Consumer Reports recently announced the results of the top ten car brands, putting Toyota squarely at the top with its Scion, Toyota, and Lexus brands in the top three spots. Next were four other Japanese companies – Mazda, Subaru, Honda, and Acura. Also on the list of the top ten was the only German company listed, Audi. Kia was the only one Korean company to make the top ten, and no American brands were represented on the top list.

Of the American brands, General Motors had the biggest gain in reliability with Cadillac brand taking 11th place in the study.

Most Reliable Car

The subcompact Toyota Prius C earned the top reliability rating overall – however, Consumer Reports’ testing did not put that particular model in their “recommended” list. The company is both applauded and criticized for its objectivity due to the way it tests cars, refrigerators, vacuums, and other products. They buy one product from a retailer and put it through a bastion of testing to measure not only reliability, but satisfaction and comparative features.

The 2012 Toyota Prius C (Source: Toyota)
How CR Measured Reliability

In the case of these new car reliability ratings, the goal of the survey is to discover how each model is likely to hold up after a year of use. Basically, consumers are asked which problems and repairs they have experienced in one year of ownership. If the model has been unchanged for any other years of its life cycle, its past track record is also measured. Since it’s a “prediction” of sorts, there has to be at least one year of history reported by the owner, so brand new models that are built from the ground up don’t count into the survey results until next year.

Consumer Reports weighs each individual issue differently by how severe it considers the individual issue. For instance, a major engine problem is weighed quite a bit higher than a glitch in the audio system. By contrast, J.D. Power and Associates’ Initial Quality Study (IQS) measures all problems found in the first three months of ownership as equal in weight.

The Bottom of the List

The most notable fail on the bottom of the list is Ford, which only a few years ago, dominated the top of the list. The brand had issues with drivability in its PowerShift transmission and the MyFordTouch infotainment system, which had been cited for failing while in use and being difficult to use. Only two years ago, Ford was the most reliable of the American brands in the study; however, Ford had three new models that were too new to qualify for this survey – the 2013 Ford Escape and Fusion and the Lincoln MKZ.

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We all know that radio is controlled by a small handful of big wigs who don’t even know the first thing about music. They don’t listen to music the way we do; they see it as a string of dollar signs and billboards. They wouldn’t know soul if it came up, introduced itself to them, and said “hello, I am soul.” They would still be confused. If you’re in the game of running an indie radio station, good for you. That’s awesome, and I wish there were more people like you in the world. But what can you do to make sure your station gets listeners and appeals to the largest, worldwide listenership that you can get? It’s not easy, but it’s also not rocket science. We’re here to give you a little encouragement and tips for building a local station that could gain national and international appeal over the internet.

First, you won’t have listeners without people knowing you exist. The trick to promoting something like a new radio station is to appear bigger than you are. Don’t say hey, listen to my new station! You have to present yourself like the obvious choice of a station to listen to, and act as if you’ve always been here, rockin’ the tunes. That means that you need to be present at every local event, from farmers markets, to community rallies, to graduations of the local schools, everything. Make some big posters and other signage. But also important is that radio station car. Check out www.downtownnissan.com and see what kind of big SUV’s they have, like a Xterra or a Pathfinder. These make excellent radio station vehicles, and then you can have them painted with the logo and drive around as a 24-7 promo machine. Start shopping for your station vehicle here: http://www.downtownnissan.com.

Now that you have the in-person promo down, you need engaging programming. Appeal to the masses, but don’t aim for the exact same demographic that the mainstream radio goes for. It’s a fool’s errand. Worry less about getting everyone digging on your station, and more about getting a base of hugely dedicated fans. That means having new music hours, local music slots, and of course some important and carefully culled talk show programming. The options are limitless, just you don’t want to cover the tracks of the corporate radio stations. No modern hits. That’s a great way to turn off your loyal fans. Remember, they’re seeking an alternative to corporate radio. So no crossover!

