, the big thing about this little minivan is how they’ve built so much room in such a small package. EPA numbers are 21 MPG city/28 highway, which are pretty great when you consider how much caboodle you can cram in the sucker. Real Men, and Real Women, appreciate such things.

Bianco Perta, Baby

Well, it took over two decades for the Italian marque to find its way back to the American market, and the complexities that surrounded the company’s recent history (and even not too recent history) is the stuff of business school lectures with state-of-the-art, 3-D H-D flow charts and freshly laundered sock puppets. What I’m trying to say here is, it really is a pretty convoluted legacy. But while I really can’t wade though all that history, I can tell you about the new Fiat auto that is just now becoming available here. Danged if I don’t quite like the little bambino, too. 

The first comparison you make with a car like the 500 Cabriolet is to place it against other sub-subcompacts, like the Mini Cooper and even the oh so minuscule Smart Car. The Fiat is similar to the Mini, but I was intrigued by how it seemed to be a whole ‘nother kettle of fish despite similar dimensions. It feels very different, and while it doesn’t have the “wheel at every corner” go-kart personality to the same extent the Mini does it is a blast to drive in tight quarters. The engine is no Mighty Thor but neither is it a Frail Wheezer, and here’s a shocker: my sampler was saddled with an automatic transmission and this extra-cost minus usually pushes small cars into lawn tractor status in terms of response. 

But not this time, though, for the six-speed unit works really well and is (yes, I may wear this term out in this discussion) a pleasant surprise. The suspension seems better suited for delivering a comfortable ride than either the Mini or Smart, and overall the car felt more solidly constructed than most of the microcars at this point in time (Scion’s iQ is poised to strike very, very soon, so we’ll see). It doesn’t quite carve up apexes like a Mini, but it feels more substantial to me which is a decent trade-off as it’s still a ball to toss around on a stretch of curvy blacktop. The convertible top is slick and clever, and basically is a retractable roof. Even with said roof open the 500 is reasonably quiet for a car in this class, which is all part of this whole refinement thing that turned out to be such a pleasant surprise. Mind you, this particular Cabriolet was packed with lots of optional classy bits including the Luxury Leather Package (heated leather seats and the like), but still the overall impression is of focused design and decent workmanship all through the car; even under the hood. 

Neat Stuff: the tachometer rides inside a circle that’s inside the bigger circle that is the speedometer, and it looks cool. This is far better than the Mini’s massive manhole-cover-in-the-middle-of-the-freakin’-dashboard speedo that has always bothered me. The rear seat can actually accommodate two humans, and although it’s tight to get into it is habitable. The exterior Pearl White Tri Coat paint (Bianco Perta in its native tongue) is lovely, and with the cool blue/white/red racing stripe makes for a very classy exterior.

And, the car is just plain fun. It definitely gets noticed if you’re into that sort of thing, but better yet it uses little fuel (I averaged 32 MPG) and if it proves to be OK in the reliability department might be a really good choice for those needing wheels in crowded urban environments. Oh, and it’s a pleasant surprise, just so you know. I wanted to make sure I got that across. Loaded with goodies, the price of admission was $26,050. Bon Appetito. 

The Hyundai That Howls

I have a problem in that, until very recently, the first thing that would come into my tiny, tortured mind when I saw the word Genesis would be the movie Star Trek II: The Wrath of Kahn. Sad, really. Although, it should be said the film had its moments: “I've hurt you. And I wish to go on . . . hurting you.” Ah, Mr. Montalban, you were a unique treasure.

Anyway, in this flick Genesis was of course a really wild torpedo-shaped technological miracle device that could create a live planet from a dead one, or something like that. These days, when I see Genesis I think of a really nice sedan from Hyundai that goes after the cream of the luxury car market (like Lexus, Infiniti, Mercedes-Benz, etc.) by offering similar features at a much lower price. It’s a very nice effort, and a pleasure to drive even equipped with the standard V6 which is a very refined engine. A V8 can also be had, but really isn’t that big a step up merely because the V6 really is that good.
But, as you no doubt are aware, car companies can’t ever leave well enough alone. There have been Korean elves at work, and they have been laboring really hard on something really surprising, and ultimately very cool. No, it’s not a torpedo-shaped miracle device than can create a live planet from a dead one. At least, I don’t think it can.

