Sep 242012
 
2006 Civic

Editor’s note: Not all car lovers are nuts-and-bolts people. Many don’t understand how most critical systems work. People for whom cars hold a sentimental or emotional value (“sentimentalists,” if you will), though, are an integral part of the automotive community. Far too many see the car as an expensive appliance and fail to appreciate the impact they have on our lives.  Sentimentalists provide that middle ground between car nerds (like, say, me) and the automotive philistines that carmakers seem to slowly be pandering to more and more. Here is one person’s story – an excellent example of why you don’t have to be a level-5 gearhead to love cars. –Chris

Full disclosure: this will not be a “car guy” post like you have seen before on this site, primarily for the following reasons:

#1: I’m not going to talk about things like tire size, horsepower, torque, steering, chassis, engines, or specs. Those posts are great, but I’ll leave those to the real experts.

#2: I’m not a guy.

I do, however, have a keen appreciation for and odd sentimental attachment to cars.

First, there’s something you have to understand about me. For my entire life, I’ve been developing these profoundly sentimental attachments. I blame this on all the hours I spent with my dad listening to music as a child. I’ve been heavily influenced by Cetera-era Chicago, Gilbert O’Sullivan, and countless other “mellow” soft rock artists. This was reinforced by my elementary school music teacher who made us sing the greatest hits from Chicago, The Carpenters, and, later, Ace of Base.

The music inspired not only a fierce sense of sentimentality, but a flair for the dramatic, as well. When I was seven my mom told me she was throwing my favorite stuffed animals (and best friends!) away because I didn’t clean my room. I “borrowed” her camera and spent a whole afternoon sobbing while carefully posing and photographing my stuffed animals so I could remember them forever.

She never threw them away. I still have them. It’s not weird. But I digress.

In 1986 my parents purchased a brand-spanking-new, red, shiny, luxurious, enviable… Chevy Astro. It was not even to be the boxiest of vehicles we would own. The van was great. So much cooler than my dad’s old Cutlass Ciera (don’t get jealous) or the Pontiac LeMans that would later replace it.

I loved that van, not for the piece of machinery that it was or any features it had (the only feature I was aware of, by the way, was one that I later learned was not even native to the vehicle: America’s History album on cassette, playing over and over and over again). I loved that car because of what it represented to me: childhood. It was family vacations to Ocean City, days spent at my grandma’s swimming pool with my cousins, and even bringing my newborn brother home from the hospital.

So in 1995 when my dad announced that we were trading in ye olde Astro for a brand-spanking-new model, a white, shiny, luxurious, enviable Ford Windstar (what-what?) … I threw a fit. I was twelve, and therefore probably just a tiny bit on the incredibly freakin’ dramatic side, but seriously. He was trying to destroy all of my happy childhood memories and I would never accept that Windstar as a new era for me.

For the first half of my teenage years, my bedroom walls were 100% covered, floor-to-ceiling, with pictures of Jonathan Taylor Thomas that had been carefully removed from Tiger Beat, Teen Beat, and Bop! magazines. The outside of my bedroom door, on the other hand, was adorned with a picture of a Ford Windstar that I had cut out of one of the dealership books we’d received. I used construction paper to cut out a big circle to enclose this image, and then placed a slash through it.

My friends thought I was super weird. I was just making a statement that all ‘tween girls make, though.

I am completely anti-Ford Windstar.

I never did accept that car. Not even years later when I sometimes practiced driving in it. I hated it with every fiber of my being and liked to frequently tell my dad how it was such a piece of crap. After it broke down on the way to Florida and the closest Ford garage refused to service it, he finally started listening to reason and agreeing with me. Clearly I was so knowledgeable.

Gosh. It was like he hadn’t even grown up as the car guy son of another car guy.

(For the record, my paternal grandfather died before I was born, but he was a successful used car salesman. He and my dad and my uncles used to go to car auctions and drive around in basically whatever car they wanted. So cars have been a thing for me pretty much since I was three and my dad invented a game for us called “guess the make and model of the next car that drives by our house.”)

Anyway, there’s no point in walking you through every vehicle my family has owned and my weirdo attitudes about them. Suffice it to say that we found our groove with Honda years ago, returning to that manufacturer after the 1992 Accord we had leased for a while was deemed to be one of the best cars we ever gave back.

2000 Honda Accord

Me with the 2000 Accord, heading to my Jr. Prom to dazzle people (and weird them out) with information about the Accord’s disc brakes.