Then there’s getting the word out about your station on the internet. Remember, you can have a great local show, but if it streams online and gains podcast listeners or satellite radio lovers, you can really have a worldwide phenomenon on your hands. Make sure your online social media presence is not only cohesive, but extensive. You need to think like a major station in terms of branding, so make sure the look matches from site to site. Think carefully about your demographic. Make sure all your posts are not just about your station, be engaging in other arenas. Make sure you do not get political, but do make mention of the world around you, with appropriate hashtags. You can have a great station in no time if you do things the right way.

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As February drew to a close, unrest in Libya and other North African and Middle Eastern nations sent oil to a two-year peak of $120 a barrel.

But, the increase in fuel costs and speculation that gas prices could reach $5 a gallon wasn’t the only fuel-related topic in the news.

E15 returned to the news forefront last month, as the U.S. House of Representatives passed an amendment blocking federal funding of the Environmental Protection Agency’s (EPA) action to implement the use of E15, a formulation of 15% ethanol blended with gasoline .

The amendment to H.R. 1, the Full Year Continuing Appropriations Act 201, was introduced by Rep. John Sullivan (R-OK), and was passed by a vote of 286 to 135.

Sullivan said the amendment prevents consumer confusion at the pump and protects the engines of vehicles and outdoor power equipment.

“The EPA has completely ignored calls from lawmakers, industry, environmental and consumer groups to address important safety issues raised by the 50% increase in the ethanol mandate issued over the past year,” said Sullivan.

“Putting E15 into our general fuel supply could adversely impact up to 60% of cars on the road today – leading to consumer confusion at the pump and possible engine failure in the cars they drive. These decisions can also negatively impact marine and other non-road engines such as boats and lawn mowers. My amendment put the brakes on E15 for the rest of the fiscal year, giving Congress time to address these questions and ensure consumer safety at the pump.”

The amendment bars the EPA from spending any money allocated this fiscal year to implement the terms of what was called its E15 waiver.

In late January, the EPA waived a limitation on selling gasoline that contains more than 10% ethanol for model year (MY) 2001 through 2006 passenger vehicles, including cars, SUVs, and light pickup trucks. The waiver applies to fuel that contains up to 15% ethanol.

It is not to be confused with E85, a fuel designed for Flex-Fuel vehicles only.

In this landmark regulatory decision, the EPA had basically approved E15 for all vehicles built in the last decade – about 151 million cars, or 67% of the country’s vehicles, which together consume 75% of the country’s fuel.

EPA administrator Lisa P. Jackson made the decision after a review of the U.S. Department of Energy’s (DOE) thorough testing and other available data on E15’s effect on emissions from MY 2001 through 2006 cars and light trucks.

“Recently completed testing and data analysis show that E15 does not harm emissions control equipment in newer cars and light trucks,” said Jackson. “Wherever sound science and the law support steps to allow more home-grown fuels in America’s vehicles, this administration takes those steps.”

Following the House vote, the Renewable Fuels Association released its statement:

Last night, political science trumped physical science. The fact remains ethanol is a thoroughly tested, safe, and effective motor fuel. Americans spend nearly $1 billion a day importing oil, often from hostile regions of the world. If the chaos in the Middle East teaches us anything, it should be that America must forcefully begin down the path of energy self-reliance. Increasing the use of domestic renewable fuels like ethanol is the first, and arguably, the easiest step we can take.

Supporters of the higher ethanol fuel blend also argued that E15 has been the most tested fuel blend in our nation’s history.

“EPA’s consideration of E15 was based on a more exhaustive study and collection of data than any of the 11 previously-approved petitions. No other fuel mix has been tested more,” said Tom Buis, CEO of Growth Energy, which filed the Green Jobs Waiver for E15 in March 2009.

Buis contends that both the DOE and the EPA have said that ethanol does not harm engine durability nor emissions equipment for vehicles 2001 and newer.

E15 Still ‘On Track’

While E15 won’t be available to consumers this year, the fuel formulation is being used on some of the most expensive vehicle engines ever built.

