On The Move

Monday, July 11, 2011 For Advertising Information Contact Your Local Cars.Com On-The-Move Sales Team at 599-2329

GM, Nissan wage the gas-electric warEarly buyers of both the Chev-

rolet Volt and Nissan Leaf often traded in a Toyota Prius. They’re fans of solar power. Most of them are men.

When they’re asked why they bought their car, the top answer is the same for both cars’ custom-ers: less dependence on foreign oil. But after that, the difference appears: Volt customers love being able to use gasoline for longer trips via their car’s onboard generator, which takes over after about 35 miles. Leaf customers are thrilled that they won’t ever put gas in their

pure-electric cars — ever.The two mindsets are showing

up in General Motors’ and Nissan’s marketing choices: GM has chosen to label the Volt as “more car than electric.” Nissan says its car is “100 percent electric, zero-gas” in a com-mercial that shows a world burdened by its dependence on gas, complete with an office worker gloomily put-ting fuel into his Chevrolet Volt.

The Leaf passed the Volt last month in U.S. sales, as the Volt’s Detroit-Hamtramck plant shut down for four weeks of updates ahead of increased Volt production later this year. But both Nissan and GM believe their approaches will result

in mass-market sales.Nissan has said its Smyrna, Tenn.,

plant will be able to build 150,000 Leafs annually after production of the electric car starts there next year. GM has officially said its plant will build 60,000 Volts next year, but CEO Dan Akerson has said he hopes GM eventually will build more than 100,000 a year.

At a recent industry green-car conference, Nissan’s North Ameri-can director of advanced planning cheerfully touted the car as gas- and emissions-free — over and over and over.

“We are the greenest car — because we have no tailpipe and

no gas, ever,” Nissan product plan-ner Mark Perry said at last month’s Automotive News Green Car Con-ference. Customers who choose a Leaf over a Volt “bought the car because it has no gas.”

Perry showed a video of Leaf buyers, who said, “I have absolutely no idea what the price of a gallon of gas is,” and, “It’s just a car — except for the fact that there’s no gas gauge.”

While GM executives have empha-sized the Volt’s ability to give cus-tomers freedom from gas, they’re banking on taking the car to mass-market customers who want to have enough power for any length trip —

not just the government-estimated 73 miles a Leaf can travel on one charge. For instance, 57 percent of respondents in a USA TODAY/Gal-lup poll in May said they won’t ever buy an all-electric car — defined in the question as a car “you could only drive for a limited number of miles at one time” — no matter the price of gas.

So the Volt’s commercials talk about driving the car on road trips.

“For longer trips, it can use gas,” actor Tim Allen’s voice says in one ad, reassuring an electric socket that “you can do this. Any socket can.”

By Chrissie ThompsonDetroit Free Press

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Page 2 / Monday, July 11, 2011 Tallahassee Democrat / OnTheMOve

Mitsubishi roars back with 2011 Outlander SportThe relative rarity of Mitsubi-

shi cars these days confirms the company’s status as an underdog automaker. Mitsubishi ranks sixth out of the seven Japanese manu-facturers in U.S. sales, just ahead of Suzuki.

But through the first five months of 2011, sales have increased an astounding 61 percent versus the same period last year, making it the fastest-growing mass-market automaker in the U.S. Much of the growth is due to its newest mod-el, the 2011 Outlander Sport. The Outlander family now accounts for almost one-third of the com-pany’s sales.

The 2011 Outlander Sport dem-onstrates Mitsubishi’s embrace of a fun-to-drive, eco-friendly man-date as it presses ahead into the 21st century after a decade of tur-moil that saw the company sepa-rate from Chrysler, then suffer through vehicle defects and a con-sumer financing fiasco.

Starting at $19,275, the Outland-er Sport is a value-oriented cross-over that’s priced to move the com-pany into the future.

It’s also a crossover that strives to play off the name recognition of its older, seven-seat sibling, the Outlander SUV. The five-passen-ger Sport is just smaller. Although the height and width are similar and the wheelbase is exactly the same on both cars, it’s as if a knife sliced off the excess on the Out-lander’s front and rear ends, short-ening the car almost 15 inches and lightening the load by more than

200 pounds. Designed to carry more things

than people, the Sport does away with the Outlander’s third row of seats in favor of cargo space. A snubbed front end also offers off-roaders and mountain-goers a bet-ter incline angle going uphill.

I was testing the top-of-the-line version of the Sport, the SE. It was equipped with a premium package that upgraded the stan-dard 16-inch wheels to 18s, among other things. The Sport is avail-able in two trims, the base model ES with two-wheel drive, and the SE with either two- or all-wheel drive. My SE tester was all-wheel drive; it had the option of switch-ing between two-wheel drive, and

part- or full-time four-wheel drive with the help of a knob just south of the gear shift.