I learned to drive in my dad’s 1996 Honda Civic. I named her Cyndi, and I loved the hell out of that car (even when her manifold was cracked and she sounded like a bar fly.) His next move was a blue 2000 Accord (which, given my fondness for the Grinch, I named Cyndi Blue-Who). I accompanied him on a warm May afternoon to pick it up at the dealership. He let me drive it off the lot and back to our house, and I drove my date and myself to my junior prom in it later that evening. While all of the other girls were talking about how many bobby-pins and gallons of hairspray they’d used or where their flowers had come from, I was the weirdo trying to tell people about the Accord’s disc brakes.

Like a race car, guys!

So anyway, fast forward to October 2005. I was driving around in a used 1991 Accord that, prior to my college graduation, my sister and I had shared (at least until my dad bought his box o’fun – a “sunset orange pearl” Element, and undoubtedly the boxiest vehicle we ever owned). Its name was Winslow and it smelled like old man pee (according to one friend, and the sentiment just sort of stuck).

I was just about two months into my first real-world job teaching ninth graders how to speak English “real good and stuff” and my crippling student loans hadn’t kicked in just yet. Plus, paying suburban rent every month actually made my checkbook cry. My dad and I had discussed how I wanted a new car and that hopefully I’d be able to afford one soon after I saw what my loans were going to be like. I’d even told him that I kind of liked the look of the upcoming 2006 Civic.

“That light blue color is really sharp,” I’d said, proving my coolness.

So I was sitting outside my friend’s apartment complex one Saturday afternoon that October, talking to Dave Coulier on the phone. (Yes, that Dave Coulier. Cut-it-out!) I’d be happy to tell you how it came to be that I was talking to this man of Full-House-and-Alanis-Morrissette fame on the phone, but leave a comment if you want to know. I should really try to stay on topic.

Dave and I were discussing how I taught ninth grade English and my students called me The Hatchet. He informed me, ever so wisely, that Mary Kate and Ashley had been in ninth grade once. In the midst of this stimulating conversation, my cell phone beeped to inform me that my dad was on the other line.

“Well, Dave, this has been fun, but my dad’s calling me.” Happy trails, Dave. He was a really nice guy.

I answered the phone and my dad just launched right into it.

“Hi, Renee. Hey, I just wanted to let you know – I hope you can afford to make car payments because I just ordered your car for you. It’s an ’06 Civic, that light blue color. It’s going to be manufactured in early December and you’ll have it by Christmas.”

Le sigh. I was excited about my new car for sure. But I have this little problem with anxiety attacks (see: above story about stuffed animals) and so I freaked out for a while about making payments.

It was December 22, 2005 when I parked Winslow in the lot at the Honda dealership by my parents’ house. I thanked him for his years of service and told him to take it easy.

A number of formalities later, Ken, my dad’s Honda salesman of choice, walked me out onto the showroom floor and introduced me to my new car, Beverly. Cue up Tchaikovsky’s Romeo & Juliet Fantasy Overture. (No, seriously, click on that. It’s cued up to exactly what I heard in my head when I saw my beloved Beverly for the first time. Totally normal.)

2006 Civic

Almost seven years later, she still sings “Forever Your Girl” to me. (I have absolutely nothing to do with it.)

Bev and I have had our share of tough times – namely when I had to stand outside a very tall gate at 2 a.m. with $150 in exact change (aka, my whole savings account at the time) and wait for a guy named Donny in an F-350 to retrieve her from the tow company. Or when she just stopped on the highway and made me walk up a hill in heels in mid-June in Virginia.

I’ve never outgrown that sentimental attachment to my car. Sure, I look at other cars. I think about what I might like in the future, but I’m attached to mine, especially now that she’s paid off and actually mine. I know I can’t possibly be the only person who has conversations with my car. I might, however, be the only person who suspects her car is pals with the Transformer Bumblebee. When I’m in my car, I think. I work out problems. I talk to myself. I’m also totally obsessed with music, and Beverly, like Bumblebee, seems to have a knack for playing the perfect song at the perfect time. (Again, it’s not weird.)

Driving, for me, isn’t just a mode of transportation. It’s an enjoyable activity and it helps me clear my head. Sometimes I like finding myself in challenging driving situations. Sometimes I like getting lost and figuring my way out, even if I’ve made the trip more difficult than it really needs to be.

I might not be able to rattle off specs, but that doesn’t change the fact that I still enjoy and appreciate cars. It certainly doesn’t change my attachments to them, strange as they may be. This is my car story. What’s yours?