Starting with the Daytona 500 in February, Sunoco Green E15 is fueling every car and truck in the NASCAR Sprint Cup Series, NASCAR Nationwide Series and NASCAR Camping World Truck Series this year.

Last December in Las Vegas, NASCAR Chairman and CEO Brian France announced the major partnership between the world’s largest stock car organization and American Ethanol led by the ethanol advocacy group Growth Energy. The long-term agreement shows the important commitment of NASCAR to continue to “go green” and set new standards in conservation, while helping create new jobs across the U.S.

Some 70,000 gallons of American-made ethanol are scheduled to be used during the 2011 NASCAR racing season. The Sunoco Green E15 is blended at the Sunoco Inc. facility in Marcus Hook, PA and shipped to each track.

“We are happy our sport can play a part in creating jobs and fostering energy independence by using a renewable fuel grown and produced in America,” said France.

As the new official fuel of NASCAR, Sunoco Green E15 will replace Sunoco 260 GTX, the 98-octane, unleaded race fuel that set the standard for performance. NASCAR team engine builders said they have been testing the Sunoco Green E15 for several months, and reports have been very positive.

In fact, many have reported achieving more horsepower with Sunoco Green E15.

With Sunoco Green E15, we are leading by example, showing that this renewable fuel works in the most demanding racing environment in the world, said Dr. Mike Lynch, managing director for Green Innovation for NASCAR.

NASCAR and Sunoco look forward to highlighting the efforts of the whole racing community to the transition to Sunoco Green E15.”

While Buis is enthusiastic about the E15 partnership with NASCAR, he said the consumers are obstructed by the recent House decision.

The House has denied consumers choice in the type of fuel they use. Instead, they have chosen to continue giving oil companies a virtual monopoly over the fueling system. Our dependence on imported oil is neither safe nor sustainable,” Buis said.

“As the world’s largest oil companies tell us they can’t find new sources of oil, this House measure would seek to relegate future generations to a preventable future of oil dependence.

Buis said the E15 waiver would allow Americans to have more fuel choices. In fact, last summer, Growth Energy introduced the Fueling Freedom plan, a proposal that would open the transportation fuels market by investing in ethanol infrastructure like blender pumps.

Blender pumps, installed at fuelling stations, combine the ethanol and regular gas within the pump, making installation of more underground tanks unnecessary.

Using a blender pump, consumers can choose whether they want no ethanol, all the way up to 85% ethanol for Flex Fuel vehicles.

Ethanol producers said putting blender pumps into place will start to create a level playing field for ethanol to compete with foreign oil and eventually eliminate the blender tax credit entirely.

However, in a related action, the House also last month passed a separate amendment, offered by Rep. Jeff Flake (R-AZ), that blocked funds for a tax subsidy that supported building these fuel pumps that blend ethanol and gasoline, as well as separate fuel storage facilities.

The E15 waiver measure now goes to the Senate, where ethanol enjoys more support. We will provide updates on this issue as they become available.

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Several factors are driving modern fluid maintenance services. First, a modern vehicle’s service life often extends to well over 200,000 miles and good fluid maintenance practices are, in part, responsible for that remarkable achievement. Second, car counts in many shops are declining because late-model vehicles require less scheduled maintenance and less frequent repairs. Consequently, many shops are looking at add-on services, such as fluid maintenance, to boost shop revenues.

Unfortunately, many shops have been accused of over-selling fluid maintenance services. For example, I had a customer who, for whatever reason, preferred to have his vehicle serviced at an out-of-town fast lube shop. Although his vehicle recently had the automatic transmission replaced, the fast-lube shop insisted on selling him a transmission fluid flush. Not only did they sell him the first transmission flush, they attempted to sell him a second flush on a later visit.

One reason for apparent over-selling is that many shops routinely recommend fluid maintenance services based upon the mileage of the vehicle. In addition, many vehicle owners circulate from shop to shop, so there is no continuous maintenance records kept on the vehicle. The sole exception to this situation might be information jotted into the vehicle’s OE maintenance record manual or on repair and maintenance receipts stashed in the glove box. So, it’s easy for one shop to accuse other shops of over-selling fluid maintenance, regardless of what the actual case might be.