No, this creation is a sedan. As if it wasn’t enough that Hyundai built a very decent luxury ride in their Genesis; now these upstarts have really poked their robotic finger in the eye of the other guys by building a performance version of the car that they call the R-Spec. This beautifully understated machine is powered by a lovely 5-liter ‘Tau” V8 that generates a very respectable 429 horsepower. This veritable herd of hosses gets to the rear wheels via an 8-speed automatic with a Shiftronic manual mode, and I was able to regularly get 0-60 runs in the sub-6 second range (with commendable smoothness, I should add). Larger brakes and clever Sachs Amplitude Selective Damping shock absorbers help keep all things chassis in control, and while the ride is still pretty soft (and the steering is a tad too light for my tastes), control remains good when you exploit some of the muscle. The car feels solid and leans more towards ride quality than all-out cornering competence (or more on the Lexus side than in BMW’s neighborhood), but it’s definitely more athletic than the “ordinary” Genesis. Lovely summer 19” performance Bridgestone Potenza Pole Position rubber helps all ‘round, and managed to just avoid the first snow of the season when the R left my possession which means they are very clever indeed.

The interior is as brilliantly understated as the exterior, meaning it’s classy and well-finished without drawing undue attention to itself. All the latest bells and whistles are present (even one of those heinous control knobs similar to BMW’s iDrive or Audi’s MMI), but overall the controls are refreshingly logical and conventional. A great sound system, Smart cruise control, a Lane Departure Warning System and many of the latest tech is well represented, but again in an interior that is more conventional than many in this class these days and therefore (in my view) smarter.

The R-Spec is also a bit of a screamer, what with nearly half a grand of horsepower under the superbly sculpted hood. It’s another case where (like the Boss 302 Mustang I talked about a week or two ago) the machine really turned out to be pretty much exactly what they, being the Hyundaites, wanted this car to be. It’s a very potent, pleasurable rocket ship that will pamper you and your passengers while undercutting a lot of the competition in terms of price. My guess is it will prove ideal for a lot of buyers, and that’s quite an achievement in a very demanding class of cars.

The Goose with Six Gears

But now every genre of motorcycle has a turn-key touring version including cruising, standards, convertibles, and (my personal favorite) the sports tourer. Moto Guzzi has a good un’, too, in the form of the Norge GT 8V. This is a big touring bike that while not quite a full dresser, has big, detachable panniers that are easy to lock and secure (and capacious enough to swallow a full face helmet). The big 1200c air-cooled transverse 8-valve V-Twin has the familiar Guzzi “feel,” but is never annoying and has a generous supply of power in a broad, flat torque curve. The six-speed gearbox has good ratios to match the power output, and 70 MPH in top gear comes at a leisurely 4,000 RPM. The riding position of the 570 lb. (dry) bike is sporting in terms of the knee bend to the pegs but the bars and high and wide enough to make all-day riding comfortable. This comfort thing is enhanced by a really well-designed saddle (31.9 inch seat height; a lower seat is available as an option) and further helped by an easily adjustable rear shock that is perfectly suited for a sport touring rig such as this. Rough-road ride quality is superb, and the shock seems to hold its composure during aggressive cornering as well. The front forks are likewise sorted, and have preload adjusters on the the top of the stanchion as is standard practice these days. As it is basically a Guzzi trademark, there’s shaft final drive that uses sophisticated engineering to reduce “shaft effect” if you get ham-handed with the throttle. 

So all in all this is a pretty fine sport touring ride that has the size, power suspension and goodies to make long days on the road a pleasure, especially if your tastes lean towards taking the roads less traveled. Prices start at $15,990. www.motoguzzi-us.com

The New Boss is Hot

Not the might mill of the ol’ Boss 302, though. It looks great, with plenty of detail work and even the spring tower bridge strut is properly finished so as to welcome inspection. The Mustang fancier approved, and went into detail as about modifications he’d done to his car including fabricating his own spring tower strut years before it was a factory item. So kudos to Ford for sweating the details on this one. It actually should be an important part of the allure of a car like this, and they came through impressively.