Driving in two-wheel drive would have saved me a few bucks in gas, but L.A. is riddled with pot-holes. So, even though potholes are the only inclement condition South-ern California drivers are likely to experience this June, I kept the car in part-time four-wheel drive most of the time in case I needed to perform a radical swerve.

The all-wheel-drive Sport SE gets an estimated 26 miles per gallon combined, according to the Environmental Protection Agen-cy. That’s decent for a car of this capacity, and also surprising con-sidering its flat and wide front end.

Like many new cars, aerodynam-ics have been optimized on the Sport, most notably around the side-view mirrors.

The Sport is powered with a 2-liter, inline-four-cylinder engine. On the SE, the transmission is con-tinuously variable and, for those who take the vehicle’s name to heart, equipped with paddle shift-ers. For those who don’t, there’s an Eco lamp that rewards drivers with a green light on the dashboard whenever they’re driving like a member of the Sierra Club.

Borrowing some technology from the automaker’s soon-to-be-released, pure battery electric vehicle called the Mitsubishi i, the Sport is equipped with a regen-erative alternator that harnesses kinetic energy when the car is slowing and feeds it back into the battery to power accessories.

Mitsubishi is best known in the U.S. as an automaker, but it is also an electronics company. That resume is apparent in the car’s tastefully understated driver controls and embrace of LED light-ing. Many of its dials are awash in a faint orange glow, including the edges of the panoramic sunroof in the car I was testing.

Electronics did not, however, make their way into the controls for the seat, which need to be posi-tioned by hand. Since most people are the sole drivers of their cars and won’t need to adjust their seats daily, these manual controls are hardly a deal-breaker.

A direct competitor of the Kia Sportage and Hyundai Tucson, the Outlander Sport is another value

offering in the expanding cross-over category — one that offers an impressive number of features for its price point. Even on the Outlander Sport ES base model, steering wheel audio controls and Bluetooth are standard.

Sirius Satellite Radio, a 710-watt stereo and the 40-gigabyte navigation system with rear-view camera are, of course, extra.

Although the Outlander Sport can be made more luxurious with factory options, it is, at its core, not as rudimentary as its base price would indicate. It’s fairly quiet, it handles well and it’s comfort-able. Mitsubishi, welcome back to the fold.

By Susan CarpenterLos Angeles Times

Delivery fees on new vehicles set by the manufacturer

QUESTION: We are in the market for a new car, and we are examining the prices very closely to get the best deal we can. We see the shipping, or trans-portation charges, that are included on every new vehi-cle, but they seem to vary so much. Can you explain?

Are they negotiable? —R. Baxter, Plantation,

Fla. ANSWER: It is con-

fusing. When I lived in Detroit, I recall standing at a Ford dealer in sight of the Wayne, Mich., factory where they built SUVs. I was looking at the stick-er on one of those SUVs at the dealer lot, wondering why there was a “delivery

fee” of about $750, when the factory was a half-mile away.

The explanation: Deliv-ery fees are an average of what it costs to deliver the vehicle to dealers across the country, as well as delivering parts from sup-

pliers to the factory. Prices are set by the manufactur-er, not individual dealers.

This does not mean it always makes sense, though. Ford charges $805 to deliver a Taurus from the factory in Chicago to a dealer in Florida, and $825 to deliver a Transit Con-nect from Turkey. Note that this cost is marked as freight, shipping or deliv-

ery, and it should be print-ed on the sticker by the manufacturer. If a dealer is charging a separate fee for delivery, I’d consider that added profit, and as such is very negotiable.

Q: In a recent column that gave your tips on pro-tecting the interior of a car from heat, you men-tioned putting seat covers over seats. This is specifi-

cally mentioned as a no-no in our daughter’s new car manual, as it would inter-fere with built-in airbags. We know this because she bought the new seat cov-ers, then read the manual.

A: Great point, thanks. Seats that have built-in air-bags do require either spe-cial seat covers made to work with the airbags, or no covers at all.

By Steven Cole SmithMcClatchy-Tribune News Service Q&A

Mitsubishi/MCt

The 2011 Outlander Sport demonstrates Mitsubishi’s embrace of a fun-to-drive, eco-friendly mandate as it presses ahead into the 21st century.

2011 MITSUBISHI OUTLANDER SPORTn Base price: $19,275 (includes destination charge)n Price as tested: $27,575n Powertrain: fuel-injected, 2-liter, inline-four-cylinder, DOHC, two- or four-wheel drive, Sportronic continuously variable transmission with paddle shiftersn Horsepower: 148 at 6,000 rpmn Torque: 145 pound-feet at 4,200 rpmn Wheelbase: 105.1 inchesn Overall length: 169.1 inchesn Curb weight: 3,263 poundsn 0 to 60: 8.8 secondsn EPA fuel economy, 2WD: 25 mpg city/31 mpg highwayn EPA fuel economy, 4WD: 24 mpg city/29 mpg highwayn Final thoughts: Value-added functionality

OnTheMOve / Tallahassee Democrat Monday, July 11, 2011 / Page 3

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One of the tricky challeng-es of testing and reviewing cars each week is making the switch from one automotive segment to another. Imagine a food critic sampling a Mor-ton’s strip steak one week, then assessing McDonald’s latest burger the next.