With these thoughts in mind, let’s explore many other issues regarding fluid maintenance.

Photo 1: A visual exhaust, brake, power train inspection should be part of every extended service interval inspection.

ENGINE OIL

Extended engine oil change intervals are profoundly influencing the way we sell fluid maintenance services. Although it’s difficult for many veteran technicians to comprehend, the engine oil monitors built into the PCM’s software are doing a good job of calculating oil change intervals based upon factors like average ambient temperatures, coolant temperatures, drive times and engine loads. As a result, we’re seeing the traditional 3,000-mile engine oil change interval doubled and perhaps tripled before the vehicle returns for maintenance services.

In response to this trend, shops should be eliminating the stand-alone oil change in favor of more comprehensive maintenance and inspection schedules. Inspections would include items like filters, belts, hoses, brake friction and exhaust. Additional touches such as filling the washer fluid reservoir, cleaning the engine compartment, lubricating locks and door hinges, lubing door seals, and cleaning the battery and its cable connections would be welcome in an extended interval maintenance service. See Photo 1.

Extended service intervals have brought about four basic changes in the way we maintain vehicles in the service bay.

The first change is that the base oil and additive package of any oil must be compatible with extended service interval requirements.

Second, the oil must meet the OEM’s lubrication requirements for highly stressed engine components like camshafts and piston/ring assemblies.

Third, the oil filter itself must meet extended interval requirements.

Last, and most important, most fluids in a modern vehicle are often application-specific and, in many cases, designed for extended interval use.

AUTOMATIC TRANSMISSIONS

While some manufacturers consider automatic transmission oil as a “lifetime” fluid, other manufacturers believe that it should be changed according to mileage and usage. To illustrate, trucks used for towing heavy loads definitely need more frequent transmission fluid maintenance because the transmission obviously operates at a higher temperature, which tends to oxidize and deplete the fluid’s additive package much more rapidly.

All too often, a customer might request a transmission flush in the belief that flushing will cure a shifting or slippage complaint. In reality, if the fluid is badly burned or contaminated, flushing probably won’t compensate for the mechanical wear that has taken place. On the other hand, if the fluid simply appears dirty from normal use, a flush might be ­recommended.

The obvious question is whether the transmission oil pan should always be removed for service. Many auto manufacturers believe, for example, that replacing the oil in the pan at regular intervals maintains the additive package in the oil. My opinion is that the oil pan should be removed so it can be inspected for wear debris, the filter can be replaced, and the valve body screws checked for correct torque. If the transmission experiences severe service, I would recommend removing the oil pan and performing the above services.

Last, far be it from me to recommend anything but the OEM-specified automatic transmission fluid for a fluid replacement. While the vehicle owner’s manual or a repair database might recommend a generic fluid for topping off the fluid level, it generally will not recommend that same generic fluid for fluid replacement.

MANUAL TRANSMISSIONS

In years past, the conventional “90-weight” transmission oil was used in all manual transmission applications. Beginning about 25 years ago, transmission manufacturers began changing over to lower-viscosity oils to reduce rotating friction in their transmissions and to increase fuel economy. In that era, some manufacturers recommended engine oil and even automatic transmission fluid for their manual transmissions.

Most currently recommend synthetic-based oils to improve lubrication and reduce rotating friction. Because transmission gear shift synchronizers are ­designed for specific types of lubricants, a vehicle owner would likely experience hard shifting on cold mornings if a substitute lubricant is installed.

Today, we have very sophisticated five and six-speed, high-performance manual transmissions that require application-specific lubricants. In addition, we also have many automatic transfer cases in 4WD applications that might use friction clutches to engage front drive trains and equalize input and output shaft speeds. Here again, the oil must be formulated to allow smooth 4WD engagement. So the ­lesson to be learned here is that it’s ­always best to use the recommended fluid for any manual transmission or automatic transfer case application.