This attractive V8 is bolted to a really sharp 6-speed manual transmission, which whether called upon to cruise for burgers or play Bullitt turned out to be a true snickity-snick delight. Great ratios, nice shifter action, and a really well-balanced clutch. Perfect, really, except for the placement of cup holders just behind the shifter which cause ergonomic interference when occupied. Man, I seem to encounter this foible a lot on new cars, as if the interior designers forget that certain models actually come with manual transmissions. You don’t suppose some of these folks have never actually driven a car with a manual gearbox, do you? Nah . . .

 We continue our trip aft and find the same old funky live rear axle, which is still a straight non-independent beam of a thing (as if borrowed from an F150) that is not exactly stellar on bumpy corners but is as well-managed as such a design gets. All the suspension rates are spot-on for aggressive driving and manage to avoid beating you up on rough stuff, which is very cool. The car feels both balanced and solid, with its 3600+ lbs. pretty much negated by light, responsive steering (probably the best weighted electric-boost steering I’ve encountered, excepting the Honda S2000). Also most excellent are the Brembo brakes, which are easy to modulate and hauled the car down from 60 MPH in an average of 114.5 feet. That’s an excellent performance from any car, especially something like this that isn’t priced like an exotic. 

Other great parts choices include superb Recaro seats that are so typical for the brand in that they offer peerless support and comfort wrapped in attractive, durable style. They work better from an ergonomic standpoint that their pony car competitors, and really tie the whole machine together. The hot fudge on this ‘Merican sundae is exterior styling that’s pretty understated, with Boss 302 graphics that walk right up to the mountain, think about going over the top but doesn’t quite get there. The Competition Orange finish on my (Sorry. Wishful thinking. Ford’s) test mule was pretty much flawless with a rich, deep quality to that was very striking. Again, it’s not flashy or overstated; just executed with what appears to be great care. This great coupe was a pleasant surprise in that it’s such a home run in terms of what it’s supposed to be, and easily the best Mustang I’ve ever driven by a margin. Remember, this is coming from a guy who’s really not that into the genre, too. But hey, when push comes to shove who doesn’t like a pony, especially one that can run like the wind? 

A Touch Too Much?

Ah yes, the immortal words of Janet, who, like her fiancee Brad Majors, was a young, ordinary, healthy kid. And it’s a sad day indeed when a bit of healthy touching is frowned upon, but as I do enjoy playing the role of Old Coot (even though I like to think of myself as a middle-aged Coot) I must criticize a bit of touching going on out there, in some of our latest automobiles no less. As we all know, there’s a horse race taking place in what is euphemistically called the “tech” industry (but is actually just the personal computer industry, which now includes mobile phones) to see who can get the most touch-screen interface products on the market the quickest. This exploded with the arrival of Apple’s first iPhone, which for the first time utilized touch in a way that worked better and more logically than ever before. This was the first true mass-market application of a nearly buttonless and switchless operating system for mobile devices, and it spread like a Texas wildfire. 

Quicker than you can say “Sync my ride,” the touch screen was off and running in other areas. On the automotive front the limited use of the touchy-feely way of changing audio and HVAC settings was quickly launched, especially with navigation systems (as there was already a screen ready, nay, aching, to be touched). But Ford has really gone after the technology aggressively in an increasingly inclusive arc, with mixed results in my view. But rather that give you a blow-by-blow account of what I like and don’t like about Ford’s new MyFordTouch interface, I’d rather focus on the big conceptual picture instead as I think it’s more important at this stage of the game. With all the new ways we have to operate electronic devices, and by extension, the devices these devices operate, what are our objectives exactly? 

Here’s the thing: what goes on in the tech field regarding things like desktop and laptop computers, tablets and even our phones is pretty amazing, and change is accelerating at a staggering pace. This technology is having an effect on everything around us, and when it comes to automobiles the introduction of the latest in e-interfaces is being introduced in a slightly more incremental fashion, true, but nevertheless it’s happening quickly compared to the way things have typically been done in the past. But the important question is, is this inclusion of this revolutionary way of operating things going to make our cars work better and more intuitively, or just insure that touch expands into (and permeates) every last corner of our lives? Is the way we control our phones, pads, desktops, laptops, etc. really the way to go when it comes to the cockpits of our cars (which are, after all, the ultimate mobile devices)? True, one of the reasons the iPad is such a smash success is its simplicity in terms of user interface. But is what works for a tablet PC the best form factor for automotive operation? 