Let’s face it: It’s unjust to let last week’s luxury ride influence your views on this week’s fuel-miser economy model.

Once in a while, howev-er, there is a pleasant sur-prise. That happened when I emerged from a $200,000 Bentley Continental GT to drive the far more afford-able Chrysler 300C. That’s saying a bundle.

Now I won’t pretend to compare these two pound for pound, but I will say that the 300’s drive, newly luxurious interior and back-seat roomi-ness had me quickly making comparisons. Hey, someone did once call the 300 Ameri-ca’s small Bentley.

From the outside, many will not notice astonishing changes. But know that the 2011 300C represents a major overhaul. Chrysler says it has revised nearly every major component.

It retains the square, angu-lar look but the lines have been softened just a bit. The windshield is raked back more but, overall, I think it manages to keep the mus-cular look while attaining a higher level of sophistication. And LEDs now light the way in the headlight cluster.

But it’s inside where the real renaissance took place. Style, function, and the quali-ty of materials are all a brick-load better. Everything you lay a hand or finger on just feels better: The center stack, the dash, the door panels.

Instruments are bright and clear and easy to read, espe-cially the new speedometer and tach. The navigation sys-tem, too, has new and bigger numbers and graphics upon its 8.4-inch touchscreen.

The thick, leather- and

wood-trimmed steering wheel felt too thick at first but is easy to get used to. The buttons on the wheel even feel like they have more snap this time around.

Seats are comfortable and headroom, legroom and shoulder room are abundant. In fact, with all this comfort and plush materials, you’ll think you are in one of those really pricey models. Back seat room is decent, too.

Trunk space won’t blow you away but is an acceptable 16.3 cubic feet, plenty for the golf clubs or $150 worth of groceries. Of course, $150 of groceries fits in smaller spaces every year.

On the road, the rear-wheel-drive 300C is a smooth and quiet excursion. It is tru-ly a touring car; steering feedback alone will remind you this is not meant to be a sport sedan. Still, the Tour-ing suspension is firmer this year and displays less roll on the curves. The base sus-pension is more geared to comfort.

There’s no lack of power when it comes to the 5.7-liter V-8 Hemi. Little changed from last year, it puts out 363 hp and can get up and go to 60 mph in under six seconds.

But, pardon me, the new Pentastar V-6 with variable valve timing deserves seri-ous consideration, too. This is a wonderful 3.6-liter power-plant that replaces the lack-adaisical sixes of last year. Carting along 292 horses, it tops even the better of last season’s V-6s by 42 horses.

Speed for both engines is regulated by the same five-speed tranny, but Chrysler has said an eight-speed is on tap for later this year. That should better the mileage

figures of 15 city, 18 highway for the Hemi and 23-27 mpg for the V-6.

Of course, you can shift yourself by tapping the shift-er side to side. But I can’t imagine many would be inter-ested.

All 300s come with ABS, stability and traction control, driver knee and side curtain air bags. Back-up camera is standard on all but the base. Pay more for a terrific Safe-tyTec package that includes blind-spot warning, front and rear parking sensors and col-lision warning.

The base 300 gets plenty of goodies: keyless entry, eight-way power seats and four-way lumbar adjustments, tilt and telescoping leath-er-wrapped wheel, a touch-screen info center and six-speaker sound system — not to mention the audio jack and iPod connection.

The Limited gets 18-inch wheels, rear-view camera with a host of options like memory seats, heated and cooled cup holders and a pow-er rear sunshade.

If you have an extra $7,000 lying around, The 300C includes the luxury pack-age plus a V-8 Hemi engine, upgraded info system with navigation and better brakes and suspension. All-wheel-drive is available and it adds 19-inch wheels rather than the 18-inchers on the Lim-ited.

From the outside, the revi-sions to the Chrysler 300 aren’t dazzling. But, inside, the fit and finish and quality of materials is impressive. It could just make you feel good enough to offer a wink and a nod when that Bentley goes cruising by.

By Barry SpykerMcClatchy Newspapers

2011 Chrysler 300 offers hefty dose of luxury

Chrysler/lA Times/mCT

Five years ago, Chrysler’s then-new 300 sedan walked into the ring and delivered a knockout blow to the rest of the full-size car market. Now, Chrysler’s rear-wheel-drive prizefighter is returning for 2011 with the tempered maturity of a champion that is less interested in establishing a name than maintaining one.

2011 CHRYSLER 300Cn Base Price: $27,995 (including destination charge)n Limited: $31,995n 300C: $38,995 ($41,145 with all-wheel-drive)

From the out-side, many will not notice aston-ishing changes. But know that the 2011 300C rep-resents a major overhaul.

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On The Move