Mitsubishi Outlander - Another Choice in a Crowded Marketplace

Experts predict around 16 million car sales this year. Many of those will be crossover SUVs; that category includes Mitsubishi's thoroughly redesigned Outlander.

The Outlander follows a pattern in the industry of offering a smaller "sport" model and a larger "regular" model. So the new Outlander follows the Outlander Sport into the world as a new '14 model.

It certainly looks different from the old car. New styling is softer than some of the more sharply angled designs out today. The shoulder line reminded me of older BMWs, and that may be intentional. The front eschews the gaping mouth of earlier Mitsubishi crossovers and now offers a flush non-functional "grille" at the top and a working portal for air below. The goal, besides distinguishing itself in the showroom, is to improve aerodynamics for better fuel economy. The car boasts a 7 percent improvement in its cd (coefficiency of drag) down to a remarkable .33.

The package stands well in traffic and your favorite parking place or driveway. My tester arrived in a handsome shade called Copper that glowed like the conductor metal itself. Interesting to me was the presence of the triple-diamond logo and the word "Mitsubishi" on the tidily styled rear. Is the company worried, after all these years in America, that folks won't recognize its famous logo?

It's true that Mitsubishi has had some hard times. While many savor the performance of the Lancer-based Evolution hot sedan, the latest Galant was a hard sell, and the sporty Eclipse went away. The quirky i-MiEV is not a volume seller. A tiny new Mirage is coming, which may bring some bodies into the showroom, but the real models worth considering today are the Outlander Sport and this new Outlander.

Inside, materials are hugely upgraded. The hard, flat bucket seat, nicely leather-wrapped, sits up high, so you can actually see the top of the hood. The wipers are hidden, so looking out, you see a clean line at the rear hood edge, and closer in, a straightforward black and silver instrument panel and dash that wouldn't look out of place in a Volkswagen. Piano black trim gleams while "woodgrain" upgrades the doors.

All controls are mounted high and are easily accessible. The instrument panel greets you when you push the start button, and says "See You," when you turn the car off. Friendly. I wasn't happy that the visors don't slide along the side to block sun during significant trips south in the morning and north in the late afternoon. The air conditioning is a little too energetic in its work, and the car felt cold a lot, but overall, it's a happy place to be in the driver's seat.

It's very quiet inside the car, thanks to increased insulation throughout. It's easy to enjoy the music system--in the case of my car, an optional 710-watt Rockford-Fosgate system with nine speakers, including a 10-inch subwoofer living in the rear compartment behind the third-row seat.

Speaking of those seats, they all fold flat, but the middle row took some consultation with the owner's manual to figure out how to get then to do it. The control that's visible only folds the seat partly forward and slides it to make room for third-row access. Lift the lower cushion and you'll find a button to allow the seat to fold flat.

There are two engine choices, and they're tied to model level. The base ES and mid-level SE models get a 2.4-liter inline four-cylinder that puts out 166 horsepower and 162 lb.-ft. of torque. It offers the MIVEC system (Mitsubishi Innovative Valve-timing Electric Control). That means it adjusts to run more efficiently, which is what all of these midsize crossovers are trying to do to make themselves desirable devices for increasingly green-minded families. A continuously-variable automatic transmission comes with the four-cylinder.

The Outlander GT, like my tester, employs a larger 3.0-liter V6, which ups the horsepower to 224 horsepower and 215 lb.-ft. of torque. While hardly burning rubber during acceleration, this engine has enough guts to make the Outlander fun to drive anywhere. Fuel economy numbers, officially, are 20 City, 28 Highway and 23 Combined. I averaged 18.9 mpg, and premium fuel is recommended, so this is not the car for the highly environmentally conscious.

The GT offers a six-speed automatic with a new sixth gear for better fuel economy. The EPA gives numbers of 6 for both Smog and Greenhouse gas, so the Outlander is a bit better than average. 

The GT or SE comes with either two-wheel drive or Super All-Wheel Control four-wheel drive system. Mitsubishi claims (rightly, I'd think) that all their experience winning numerous titles in the World Rally Championship, including several outright wins at the Dakar rally, a legendary tough race. The S-AWC system offers four driving modes - the fuel-efficient AWC ECO, the standard NORMAL setting, enhanced tractability in slippery conditions with SNOW and the maximum traction LOCK.