Renee is waiting for someone to write a song about her life so that she can just quote the lyrics in her author bios. In the mean time, connect with her on Twitter: @writingrenee.

Aug 172012
 

Some cars are lauded for their ability to produce raw power, while others are lauded for exceptional fuel economy or styling. I am taking a slightly different approach for praising this week’s Car of the Week by taking a look at specific output, which is a calculation of an engine’s power generation efficiency. I, along with others, calculate and compare this by looking at the horsepower to displacement ratio (in terms of HP/L). This week’s Car of the Week is not the absolute best in specific output, but it is best I found in the “under $100,000″ category. With this being said, we give you this week’s Car of the Week:

2000 Honda S2000

Why?

Well I guess I already started this discussion, so let’s jump into some details. The first generation Honda S2000 sported a “small” 2.0-liter engine —  so small you would think it is out of a Honda Civic. However, this engine surprised us with plenty of horsepower and a redline around 9000 rpm. If you have the room to rev, this engine delivers: its power peaked at 240 hp, giving it a specific output of 120 HP/L.

Now, we have to look at some other power packed cars to get a flavor for just how efficient this engine really is. I looked at every manufacturer selling cars in the USA, from A to V. What I found surprised me a bit. Some of the fastest, most powerful cars were also the most inefficient. Take a look at this list. I only found one car that beats the Honda S2000 in terms of specific output. (All specific output calculations given as HP/L)

  • 2010 Dodge Viper SRT-10 — 71
  • 2011 Cadillac CTS-V Coupe — 90
  • 2005 Acura NSX 6-speed — 91
  • 2011 Ferrari 612 Scaglietti — 93
  • 2010 Bentley Continental GT Speed — 100
  • 2011 Chevrolet Corvette ZR1 — 103
  • 2012 Mazda Mazdaspeed 3 — 114
  • 2011 Porsche 911 GT3 — 114
  • 2000 Honda S2000 — 120
  • 2011 Porsche 911 GT2 RS — 172

Let’s talk about this list for a minute. I’ve put some pretty super cars on this list just to show how exceptional the Honda S2000 is, not only in its time but also when compared against today’s models. The S2000 was way ahead of its time in terms of specific output. Only the Porsche 911 GT2 model line (introduced in 2002) does better. Most surprising to me is just how inefficient the Dodge Viper is in generating its power. Now, of course if you’re simply looking for raw power and the ability to burn up some tires, the Viper does the job just fine.

The S2000, though, is in a class by itself.

About the Car

The 2000 Honda S2000 was offered in only one trim level with the one engine and transmission choice. The car was equipped with a 2.0 L I4 generating 240 hp @ 8300 rpm, which was mated to a 6-speed manual in a rear wheel drive configuration. That’s right, Honda actually made a second production RWD vehicle. All of it put together made for perfect 50/50 weight distribution.

The S2000 was Honda’s successful launch into the two seater roadster market, going against the likes of the BMW Z3 (69 HP/L), Mazda MX-5 Miata (78 HP/L), Porsche Boxster S (78 HP/L) and Mercedes-Benz SLK 280 (80 HP/L) being offered same year. With the S2000 falling right in the middle of the price range, it gave buyers a lot to think about in terms of what they were getting for their money. If only it was marketed using this argument…

I found only one model line that beats the S2000 in the specific output category. It took a turbocharger to achieve that feat. Now I challenge you…can you find another model line that matches up to the efficiency of the S2000?

Other Resources

Wikipedia: Honda S2000 (To be taken with a grain of salt, of course)
S2000 Owners Club of America
S2KI Owners Community
Edmunds.com road test of the 2000 Honda S2000 

Chuck can be followed on Twitter @ChuckWhatTheF where he tweets about cars and other things “dudebros” are talking about.

Some photos in this article are freely sourced from Google. If you take issue with the usage of any image, please contact us and we will remove it.

 

Jun 222012
 

To know me is to know that I am an Acura enthusiast. How could I not be? I am the happy and extremely proud owner of the 2003 Acura CL Type-S covered in a recent Car of the Week article (in case you missed it, read about it here). That CL is now sporting 257,000 miles and continues to be a strong cruiser and daily driver.

When I look at how I got to acquiring the CL in the first place, I find that I justified it both by staying true to my price range and by trying to satisfy my lasting desire to own one of its predecessors (part of me still wants a late model Legend in a slick 6-speed). With all of this being said, this week’s Car of the Week pays tribute to the car that started it all for the CL, and more importantly for Acura:

1986 Acura Legend

Why?