Here’s another way of looking at this situation that I find equally perplexing, and even troubling (I’ll call it trouplexing). Right now, PBS is running a Ken Burn’s documentary on Prohibition, and while I haven’t seen any of this program (although I’m sure it’s probably very interesting), taking this history as precedent are we seeing a new type of struggle to regulate something very powerful in the form of bringing the tech communication world into our cars? Here in CT it’s been against the law to use your mobile phone in your car without a hands free device for years, yet just from my own observations it looks like more drivers have their phones planted on the side of their heads than ever before. Much like the masses insisted on drinking alcohol in the USA which killed Prohibition; banning cell phone use in cars w/o the prescribed headsets apparently isn’t going to work, either. So, arguably, there is a certain logic in saying, look, people are going to use their phones, text, use navigation systems, stream from their portable devices, etc. from now on and there’s nothing you can do to stop them. Therefore, we need to use technology to allow drivers to use their technology safely. Right? 

Of course. Such is today’s conventional wisdom.

To address this, we now have technology like Ford’s Sync, MyFordTouch, and all the other competing (primarily bluetooth/voice recognition) systems out there that aim to keep your hands on the wheel while you dictate everything, therefore keeping you focused on the road. It makes sense in theory, but then there’s the dark side that I observe especially when I’m riding a motorcycle in the same environment as people driving their highly teched-out cars. In a way, I see all these miraculous developments as enablers of distraction and see people doing stupid things on a daily basis. Hey, their Ride may be Synced, but their attention is still elsewhere and driving in a safe, responsible manner on the public roadways is suffering for it. 

Here’s an intrigue: remember the extraordinary brouhaha over Toyotas suddenly accelerating by themselves? I smelled a rat from the get-go, especially since the reporting on the alleged phenomena was incredibly one-sided.  As we now know, with the exception of floor mats becoming lodged under accelerator pedals (because said mats weren’t properly installed, BTW), there was nothing seriously wrong with the cars at all. So why was it happening? Funny thing: the time frame information that traced the increasing number of these “unintended acceleration” cases fit nicely on a graph of increasing popularity of cell phones, yet I never saw anybody make this connection in a major media expose´.  And when somebody plowed into another car because they were dialing, taking, texting, eating, fornicating, etc. it was much more convenient to just blame the car. This looked familiar to me, as whenever somebody turns left in front of a motorcycle and causes an accident, they claim they never saw the motorcycle. They are no more likely to admit they saw the bike but pulled out anyway than they are to admit they were dialing their cell phone when they rear-ended some nuns in a van, or took out the front window of a Dunkin’ Donuts because they mistook the accelerator for the brake pedal because they weren’t paying freakin’ attention to what they were doing.

Of course, to help counteract this new phenomena we have more technology thanks to collision avoidance systems (that will activate your brakes when you won’t because you’re updating your status) and even cars that monitor us and tell us when we’re not paying attention and/or falling asleep. Google, a company you may adore but I avoid interacting with as much as possible, is even pushing autonomous cars. They say it’s for safety reasons; I say it’s because they don’t want to have to pay and insure people to drive street-view camera cars. They really are pure Evil, by the way. You have been warned. 

But I digress.

The bottom line here is, the light-speed thunderbolt mega zoomdragon that is today’s rate of technological advancement is a runaway train that is messing with us more than we realize. Everybody’s trying to keep up, and I think the engineers in the auto realm are some of the brightest and hardest-working out there. They are also hip-deep in change trying to wade through how we interact with the world of ever-changing instrumentalities, and find the Way Forward.  But I think they need to slow down and ask some very basic questions. Most important is this: are the changes they are making to the human/control interface making the car easier and simpler to operate, or more complex and more difficult? Are we safer as a result, or just more detached while operating our cars? Funny thing: good mass transit solves an incredible number of these problems, and can let you use your gadgets to your heart’s content. Yet here in the USA . . .  

Well, you get the picture. Now pull over if you want to text it to somebody, OK?