My GT had the GT Touring Package, which added a lot of stuff, including a usable Navigation system with a 7-inch touch screen; a lane departure warning system that helps keep you awake, adaptive cruise control that syncs to the car in front; a power glass sunroof, leather seats, and that super sound system. As the top dog, it starts at $27,795, but ended up at $34,720. The base ES starts at $23,820, including shipping.

Mitsubishi has done their homework and come up with a nice vehicle. Combined with the Outlander Sport, it has a one-two punch. But will people look and love it in large enough quantities to make it a sales success? It's always hard to say for sure, but the two Outlanders seem to be making a good name for themselves. If only people take the time to shop around, some will go for this all-new vehicle.

Hyundai Santa Fe - New, and Now, Two

In the car business, part of what makes you successful is good product. The other part is good marketing.

In Hyundai's case, they seem to be doing well at both. The 2013 Hyundai Santa Fe is a major update of an important model--in a significant segment. But their marketing is what will help move more metal.

There are now two Santa Fe's -- the midsize crossover SUV is now called the Santa Fe Sport. It has two rows of seating and uses four-cylinder engines. The longer model with three-row seating now sold as just "Santa Fe" used to be called the Veracruz. Remember it? Didn't think so. Hyundai is leveraging brand recognition for it's more popular model, which, like the compact Tucson crossover, is named after a Southwestern city and is helping the company to sales growth year after year.

The Santa Fe is handsome, wearing the Fluidic Sculpture design that has been so successful in its sedans. It has a prominent, chrome grille up front, as today's vehicles must possess. The lines and folds along the side appeal to the eye and give the body the solid appearance of an iron bar, not an inflated balloon. The 19-inch alloy wheels added road presence.

Hyundai vehicles, when they first came to America, were obviously not on the level of Toyotas and Hondas, and were certainly not in the ballpark with European luxury vehicles. Today, many Hyundais are built in the U.S. (although this Santa Fe was imported from Korea) and have a look and feel that equals, or even surpasses, those brands. While Honda was cost-cutting a couple of years ago, Hyundai was offering nicer and nicer interiors. Now, the appealing materials, high build quality and sophisticated design are part of what you get when you slide into any Hyundai vehicle. Even the subcompact Accent is a well-turned-out car.

Like SUVS have been for decades, the Santa Fe stands tall, but it's a crossover. That means it's built on a car platform and has a long, slanting windshield, so the driving experience is more like a tall car than driving a pickup truck with room for 7, as the original Ford Explorer was, for example. This is the norm today.

My Circuit Gray tester was the upper level Limited model. The GLS is the regular grade. Many of these crossovers today are only front-wheel-drive, since so few actually go offroad. My car was one of them, although you can certainly order one with power that  flows to all four wheels if you live in areas where it would be a benefit in the wintertime. In Northern California, it's not an issue. The Hyundai all-wheel-drive system is called Active Cornering AWD, which distributes the torque through a computer program to keep you safely on the road.

Hyundais have offered lots of features for the money over the years, and features like Driver-Selectable Steering Mode give a nod to Mercedes-Benz and Land Rover. A button on the steering wheel lets you select Comfort, Normal and Sport modes. It changes your driving experience. Comfort might be handy when driving around in town or parking. Normal is fine in all cases, especially on the highway. Sport tightens up everything for more fun on country roads.

While the lighter Santa Fe Sport does just fine with a 2.4-liter or 2.0-liter turbo four-cylinder engine, the Santa Fe gets a 3.3-liter V6, which puts out a generous 290 horsepower and 252 lb.-ft. of torque through a six-speed automatic. That's comparable horsepower with other midsize crossovers, which tend to offer slightly larger displacement, such as 3.5-liters. The Santa Fe is a little bit lighter than its rivals, and this helps to get it EPA ratings of 18 City, 25 Highway (21 Combined). My actual mileage was 22.7 mpg. The EPA's green scores are a 5 for Smog and Greenhouse Gas - dead center.

The two-ton Santa Fe, more than 300 pounds lighter than its Veracruz predecessor, moves with alacrity on the highway and gets around town just fine. There's a place in my neighborhood where you have to turn onto a street that immediately climbs up sharply, with a right and left turn, and the Santa Fe felt happy there, not swaying back and forth, with plenty of energy to make the climb without downshifting. Perhaps its Vehicle Stability Management helps in that feeling in control in those circumstances.

My tester sweetened the deal with the Technology Package ($2,900). That added an enormous panoramic sunroof, with glass along nearly the entire roof, with the front half sliding open. It also included a navigation system--something almost essential these days. It also provided me with an Infinity Logic 7 550-watt Surround Sound audio system that was entertaining during my commute drudgery. A heated steering wheel was there, too, but it being September at the time of my test, it went unused.