The 1986 Acura Legend was the flagship model for the newly debuted Acura brand. This Legend gave birth to the Japanese luxury car industry and started pushing the luxury car envelope about four years before Toyota and Nissan introduced their answers with Lexus and Infiniti respectively. Their response was so slow it appeared that they didn’t hit the drawing board until this Legend was released.

The ’86 Legend declared a war against German and American luxury automakers that were producing less inspired, lower quality cars (of course this war continues today). It satisfied emerging consumer requirements for reliability, styling and quality that couldn’t be met by German or American offerings.

The ’86 Legend gave car buyers and enthusiasts a taste of what Honda had been cooking up in the kitchen. We saw many Honda firsts with this car, most notably the introduction of a V6 and four wheel double-wishbone suspension. This made for a ride that was quick (at the time) and handling that was tight and predictable. Coupled with Honda’s well known track record, this was a competent, long lasting daily driver and family hauler for a new breed of buyers.  Many first generation Legends are still driving around to this day.

About the Car

The 1986 Acura Legend was offered with one engine, a 2.5 L V6, good for 151 hp. In ’86 that was more powerful than the BMW 528 and the Audi 5000 non-turbo, and comparable to the Audi 5000 turbo. The ’86 Legend was available with only one option choice: manual or automatic transmission. Limited options was, and continues to be, the way Acura builds and sells their vehicles, which likely helps them keep costs under better control compared to the competition.

The 1986 Acura Legend set a new standard for what we could expect from a luxury car. It is truly Legend-ary.

Other Resources

Wikipedia: Acura Legend (to be taken with a grain of salt, of course)
Acura-Legend forum
Hemmings Blog “Class of ’86″ feature on the Integra and Legend

Chuck can be followed on Twitter @ChuckWhatTheF where he tweets about cars and other things important to the average “dudebro.”

Some photos in this article were freely sourced from Google. If you take issue with usage of any image, please contact us and we will remove it.

Jun 152012
 

Astute readers of this site will probably note that I have had some difficulty keeping Car of the Week a truly weekly piece. Some of that is laziness on my part and some is actual schedule and personal conflicts. Whatever the case, though, in the coming weeks we will be trying something new. Astute observers may also have noticed that Gearheads Anonymous has also gained a few new writers over the last month. So far they have only been contributors of individual opinion pieces, but that is about to change. Next week, for the first time, the Car of the Week will be written by someone other than me.

This does not mean that I am not going to do them at all anymore, but if several people are writing them my hope is that some variety and a sense of freshness is injected in to the process. Want to write one? Use the contact info in the “About Gearheads Anonymous” tab above. I’m always happy to have contributors.

This week, though, I have for you a car that brought Honda back to its roots in the U.S. market:

2007 Honda Fit

Why?

By 2006 the “small” Honda Civic had grown in size by 10 inches and 600 lbs over comparable Civics from the late ’80s and early ’90s. The Civic, in fact, was about the same size in 2006 as the midsize Accord was in 1990. The Civic is not unique in this, though. Most cars in the U.S. market have grown at a similar rate. It is startling to take a moment and consider, though. Sure the Civic still gets good gas mileage, and it is still smaller than the Accord, but it has lost some of that small car feel that made it so enticing in years past.

With the Fit, Honda sought to bring that feel back to American car buyers. Though it had been on sale for several years in Europe and Asia (under the Jazz name), 2007 was its first year in the U.S. and it made a splash. Where Toyota’s Yaris felt and drove as cheaply as it looked, the Fit immediately earned a reputation as a quality small car.

It did all of the things those early Civics did — got great gas mileage, handled well and looked good without looking outrageous — and managed to stay small without being spartan. Only one engine option (a 109 horespower, 1.5-liter four cylinder) was available, paired to either an automatic of five-speed manual. The car itself (which was only available as a 5-door) could had in either base or “Sport” trims. Both were priced well below $20,000.

The Fit, then, checked all the right boxes at just the right time for many American consumers. It will probably never outsell the Civic, but to me the Fit is the more interesting car. It does more with less, which is an equation that has always appealed to me.

About the Car

The Fit was introduced to the rest of the world as the Honda Jazz in 2001 and 2002 but, as I said above, did not hit American shores until late 2006 as a 2007 model. Different regions of the world get different engine options, but here there was only one: the 1.5-liter gasoline engine.