The Important Things You Need To Know About Fluid Maintenance Issues

If you’re unsure of just what your dream car might be, let your local Ford dealership help you dream it up. From the perfect four door sedan to drive your family around town to a minivan that will be perfect for the neighborhood carpool to a sports car that will be the envy of all the guys at the office, Ford has something that you will absolutely be crazy about.

By visiting the website of one of your local Ford dealers, like fairviewford.com, you can see the wide selection of vehicles Ford is rolling off the assembly line today. For each car, you’ll be able to see vehicle specifications, like how fast they can drive, their estimated highway and city gas mileage, and other important information, like safety ratings. If you haven’t bought a car in ages, looking online is really the best way to start. Once you’ve looked at http://fairviewford.com, or a similar site, you can visit a dealership with an idea of what you like. There, your salesperson can ask you even more specific questions to narrow your search field. And you’ll be able to see the cars in person, sit in them, and even test drive them on the road to make sure that you’re really happy with how they drive, which is always the ultimate and most important test of a new car. You’ve got to feel comfortable in it, and only then will you be happy. So if you have no idea of what your new dream car might be, let Ford help you dream it up. The professional salespeople at your local dealership will be able to tailor their recommendations to your specific needs so you’ll drive off the lot with a car you’ll love today and be crazy about for years to come.

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In addition to checking the strength of the antifreeze, a cold-weather starting inspection should also include testing and visually inspecting the battery and cables, starter, alternator and changing to the auto manufacturer’s recommended engine oil.

THE EFFECTS OF COLD WEATHER

Because cold weather slows down the chemical reaction between its electrolyte and its battery plates, the average battery can lose more than 50% of its cranking amperage at 0° F. For that reason, cold-weather starting quickly separates OE-specification from non-OE-specification batteries.

The next cold-weather issue is the viscosity of engine oil increasing at low temperatures. Unfortunately, many shops and motorists still think that thick, gooey oil lubricates much better than the “thin” 5w-30, 5w-20 and 0w-20 oils. Conventional 10w-30 oil usually pours like maple syrup after it’s been chilled to sub-zero temperatures. For that reason, thick oil causes hard-to-diagnose cold starting complaints because it increases the load on the starter and battery.

In other cases, the combination of an under-capacity battery and high cranking torque reduces battery terminal voltage below the 10 volts generally needed for the PCM to activate the ignition and fuel systems. So don’t underestimate the importance of meeting OE specifications when choosing batteries and engine oils.

RECORD KEEPING

It’s helpful to the selling process if a shop develops a database indicating failure patterns for batteries, starters and alternators. Because some nameplates develop predictable failures at predictable intervals in their starting/charging systems, it’s entirely possible to base a repair recommendation on the projected life of the component.

Routine testing, which is the only way to find ­marginal starting-charging system components, has been made much easier with modern conductance-style starting/charging system analyzers. Through routine testing, a shop might find, for example, that battery failures occur after three to six years of use. Because exposure to heat and vibration generally reduces battery life, some commercial applications might see more frequent failures. With testing in mind, let’s look at how the condition of modern starting/charging systems can be routinely evaluated.

THE POWER OF OBSERVATION

Nothing beats the power of observation for selling batteries. Because heat increases the chemical activity of the battery, it tends to boil off water and corrode the terminals at a faster rate. If the top of a battery has a “wet” look and the terminals are severely corroded, the battery might have a bad cell or the alternator might be over-charging it. On older vehicles, multiple burned-out headlamps and exterior lights are symptomatic of an intermittent overcharging condition.

If the battery appears “too clean,” its plates might be sulfated due to short-trip driving or long-term storage. Because sulfation reduces the electrical storage capacity of the battery, discharging and recharging very quickly is symptomatic of a sulfated battery. In addition, loose or missing battery hold-downs vastly accelerate mechanical wear on the battery plates by ­allowing the battery to vibrate on rough road surfaces. Last, always check the installation date on the battery. If the battery is more than five years old, it is probably reaching the end of its useful service life.