Choices are simple--GLS or Limited and front-wheel drive or all-wheel drive. Or, opt for the Santa Fe Sport for lower cost and better fuel economy, if you won't need that third row seat, the extra 10 cubic feet of cargo capacity, or the Santa Fe's 5,000 pound towing ability (it's 3,500 lb. with the Sport--and both require trailer brakes).

The GLS starts at $29,455 and the Limited at $34,205 (both including shipping). My tester, with the technology package, came to $36,980. So don't think "Hyundai" and "cheap" in the same sentence any more. That's competitive pricing, but not lower than rival vehicles. Today, Hyundai competes as an equal, so you have to decide if you like the look, feel, performance, features, and, that great warranty.

See my video review here.

Acura RLX Leads the Way

The 2014 Acura RLX is Honda's premium brand's new flagship. It is the largest Acura sedan ever made, the better to compete with all those other cars hoping for your luxury car dollar. It succeeds the RL, which has sold somewhat slowly.

Does a midsize luxury sedan have to have a V8? Acura doesn't think so. This new sedan has a slightly smaller 3.5-liter V6 instead of the RL's 3.7-liter, but horsepower is up by 10 to an impressive 310. Torque bumps up by 1 to 272. And more than 90 percent of the engine's peak torque is available between 2,000 and 6,600 rpm, so there's never a slow or hesitant moment behind the wheel. A six-speed automatic is the only transmission offered.

The new car addresses concerns the RL's problem of being slightly smaller than the competition, and therefore falling off many shopping lists. A two-inch-longer wheelbase provides cavernous rear legroom, and the extra 1.7 inches of width gives those happy rear passengers a little more private space.

No one can argue that the car isn't attractive, although it is not the kind of vehicle that jumps out at you. Staying subtle, the sharp-edged beak of recent Acuras is banished. In the now more subtle and rounded nose you'll see the Jewel-Eye headlamps, which look a lot like a large anniversary band, flattened into a plane. The sparkling row of lamps illuminates the roadway with a crisp brightness. At the other end, the taillights use periphery LED illumination, which produces a much more defined light than a traditional incandescent bulb.

Inside, there's all the soft and subtle touches that promote relaxation. I noted leather on the dash, something rarely found in anything short of a Rolls. It's all sweeping and energetic, with black surfaces and brushed-look trim. The leather continues on the seats, armrests, and shift knob. On the steering wheel, the adjustments at 3 and 9 for volume and digital information are little wheels--easy to roll with your thumb to make your selection.

There's a friendly four-note tone when you start the car and then--silence. The direct-injection engine (Acura's first) sends the car along the freeway like a magic carpet. It's rated at 20 City, 31 Highway, 24 Combined by the EPA, which also bestows a 5 for Smog and a 6 for Greenhouse gas--midpack.

Acura has promoted its wares as being filled with high-tech, and this remains true. On the trunk is the acronym P-AWS, which sounds like little cat feet but is actually Precision All-Wheel Steer. This system monitors and calculates the correct amount of independent rear-wheel steering (toe angle) necessary for driving conditions. So, you won't see the rear wheels move, but they do help you around corners.

Another happy acronym is the Lane Keeping Assist System (LKAS), which scans the road ahead and actively helps you stays in the middle of the lane.

An upscale and handy feature is Adaptive Cruise Control (ACC), which lets you set a desired speed and a distance interval behind the vehicle ahead. This makes it safer to use cruise control in light traffic as well as on the open highway. This system comes with a new Low-Speed Follow capability, so it still works even when traffic slows below the speed you set. It will even stop your car if the vehicle ahead is in range of the system. The next step? Self-driving cars.

There are five models--all sedans--and all made in Japan. The "base" car is loaded already, and the remaining four levels add something each time. The second level is RLX with navigation, which also gives you a seven-inch color display and AcuraLink. The latter connects your car to a world of communication and entertainment. Level three is the one I tested--RLX with Technology. My Crystal Black Pearl tester added nine items to the second level, including nicer interior leather, great-looking 19-inch alloy wheels, and nifty self-folding outside mirrors. It also gave me the accident-preventing Blind Spot Warning System.