The Fit ran in that form until it received a substantial update for the 2009 model year. The body was redesigned, but retained its 5-door wagon layout. The sole engine option remained a 1.5-liter four-cylinder in the U.S. Other regions got a hybrid option, but Honda decided that a Fit hybrid would compete with its new Insight and existing Civic Hybrid models, so it was not offered to American buyers.

A limited-production electric Fit (or Fit EV) is currently scheduled for the 2013 model year, but no additional major changes are expected to the model line in the next couple of years.

Other Resources

Fit Owners Club
Fitfreak.net Unofficial Honda Fit and Honda Jazz forum
Wikipedia: Honda Jazz and Fit (to be taken with a grain of salt, of course)
Car & Driver long-term road test of the 2007 Fit

Some photos in this article were freely sourced from Google. If you take issue with usage of any image, please contact me and I will remove it.

May 042012
 

You know how some cars are an indelible part of your childhood? Maybe not for everyone, but for most gearheads there are a few key cars (and sometimes only one) that stand out as the ones that kept them hooked in the formative years of automotive addiction. For me there were a few, but this week I wanted to look at the one that was always at the top of the list:

1993 Acura NSX

Why?

When I first started getting in to cars, I devoured every Motor Trend, Car & Driver, Automobile and Road & Track I could find. From the years of 1995 through 1998 I read nearly every issue in my quest to learn as much as possible about my new interest. In particular I loved the comparison pieces, where the writers would take a group of similar cars and rank them.

Simple car reviews were well and good, but for a 14 year old kid who had little interest in reading about whether Honda had added leather seats as an option for the new Accord, these comparo pieces were where the real meat was. And when, inevitably, one of the magazines did a supercar comparo, it was akin to Christmas for about 20 minutes while I read it, poured over the stats, then read it again. A perennial favorite of the editors, and of mine, was Acura’s NSX.

Though it was always out-powered and frequently out-egoed by European stalwarts like  Ferrari and Lamborghini (and often the Dodge Viper and Corvette as well), the NSX could still be found near or at the top of the rankings virtually every time. What made this car so great to the testers was that, despite is high performance potential, it still drove like a Honda. It was great fun, easy to drive and reliable – all things that the Italians and Americans of the time hadn’t really figured out how to do at once.

It was, then, a dream come true when a member of my extended family bought one (a ’93 model) back in ’98 and I actually got to drool on it in person. He still has that car and I have been privileged enough to do a few tune-ups and some light work on it. So it was formative in my imagination and again even more so as I got more experience in getting my hands dirty.

Yeah, I guess now that I think about it, there really was only one.

About the Car

Acura introduced the NSX in 1991 in the U.S. market to great fanfare. Its all-aluminum body and engine were, for the time, an engineering masterwork. It was designed and tuned with input from the likes of Ayrton Senna and Alex Zanardi and featured a mid-engine, rear wheel drive layout and near-perfect weight distribution. It was recognized at the time (and still is) as one of the most forgiving mid-engine cars ever built. The 3.0-liter V6 made 270 horsepower and was available in either a 5-speed manual or 4-speed automatic.

In 1995 Honda added a targa top to the NSX and in 1997 it was given a more powerful 3.2-liter V6 and a 6-speed manual gearbox. The automatic trans cars kept the old 3.0-liter.

Other than the t-tops, the body went unchanged until 2002 when Honda updated it to include fixed projector headlamps and HID lights. Even that, though, did not significantly change the character of the car. It was made in this form until it ceased production in 2005.

Honda has toyed with a replacement a number of times and all have come to naught. Until the last one, that is, which will apparently see production in 2015. I will believe it when I see it. If the images we are seeing now are to be believed, it will be markedly different than the car I grew up loving. It will, however, be pretty cool.

Other Resources

Acura NSX Registry (online registry for current owners)
NSX Club of America
NSXprime.com
(online community for NSX enthusiasts)
Wikipedia: Acura NSX (to be taken with a grain of salt, of course)
Car & Driver review of the 2002 model

Some photos in this article were freely sourced from Google. If you take issue with usage of any image, please contact me and I will remove it.

Apr 132012
 

I had two friends throughout high school who played a large role in my development as a gearhead. One I have already covered in previous discussion on the ill-fated Probe. The other, I will cover this week. This story, I am pleased to say, has a much happier ending.