BATTERY RATINGS

The primary job of the battery in a modern electronic vehicle is to maintain the voltage needed during cranking to operate on-board electronics. Most modern batteries are rated in Cranking Amperage (CA) and Cold Cranking Amperage (CCA). Keep in mind that CA ratings are the higher value because they’re rated at 70° F temperature. CCA ratings are lower because they’re rated at 0° F temperature. A battery rating of 500 CCA indicates that the battery will produce 500 cranking amps at 0° F temperature while maintaining at least 9.6 volts (preferably 10 volts) at the battery terminals to power system electronics.

BATTERY TESTS

Conductance, carbon pile loading and specific gravity testing are three basic methods of testing a flooded or wet-cell battery for a battery’s state of charge (SOC) and state of health (SOH). Because of its comprehensiveness, simplicity and safety, the preferred method of evaluating battery SOC and SOH is conductance testing.

Because conductance testing passes a small alternating current through the battery plates to measure plate resistance, conductance testing can be used to evaluate batteries that are partially discharged. When performing any conductance test, remember that test results are based upon a battery core temperature of 77° F. If the initial test fails, most conductance testers will request a corrected cold-soak or core temperature.

Conductance testing might also be combined with load testing and specific gravity testing. Load testing with an adjustable carbon pile generally requires that the battery be fully charged and at room temperature. Most batteries are load-tested at one-half the cold cranking amperage (CCA) rating for 15 seconds with a good battery maintaining at least 9.6 volts at the terminals during a load test. When load-testing a battery, follow the equipment manufacturer’s instructions and work in a well-ventilated area to prevent a possible battery explosion.

Specific gravity testing can be used on a battery with removable cell caps and can also be dangerous because electrolyte can be splattered into the eyes or contact the skin. The specific gravity of a fully charged battery should range between 1.250 and 1.270, with a variation of no more than 0.050 between cells. A partially discharged battery will have the highest and lowest specific gravity at the positive and negative terminals, respectively. Specific gravity tests are most useful for locating bad cells in new and old batteries.

AGM-VLRA BATTERIES

Some auto manufacturers are now installing absorbed glass mat (AGM), valve-regulated lead acid (VLRA) batteries. The advantage of AGM batteries is a more compact design and no acid leakage in case of an accident. The valve-regulated feature allows the release of excess gas pressure if the battery is over-charged. Be aware that some manufacturers recommend special charging and testing equipment for AGM batteries. If you’re dealing with an OE AGM battery, check your service information for recommended testing and charging procedures.

PARASITIC DRAW TESTS

In most cases, excessive parasitic draw runs down a battery if the vehicle is parked at least 3-5 days. Excessive parasitic draw is generally caused by interior lighting remaining on, modules not timing out correctly and poorly engineered aftermarket electronics. While modules on most vehicles time out in about two hours, some might require longer periods. Most auto manufacturers now list normal parasitic draws for their various lines. The rule of thumb for parasitic draw is about 20-50 milliamperes (mA) of current with all modules timed out and accessories turned off. See Photos 1, 2 and 3.

BATTERY REPLACEMENT PRECAUTIONS
Various components and accessories on many higher-end import vehicles might require an extensive relearn process if the battery is disconnected. OE or OE-equivalent scan tool equipment might be required to perform the relearn processes. Occasionally, it’s possible to keep the vehicle electronics powered with an auxiliary battery while the starting battery is being replaced. Whatever the case, it’s important to familiarize yourself with the vehicle you’re servicing via an aftermarket or OE service information system.

ALTERNATOR TESTS

Conventional configuration alternators are most effectively tested with an adjustable load, carbon-pile tester that allows the technician to test drive belt slippage and output amperage. With no load, a conventional charging system should produce 14.2 volts at the battery terminals at room temperature. To compensate for temperature-related chemical activity, the charging voltage might rise to 15.2 volts during extremely cold temperatures and drop to 13.8 volts at above-normal temperatures.