The last two levels, RLX with Krell Audio and RLX with Advance, pour on the electronics. Krell, a big name in electronics that I've never heard of, puts 14 speakers in its namesake model along with manual and electric sunshades. The Advance, at the top, ventilates the already heated seats and gives you the Collision Mitigating Braking System (CMBS). CMBS helps prevent your hitting someone, working with Forward Collision Warning, which flashes lights if it thinks you're in danger of having an accident.

It's all very technological, but the driving experience is laid back and effortless. You do get to feel the car when you take it on curving roads, and there's some road feel mixed in. It's not like the land yachts of yore, and I'm grateful for it.

Prices start at $48,450 for the RLX and move up to $60,450 for the Advance. Add in $895 for delivery. My tester came to $55,345.

If you're a fan of Honda products and want the nicest, biggest sedan they make, you'll gladly forgo Lexus, Infiniti, and various German and American sedans for this new model. Still hewing to the balanced, restrained look of generations of Honda Accords and the original Acura Legend, it's bigger and better, and will not disappoint.

Honda Accord Coupe - The Sportier Smart Choice

The Honda Accord has grown to be one of the pillars of the midsize car market in the U.S. Selling hundreds of thousands of units every year, it serves the needs of people who want room, comfort, reliability, high quality, and anonymity. Let's face it, there are lots of them in any parking lot, in every color.

While most buyers opt for the familiar and useful four-door configuration, there are those who want a little more sporty look and feel. For them, the coupe is available again in the brand new, ninth-generation Accord.

While it looks related, the styling is distinctive, and that's the main difference. As a coupe, the car has two long doors, so when you open yours in the parking lot, be careful! The general contours of the face of the car are similar, but the coupe's grille is slimmer and doesn't contain the horizontal bars of the sedan's. The carved side proportions, BMW-like, are similar between the cars as well, but from the center pillar back, the cars share nothing except the Honda logo on the tail. More tapered, the coupe wears chunker taillamps and a bolder rear bumper.

Both sedan and coupe are slightly smaller for 2013 (a first), but the effect is mixed. The sedan, already much roomier than the coupe, loses nearly three cubic feet of passenger room. The coupe, however, gains 3.5 cubic feet. I was able to put a six-foot-tall man (my son) in the back without complaint, although entry and exit is much easier with the sedan's extra doors. 

Underneath these divergent styling attitudes you'll find the same two engines, a 2.4-liter inline four-cylinder and a 3.5-liter V6. As it's been for years, you get to choose between higher fuel economy and faster acceleration. With 185 horsepower, the four has eight more horses than last year's model, and is sufficient for normal driving. If you crave more excitement, opt for the V6, which delivers a heartier 278 horsepower, up 7 from last year.

Interesting--you can still order up a manual six-speed transmission in some Accord models, sedan or coupe. My test car, in Modern Steel (silver), had the V6 and the manual, and it helped to make the nearly 3,400-pound car feel more sporty than the sedan I  tested last year. Of course, sporty isn't much good in commute traffic, but the clutch isn't too heavy and the gear changes are smooth and easy. Pulling away from the freeway entrance lighting system or out in the country, the ability to shift for yourself is welcome.

The automatics vary by engine. The four gets a new continuously variable transmission (CVT), which replaces the five-speed automatic in the '12 model. This contributes to a three mpg overall fuel economy improvement. The four with automatic rates 26 City, 35 Highway, 29 Overall. The V6 uses a normal six-speed automatic, and achieves 21 City, 32 Highway, and 25 Overall. Yes, a bigger engine uses more gas--a tradeoff you will have to decide for yourself. My test car averaged 23.9 miles per gallon during the test week. The EPA gives the Accord Coupe with V6 a 6 for Smog and 5 for Greenhouse Gas.

There's an Econ button on the dash. I tried it, and it makes the car less responsive when you press the accelerator. That's less fun, but burns less fuel. As with the engine and transmission choice, you decide.

Although the new styling is a bit derivative, looking like a BMW and like the cars that also copy BMW's look, it is perhaps the most dramatic interpretation of the Accord, and there's no bad angle. I've seen the coupe in traffic and it has a nice hunkered-down appearance, and is not boring.

Inside, there's an all-new look and feel. Honda has taken a few lumps for cost-cutting over the last few years, but there is no evidence of that here. Dressed in basic black, there's plenty of silvery trim spread across the doors, dash and console. It will feel familiar to anyone used to Hondas, but seems to borrow some cues from upscale sibling Acura now, with more flow across the surfaces from one panel to the next. The silver slashes on the doors provide a rugged handle to pull the door closed and also a relief from the black plastic surfaces.