2003 Acura CL Type-S Continue reading »

Apr 062012
 

Okay, I have gone long enough without a Honda in this spot. I am a major Honda-phile and it has taken some serious restraint up to this point to choose cars from other brands so that I did not seem to be biased. That ends now. This week’s Car of the Week is one of my favorite Hondas of all time:

1999 Honda Civic Si Continue reading »

Apr 042012
 

When it comes to cars, Americans love their tradition. Ours are some of the oldest carmakers in the world, with the rich histories of OldsmobilePontiacPlymouthAMCEagle and Mercury adding to the culture of their parent companies.

Hm.

Okay, so maybe I exaggerated a little; maybe we have killed off more car history in the last 25 years than we have created. The fact remains, though, that America is the source of some of the greatest continuing nameplates in automotive history – the Mustang and Camaro, the Chrysler 300 line, the Corvette, the Charger and Challenger; the list goes on for quite a while.

But it’s not just the American companies that have long-lived, historic nameplates. The Honda Civic has been around the U.S. market for 40 years (it was introduced in ’72 as a ’73 model). The Toyota Corolla, introduced in 1968, is even older. It is a similar story with regards to their larger siblings, the Accord and Camry. These cars have been with us for so long that the names, and the cars themselves, it seems, have become beloved.

Or have they?

Last year, Toyota put out a press release detailing its upcoming 2012 Corolla. Included with the usual self-congratulatory descriptions of the car’s features was the following line: “The Corolla’s design, created with input from styling studios in Turin, Italy, strikes a sporty profile.”

Predictably, that quote was greeted with something bordering on raucous guffaws by the automotive world. The folks at Jalopnik had a particularly tongue-in-cheek reaction that I found thoroughly amusing. All joking aside, though, this does raise an interesting question from a communication perspective: if these cars have come to a point where their makers are reaching this deep to make them appear to be something that they clearly are not, simply to make them interesting, might it be time for a reboot?

2012 and 1973 Civics

Let’s take a moment and reflect on what these cars were and what they have become. The 2012 Honda Civic is roughly the same size as a Honda Accord sold 20 years ago, and more than 10 inches longer and 600 lbs. heavier than a similar Civic of 1988 vintage. Those disparities only grow the farther back we go. Similarly, the Corolla has grown in size and weight to match the Camry of 20-odd years ago – some 600 lbs. heavier and 7 inches longer than the “same” Corolla was in ’88.

So these are pretty clearly not the same cars that they were even two decades ago, let alone at their introduction. Why, then, do their makers continue to cling to the same old maddeningly incremental updates to the same old cars with the same old names? Why do they try to paint them as something they are not in order to make them look interesting?

Year after year the Civic, Corolla, Camry and Accord are all top-10 sellers in the American market. Is it the name that carries the weight? If so, why would automakers like Toyota feel the need to try to paint that name in an unreasonably flattering light?

Honestly, I think that Honda and Toyota don’t really know what they want cars like these to be anymore. In an effort to be everything to everyone, they have become, boring, soulless hulks, lacking the personality that once made their namesakes so interesting and attractive to car buyers.

I think it’s time to reconsider continuing model lines like these; time to toss out the old and tired and see where some new blood and new ideas lead you.

What do you think?

Mar 052012
 

The ’90s were an interesting time for me as an automotive enthusiast. It was in 1996 that I first developed a more-than-passing interest in cars. It was in 1998 that I got my license, and it was in 1999 that I first drove a car that I could call mine.

But the ’90s were also a formative decade for the auto industry. Gone were the old ways of the ’80s – slow, heavy, dubiously-styled cars encumbered by emissions controls that no one really understood. Yet to come were the huge technological leaps that would make cars more than just transportation, but mobile computers nearly capable of driving themselves. Continue reading »

Mar 052012
 

It amazes me sometimes what people believe to be true. Even more so how they will cling to those truths, even in the face of clear facts and reasoned arguments. Indeed, when it comes to talking about cars I often find myself shaking my head at the stubborn dogmas that people hold on to.

Nowhere is this more prevalent than in discussions on fuel economy.

With fuel prices and social consciences high, people are looking for any way possible to reduce their own usage of fuel, cut down on our nation’s dependence on oil from other countries, and limit the environmental impact of our cars. These are all both reasonable and noble goals. Unfortunately, many of the steps that are being taken are not really effective ways to reach them.

But don’t tell that to someone who believes he is saving the world.

Nevertheless, I have decided, dear readers, to share with you a few common misconceptions about driving, cars and fuel economy that I have encountered over my years of automotive enthusiasm. You can take my advice or leave it, of course. As long as I have succeeded in getting you thinking, I will be happy. Continue reading »