On modern vehicles, the charging rate of the alternator is controlled by programming in the PCM that monitors vehicle electrical load and battery state of charge. For this reason, I would hesitate to recommend any “generic” method of testing these charging systems. So, before condemning any alternator for what appears to be a low charging rate, it’s always best to review the service information applicable to the vehicle being serviced. In some applications, alternator failures can be better evaluated by scanning for trouble codes using a professional-grade scan tool with a comprehensive data stream and bi-directional features.

STARTER TESTING

In years past, the rule of thumb for testing starters was that the cranking amperage should equal approximately one-half of the cubic-inch displacement of the engine. But, since the introduction of smaller engines and compact permanent magnet, reduction-gear starters, this rule has largely gone by the wayside. In my experience, most of the complaints related to permanent magnet starters are engagement issues that involve the transmission range sensor, starter relay, starter solenoid or starter drive gear components.

It’s also important to remember that the starter engagement on many late-model applications is commanded, not by the starter switch on the steering column or instrument panel, but by the PCM. Once in a great while, a “weird” starter problem might be caused by a cracked field magnet in the starter itself. See Photos 4 and 5.

It’s most important to record the terminal voltage at the battery during cranking. Remember that the battery should maintain at least 10 volts at its terminals during cold-weather cranking. Because many cranking speed problems are caused by corroded terminal connections, it’s important to include clean battery terminals as a routine service procedure. It’s also important to check the battery connection at the starter solenoid for looseness or corrosion.

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The Allard J2X MkII, reproduction of your Jaguar J2X, is shipped ‘fully-loaded’ with choices tied to the choice of engine, a complete-breadth windshield and a material leading. Current options add the 5.7 liter gasoline-injected GM RamJet V8 , the five.7 liter Chrysler Hemi and also the 6.1 liter Hemi.

It is illegal to use a cell phone while driving in the majority of the states and do you know why? Yes, it’s because it’s dangerous. Cell phones are a dangerous distraction which can be detected at the root of many collisions on the highway. Of course there are other distractions which a driver must also face, but taking a few precautions before setting off on a journey can help to reduce the impact of these possibilities resulting in a calm, safe and fully focused drive.

Here are a few easy steps which every driver can take to help keep the distractions at bay:
• Switch off your cell phone before you climb into the car. There, that was easy wasn’t it? If you’re not allowed to use it and it is a dangerous distraction just switch it off.
• Record a voice mail message to tell callers that you are driving but you will be sure to return their call as soon as you are free – you see, it’s not rocket science is it?
• If you do need to make an important telephone call then find somewhere safe to pull off by the side of the road first. There are usually plenty of safe places available if you just take the time to look.

• If you have a passenger in the car with you and you can’t find somewhere safe to pull off simply ask them to make the call on your behalf.
• Never, ever, ever write text messages, check your emails or surf the web whilst driving. It doesn’t matter if you’re on a long, straight road which you know like the back of your hand and there are no other vehicles in sight, things happen fast when you’re driving and you must always give your full attention to the road and the motor.
• Make sure that you know the laws for the state you are driving in. You will probably be fully aware of the laws for your own state but if you are going on a long road trip you could pass through a number of states with different laws.
• Know where you are headed before you set off. Program your destination into the GPS, check out directions, take a look at the map – if you are going somewhere which is not familiar to you then familiarize yourself with landmarks before you set off on your journey.
• Secure all pets firmly into position before you set off. Traveling with loose animals in the car is not only a dangerous distraction for you but could also be extremely dangerous for them in case of an accident.
• Don’t get into any heated exchanges with your fellow passengers. When you are driving it is not the right time or the right place to start falling out with people or getting into heated conversations. Save those for when you arrive at your destination.