Of course, the requisite display screens are present in the console. The larger one at the top shows audio, navigation, phone, and other features as you use them. A smaller touch screen below it is a quick interface that will be familiar to smart phone users. The audio presets are there as touch spots, for example, and are easy to program with your favorites.

Honda understands that sometimes you just want a knob, so there's one for audio volume that stands out against the flat, shiny screen next to it. You can control a lot from the steering wheel, too, a common method in today's cars. Climate controls are at the bottom and are all buttons. This appears to be what people want now--at least the ones buying Hondas. There's a large round dial below the climate for accessing what's on the big screen, with Enter printed on it. Sometimes you need to answer the car's questions, including the legal advisory regarding using the navigation system while driving (basically, "keep your eyes on the road!").

My test car bristled with electronic helpers, including three that help you avoid accidents and are standard on the upper level models. The Lane Departure Warning system warns you if you appear to be changing lanes without the turn signal on. The Forward Collision Warning system flashes a red light and warning message if you appear to be closing in too quickly on the car in front. It occasionally misread the situation with parked cars on curving roads but would be a real help in stop-and-go traffic. My favorite, the Honda LaneWatch Blind Spot Display, gives you a rear view of the passenger side on the console display every time you activate your right turn signal. It's disconcerting until you figure out that it's there to help you.

My EX-L V6 with Navigation was the top coupe available. There are two four-cylinder models, LX-S and EX, but the V6 version is EX-L only (you decide on the navigation system). Prices start at $24,415 for the LX-S with manual transmission. My top-level tester runs $33,190 with either transmission.  Both prices include shipping.

The Accord Coupe is so pleasant and fault-free that it's easy to get used to its many features and cruise along happily. I did. While not a real sports car, the muscular V6, manual transmission, evocative interior and more than competent chassis give you some grins along the way.

KFOG 10 at 10 Plays 1967

My musical friend Geri texted me today at a few minutes past 10 a.m. to tell me that KFOG 104.5 was playing my favorite year on their "10 at 10" program. Well, gee, I had to work, so I decided to tune in tonight instead. They play it at both 10's, luckily for us working types.

1967 was a pivotal year for me. I turned 14. It was the summer of love. Puberty was in full swing. But most importantly, I started playing the guitar that summer (that's me in the photo!). Suddenly, music wasn't just the soundtrack of my life, but I was an active participant. I listened to the Big 30 survey each week on KFRC, the Big 610, and bought albums (mostly Beatles). I learned the songs off these media by ear, and sang them in my bedroom in my own key. Today, I'm in a band, a Beatles duo, a community orchestra, and I still do a pickup gig now and then when time allows.

So, here it is, time for KFOG's pick of "10 great songs from one great year." I'll walk through it with you.

"Let's do the time warp again....."

Tour guide - Renee! Used to be Dave Morey, for all those years.

We start with the Beatles - Magical Mystery Tour. I remember this album. It was the successor to the iconic Sgt. Pepper.It had new stuff to go with what turned out to be a lame movie (compared to Hard Day's Night and Help). And--the put a bunch of singles on the other side--kind of cheating. The Beatles, amazingly, would issue albums with NO single from them. Now that's confidence.

Magical Mystery Tour--a real Paul song. Full of life and good cheer, not much significance. Still sharp and strong all these years later.

Ends with Paul's bass in the foreground....

Next... Jimi Hendrix! Castles Made of Sand. I had two Jimi albums and I used to play them through my Koss headphones while lying on my bed backwards (the cord wouldn't reach the stereo otherwise). I think my dad bought me these albums for my birthday (he had no clue of the contents and would surely not have enjoyed listening to them). But, as I found out later, my dad would support me in what I liked. He later would read every one of my weekly automotive stories, and sent me car books. He contributed to my camel collection. Sadly, he hasn't got to see all my musical activities over the last 10 years.

Sadly, too, Mr. Hendrix lasted a very short time. But, he lives on forever on 10 at 10.

Oh boy, Things I Should Have Said - The Grass Roots! More pop musicky after Jimi and the sacred Beatles. But a favorite, with nice harmonies, and the kind of bass parts that made me want to play one. Bongos. The bridge goes another way, as sixties songs do.... bongo solo --- or are those congas? "She closed the door, said I don't want to see you anymore..."

Sly and the Family Stone - Dance to the Music. Not my favorite, because they yell so much at the beginning, but the rest is actually pretty cool. Not very melodic, as usual for them, but very energetic and rhythmic. Bump bump bump bump.... Drums + guitar + bass (bottom for the dancers) - fuzz bass no less -- + organ (ride, Sally, ride -- kind of rude). Then, the horn section. Pretty cool actually. "All the squares go home!"
"Listen to the voices....."

"Here's Nancy Sinatra with some sound advice..." an ad for  Coke! Things go better with Coke! I remember Beegees Coke commercials, too. She was fresh off her "These Boots are Made for Walking." She sang the wonderfully haunting "Summer Wine" in 1967 with Lee Hazlewood. I liked "Some Velvet Morning" even better, but that's 1968.

Arthur Conley, Sweet Soul Music. A classic. I remember the girl I had a crush on with this one, Ramona, a dark-haired beauty. Arthur had one hit--this one--and sang about all the great soul music singers. "Spotlight on Wilson Pickett..." Otis Redding, (hear that horn section). James Brown, yeah, he's the king of them, y'all. Ending with yeah yeah and the horn section...

Oh ... Traffic's Dear Mr. Fantasy. Cool after the heat of Sweet Soul Music. Psychedelic...Steve Winwood was a teenager, but what soulful singing. Waaaaaa! (x4). "Please Mr. Fantasy, play us a tune...." There's that psychedelic lead, in the Hendrix mode... Not sure who the guitarist is. I realize later that I didn't know the names of the members of most of the bands I heard. Just the Beatles, really, and the Monkees. Their personalities were so public (especially the pre-fab four). The guitar solo takes us out..... and the bass thumps away as the tempo doubles.

Hear that 12-string guitar beginning. King Midas in Reverse... Now that's kind of obscure. Not a big seller for the Hollies, but I have it somewhere. Hear that flute in the bridge... Trumpets. Someone's been listening to Sgt. Pepper, methinks. A little like an early BeeGees song. It almost sounds like it's playing in reverse...

A speech from Dr. Martin Luther King. A true revolution of values will soon cause us to question the fairness and justice of many of our present policies....Glaring contrast of poverty and wealth..." Anti war, as well as anti-racist.

Marving Gaye/Tammy Tyrell - Ain't No Mountain High Enough... One of the all time greats. So much great Motown music in 1967. I realized later that the collective group of songs was played by the same musicians--and I loved it. James Jamerson and Bob Babbitt--a black man and a white man--were the bassists that drove this incredible music. Marvin Gaye and I have the same birthday, too--April 2--but he, like other great artists, didn't stay here long enough. Murdered by his own father. Sigh.

The Rascal's Groovin' is a perfect song, and one that deserved its rise to number 1. It's a sweet, happy pop song that encapsulates the positive and happy energy of 1967. There was some of that, besides the Summer of Love events. Hear that harmonica, background singing. The bass bum - bim bim bum, bim bim... Ah ah ahhhh.... The Rascals did a wacky song in 1967called It's Wonderful that I loved, but it was a totally different deal.

Peter Sellers is James Bond... Ursula Andress is James Bond. David Niven is James Bond. Woody Allen is James Bond.... Casino Royale....

Cream - Strange Brew. Here's British Blues in all its 60's glory. Mr. Clapton staring a long career, which somehow, through it all, he survives to play another day. Sounds so essential now, but it was something very different from, say, Gary Lewis and the Playboys, or, god help us, the 1910 Fruitgum Company. As pop started to shift to bubblegum later in the decade this music retreated to the world of the lp--and FM radio. I moved along with it. You could listen to KMPX in the 60's, but it KSAN that really took off and played this kind of music in the 70's. YEAH--

Oh, no, that was tune number 10! Already it's over. It was a great 38 minutes of a great year.

Mitsubishi i-MiEV - The Electric Car You Haven't Met Yet

You've surely heard a lot more about electric cars lately, with the Tesla, Leaf, Volt and others making the news. You probably haven't heard much about the Mitsubishi i-MiEV, however, so here's a chance to find out about it.I drove one of these revolutionary vehicles for a work week: Monday through Friday. It was an adventure.

Knowing I had an all-electric car coming, I prepared. With a posted 62 mile average range, the Mitsubishi would just barely cover my 60-mile round-trip commute, so I explored the neighborhood for a place to plug in. I found four ChargePoint charging stations, and applied and received an account card. That would allow me to use them. But, when I swiped my card at the station, I found out that they were only usable by the company whose building stood behind them. Oh, well.