• Don’t do anything which may take your eyes or your mind off the road ahead. We’ve covered the cell phone usage but other things include eating, drinking, applying make-up, reading (yes, really) and many other things.
There are very many distractions which can contribute to collisions and accidents on the road – distractions while driving are dangerous for you, for your passengers and for any other road users who are unlucky enough to cross your path.
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As creation of the Jaguar XK coupe and convertible winds downward this current year, Jaguar wants to celebrate the car by using a unique XK Last Fifty exclusive edition. In line with the pre-existing high-efficiency XKR model, the 2015 Last Fifty is going to be sold as 25 convertibles and 25 coupes.

The 2015 version 12 months is definitely the last year to the present Jaguar XK, that was introduced at the 2005 Frankfurt car present. The Jaguar F-Sort coupe and convertible basically change the XK within the Jag collection. A new model called the XR Gran Turismo will arrive in 2017 to replace the current XK, as European bureau chief Georg Kacher reported. It will likely be created over a stretched variation of your F-Sort system and you will be a far more expensive, a lot more upmarket huge tourer.

The 2015 Jaguar XK Final 50 is based on the XKR version, that features a supercharged 5.-liter V-8 generator scored for 510 hewlett packard. The cars will be coloured in Greatest Dark and put on particular badges and doorsill plates, along with athletics car seats with gemstone-stitched white leather-based. The Dynamic and Performance offers are provided as standard, reducing the car’s ride size by .4 inch, and introducing unique revocation tuning, a larger back wing, a rear diffuser, new area dresses, and 20-“” wheels. Which also increases the Jaguar XK’s top-rate limiter from 155 mph to 174 miles per hour. The -to-60-miles per hour run requires a stated 4.6 secs.

This Last 50 version usually takes ideas through the 1974 Jaguar E-Sort. To round out manufacturing of that legendary vehicle, Jaguar sold 50 special-model versions of it (49 in black color and something in United kingdom Rushing Environmentally friendly), by using a unique plaque memorializing them as special automobiles. Those 50 E-Types are now highly sought-after by collectors, according to Jaguar.

Rates for the Ultimate Fifty model has but being announced. The 2014 Jaguar XKR coupe begins at $98,425, together with a $925 destination charge, while the XKR convertible fees $104,425.

We’ve already listened to gossip that programs were in movement for an R-S or R-S GT version in the Jaguar F-Kind. Now there’s even more proof to assist the notion, soon after spy photography enthusiasts but once again trapped the F-Kind testing with R-S functionality parts. We formerly documented that the Jaguar F-Type will spawn a brand new derivative annually, with possibilities together with a 600-hp coupe, and each R-S and GT models.

Spy shooters spotted a Jaguar F-Variety coupe prototype with R-S-looking equipment last summer, and most of the identical components may be observed on this decrease-best prototype. At the start there exists a more and wider distinct top spoiler than on the recent F-Variety R. The aerodynamic updates continue in profile in which we can easily see much more competitive rocker sills, top rated toward the larger rear spoiler and diffuser with the back end. When compared to coupe spied this past year, both front splitter and back spoiler seem substantially more and larger distinct.

When it is still unclear if the Jaguar F-Sort R-S or R-S GT would have a strength up grade on the 5.-liter, supercharged V-8 R coupe’s 550 hp and 502 lb-feet of torque (the strongest convertible car is the 495-hewlett packard V8 S), we could anticipate a few other changes. In addition to the aero, the F-Sort convertible prototype shows the identical large, blacked-out tires; discolored “Jaguar Carbon dioxide Ceramic”-badged calipers; and go across-drilled rotors as being the coupe we seen last year. Reports also recommend substantial-overall performance Jaguar F-Sort versions could shed a few pounds.

If the first car to arrive is the F-Type R-S, a more track-focused R-S GT could be in the cards later on, jaguar is planning to roll out future models one at a time rather than all in one go, meaning that even. Didn’t bring out the XKR-S GT until two years later, at the 2013 New York auto show, though in the past, Jaguar introduced the XKR-S coupe in 2011.

We referred to as the 2014 Jaguar F-Sort convertible our 2014 Vehicle Publication All-Celebrities.