The i-MiEV (i for short) is more pod-like and futuristic than most cars. It's a "one box" design, but there's nothing boxy about it. It is kind of cute, really. Inside, there's room for four people, but kneeroom is tight in back. It does feel spacious, however, with a high roofline. The hatchback configuration is useful.

The instrumentation is minimal, but it has what you need. Unlike a hybrid, you don't need to know when the gas is flowing or the battery is discharging. All you need is a digital speedometer, an estimated range meter, and a gauge that shows you how you're driving. Like all electrics and hybrids, the car is either using battery power or recharging the battery. You can be driving in town and alternating between using and charging--and keep that estimated range at the same figure for quite a while. I noticed that the i regenerates without an unnatural feel to the brakes that makes it feel like someone is pushing the pedal for you.

Receiving my White Pearl/Ocean Blue 2012 test car at work, I drove it home in the blissful silence of electric vehicles--and kept an eye on the range meter. With a posted 51-mile range, I figured I could go 30 miles with no problem, and when I pulled in the driveway, it read 22. That was perfect. However, it was obvious I'd have to prepare to charge at work during the day.

I went online and found another charging location a 20-minute walk away. The press fleet had kindly given me two charge company cards to use. This station was from Blink Network, another supplier, and I found a long row of  unoccupied stations. Great! It's easy to use these stations. You just plug in the cord from their machine into the socked on your car (behind what would normally be the gas door) and walk away. I used the regular (240-volt) charger and walked the 20 minutes to work. I called it my "exercise program" - helping the planet and myself at the same time. I would hate to have to do this every day, rain or shine, however.

When I got to the car 10 hours later, I found that it had filled the battery, but also charged me $1.50 per hour--$15. That wouldn't do for the long term. Apparently, it's connection time, not amount of juice you take, that they use to calculate your bill.

The next day, I worked from home, but used the car to visit a friend who lives 24 miles away. I figured, starting with a range of 65, I'd have enough. But, when I got there, I saw that I had only 29 miles left on the meter. I tried not to worry about it, but on the way home, I tried driving as carefully as I could, using good electric car technique. This involves accelerating gently, not going over 55 on the freeway, and being sure to get maximum regenerative braking where possible. From that 29 on the meter, when I got home it said 17. A miracle.

The most convenient place to charge your car is at home, even at normal 110 household current, so I pulled the cord out of the modest bag it came in and plugged in when I was at  home. However, 110 is slow, so you need to charge all night. With a partial charge in there already, it was full by morning, but when I started the process with the battery near empty, overnight was not enough to complete fill the battery--something to think about. You can have a 240 charger installed that should cut that time significantly.

On Thursday of my test week, I tried another charging approach. I had a friend (in an all-electric Nissan Leaf) follow me to the Blink charging station. We saw their quick station was free, and since the i has both kinds of sockets, I was able to plug in to the 440-volt charger. My i had have a battery's worth of juice when I did. We had lunch and returned 45 minutes later and the battery was full! If you can use quick charging, it's a real advantage, but stations are only in certain locations. Actually, the charging infrastructure is still in its infancy, so if you plan to charge on-the-go, you'll need to do your research. The charging company websites can help, and their systems can text you when your car is charged and provide other ways of making it easier.

The EPA numbers for electric cars use the MPGe rating--an "equivalent." My i had an average of 112 MPGe, figuring on 126 City and 99 Highway. The sticker says I'd save $9,850 dollars in fuel costs over five years compared to an average new vehicle.

That's good, because the total MSRP of the car, including $3,000 in options and $850 in destination charges, was $35,065. Of course, there are federal and state rebates that can save you a significant amount, and the cost of fuel and maintenance is much lower. Some cheap lease deals are around on electric cars, as well.

There are numerous advantages to owning an electric car, including low operating costs, minimal maintenance requirements, and a low carbon footprint. The main downsides are initial cost of purchase and limited range. You have to decide what works best for your driving needs. With a 30-mile each way commute, a 62-mile range is a little small. Other electrics have EPA numbers of 70 or 80 miles, and the Tesla offers a much greater range--but at a much higher price.

I actually enjoyed driving the i. It felt responsive, with the torque inherent to all electric motors. It was stable on the road, although it did move a little side-to-side on a major bridge with the wind blowing. The seats were comfortable, the leather wrapped steering wheel and shifter made those touch points feel upscale, and the silent, smooth travel was kind of like flying. The car is fully loaded with things like a heated driver's seat, a 360-watt, eight-speaker audio system, keyless remote, and attractive alloy wheels.

Oh, I left out one of the best parts--the carpool lane stickers. I was able to use the carpool lane as a solo driver in commute hours and it cut my trip by about a third. I was flying by those poor gasoline-using folks! That alone may be worth the price of admission to an electric car.

If I could use an electric car like this for commuting only, and had a fuel-burner for all my other errands, it would be almost ideal. The manufacturers are scrambling to increase range, and prices will come down as volume increases. I can see a day when the 200-mile range, $25,000 electric car will be a reality. For now, if you can live with the 62-mile range, you should at least consider the Mitsubishi i when you're shopping.

European Car Delivery -- Big Savings and a Great Vacation

Bob with his Rebel Blue S60. Note Swedish plates.

Bob Brunton was a Volvo enthusiast years ago, and owned a treasured 240. Then, after a run of three Acuras, he came back to Volvo. But this time, Bob used Volvo's European Delivery program and enjoyed it immensely. We met the other day at Mil's Diner in Milpitas to talk about his experience.

This program has been offered by some European manufacturers for years, and it goes like this. Working with a dealer employee, often a European delivery specialist, you configure the car exactly the way you want it from the factory. Then, you fly over to retrieve it, drive it around Europe for a while, and then ship it home.

There are some real advantages to this arrangement. Because Bob worked directly with the manufacturer, he wasn't restricted to ordering a particular package. He could choose features a la carte, meaning, for example, that if he didn't want a sunroof ($1,800) he could delete it separately, along with the power passenger seat. He was able to select the sport suspension but with the smaller engine. That's not available here. He had a crack at some custom paint colors, too, and a light-colored interior not offered stateside. And, the car arrived in the U.S. with a fine set of French Michelin tires.

"The dealer said he'd never supply such nice tires," said Bob with a grin.

All cars slated for the U.S. are built to North American specifications, but still may contain features not found in the normal American fleet, such as rear-seat air conditioning vents.

As a financial representative, Bob likes to save money where he can. He estimates that by bypassing the dealer, he chopped about $8,000 off the price he'd pay in the U.S. He also got the standard 5 percent discount, and ended up with the exact car he wanted.

European delivery could be a great way to take a cheap vacation. When Volvo sells you a European Delivery vehicle, they give you two round-trip airline tickets to Sweden and put you up for two days in a fine hotel, in this case the Radisson Blue. After you arrive, you get a guided tour of the Volvo Museum and a three-hour visit to the factory to watch Volvos being built before your eyes.

"They take you from beginning to end," said Bob. "You see designers, then assembly workers, doing their jobs. The "marriage point" was a special favorite. "You could see the body and chassis meet there--a dramatic moment," Bob said.

At the factory, Bob and his contingent of about a dozen fellow car buyers got to meet with real Volvo workers and executives over lunch.

"They asked us what we thought, and we told them," he said. "For example, we'd like to get the Diesel model over here, there's a terrific small wagon I'd like to see, too."

Volvo provides a nice packet of materials on travel in Sweden, so you can visit castles, historic spots, great restaurants, and other attractions. There's also a ferry available to take your car with you overnight to Germany. When you land, you can drive right off the boat and test your new acquisition on the famous speed-limit-free Autobahn. Volvo provides car insurance during your stay. When you're done driving around, simply drop the car at one of the selected ports, making sure it's clean and ready to go, and six weeks or so later, it'll arrive in the U.S. You get a call and come down to pick it up.

If you travel on British Airways, you have the option of making a stop in the U.K. at no extra charge, for expanded vacation possibilities.

Bob lives in the San Francisco Bay Area, and had the car shipped there. But there are other choices.

"I know a couple who had the car dropped off on the East Coast and then drove it across the country," he relates.

There are a few downsides to European Delivery. Bob says he had some trouble convincing his bank to provide financing.

"They didn't want to finance a car that was sitting in Sweden," he told me. "But I had the VIN number, so it shouldn't have been a problem." He ended up using his Navy credit union. They are used to helping sailors bring home cars from outside the country and it was a routine deal.

The other issue is, you have to hang onto your old car until the new one arrives, so if you were planning to sell it to come up with a down payment, that could be a problem. Bob has a few extra cars in his small fleet, so it was OK.

If you're contemplating trying this exciting and money-saving process, you can contact your dealer, or look for options at the companies' websites. European delivery is offered by Volvo and also by Audi, BMW and Mercedes-Benz. It's a great way to get the exact car you want at a discount price, connect with its birthplace, and have a subsidized foreign vacation in the process.