On the Move

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Consumers air views in annual quality studyDETROIT — J.D. Power’s

2011 initial quality study found consumers increas-ingly critical of complex technology designed to increase smartphone use in vehicles.

The National Highway Transportation Safety Administration also has been highly critical of the growing number of features in these in-car technology systems, which it has said are highly distracting to drivers.

Despite the growing amount of technology in cars, the industry improved overall, to an average of 107 problems per 100 vehicles. That translates into about one problem per vehicle. The industry averaged 109 prob-lems per 100 vehicles in 2010 and 108 in 2009.

The study evaluated 32 brands based on survey responses from more than 73,000 purchasers and les-sees of new 2011 model-year vehicles after 90 days of ownership.

Toyota’s Lexus brand secured the No. 1 spot in the 2011 annual study, with 73 problems reported for every 100 vehicles, while the Toyota brand finished No. 7. Honda and its Acura luxury brand were No. 2 and No. 3, respectively.

Like last year, only two Detroit brands finished above the industry’s average. Last year, Ford and Lincoln were in the above-average tier. This year, however, it was Cadillac and GMC.

Ford sank markedly in the survey overall. Last year, it was the top-performing non-luxury brand with 93 prob-

lems per 100 vehicles. This year, it finished 23rd with 116 problems per 100 vehicles — below No. 14 Chevrolet and No. 16. Chrysler.

While the Chrysler brand posted a 10 percent improve-ment in the study, the com-pany’s Dodge brand ranked last with 137 problems per 100 vehicles.

In a notable finding, the initial quality of 2011 models that did not undergo major redesigns improved to a best-ever 103 problems per vehi-cle. But the number of prob-lems reported among all-new or significantly redesigned models jumped 10 percent from last year (to 122 prob-lems per hundred from 111 last year).

J.D. Power pointed to two causes for this trend.

First, as automakers launch new engine and trans-mission software intended to improve fuel economy, some of these changes are leading to engine or transmission “hesitation” when accelerat-ing or shifting gears.

The second factor is the introduction of multimedia technology, such as hands-free and voice-activation sys-tems that enable drivers to use cellphones, download applications from smart-phones and control interior temperatures.

A significant number of consumers told Power researchers that some of the systems are not intui-tive or don’t always function properly. J.D. Power found 18 percent more complaints about audio, entertainment or navigation systems in 2011 than in 2010 and 28 percent more than in 2009.

“Consumers are interest-

ed in having new technology in their vehicles, but auto-makers must ensure that the technology is ready for prime time,” said David Sargent, J.D. Power vice president of global vehicle research. “Successful com-panies will be those that can take this incredibly complex technology and make it reli-able, seamless and easy for owners to operate while they are driving.”

In contrast to declining quality feedback on all-new models, the average quality of models that had no signifi-cant redesign from 2010 to 2011 improved to a best-ever 103 problems per hundred vehicles.

Ford, which has been one of the industry leaders in offering more connectivity to drivers, is already refining its Sync hands-free feature and simplifying a more intri-cate option called MyFord Touch, which debuted last year on the Ford Edge and on Lincoln MKX models as MyLincoln Touch. Nearly every automaker offers some type of hands-free access to cell phones, Internet-based entertainment and social net-work messaging.

Several Detroit vehicles ranked in the top of J.D. Pow-er and Associates’ car seg-ment rankings.

GM swept the large cross-over/SUV category with the Chevrolet Tahoe, GMC

Yukon and Chevrolet Subur-ban. The Chrysler Town & Country and Dodge Grand Caravan were ranked as top minivans.

The Ford Taurus was the top-ranked large car, and the Dodge Challenger and

Chevrolet Camaro ranked as the top midsized sport cars. Other top Detroit performers include: the Cadillac Esca-lade, Lincoln Navigator, Ford F-150, Chevrolet Avalanche, Ram Dakota, Dodge Duran-go and Chevrolet HHR.

For compact cars, an increasingly popular catego-ry of vehicle, the top-ranked models were the Honda Civic and Insight and the Toyota Prius. The top-ranked mid-sized cars were the Honda Accord, Subaru Legacy and Toyota Camry.

Meanwhile, three assem-bly plants tied for Power’s Platinum quality award for making vehicles that aver-aged only 24 problems per 100: Toyota’s Cambridge South plant in Ontario that produces the Lexus RX; Toy-ota’s Kyushu, Japan, plant that makes the Lexus ES; IS and RX, and Honda’s Greensburg, Ind., factory that makes the Civic.

No plants operated by Detroit automakers received a top award for initial qual-ity.

By Greg GardnerDetroit Free Press

The study evaluated 32 brands based on survey responses from more than 73,000 purchasers and lessees of new 2011 model-year vehicles after 90 days of ownership.

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Page 2 / Monday, June 27, 2011 Tallahassee Democrat / OnTheMOve

Ford Focus offers a taste of EuropeI had been driving the 2012 Ford Focus

for four days when I pulled into the drive-way of a friend. Parked there was her late-model Audi A3.

Like the Focus, it is a five-door hatch-back. Both are designed in Europe. And despite the Audi name, the A3 actual-ly starts with the humble Golf platform, with which the Focus competes on the continent.

Then, a question entered my mind: Could this new Ford, designed and engi-neered in Germany, be competition for the Audi A3?

A few more days answered that ques-tion.

There’s no doubt that having Audi’s four rings on the grille holds more elan than Ford’s blue oval. But look beyond the image and you’ll find the Focus to be a compelling value.

Of course, the first thing you’ll notice is the Focus’ styling. Its aggressively sculpted look makes the A3 look frumpy by comparison. And the Ford is longer yet lighter than the Audi.

For 2012, the Focus is available as a four-door sedan or five-door hatchback in S, SE, SEL and Titanium trim levels. A five-speed automatic transmission is stan-dard; a six-speed dual-clutch automatic transmission, which uses the same gear-set as a manual but shifts automatically, is optional.

Ford Motor Co. supplied a five-door hatchback in top-of-the-line Titanium trim.

The dual-clutch is a very sophisticat-ed transmission, allowing for precise, quick manual shifting without having to use a clutch pedal. You can only shift manually by flicking an incredibly tiny toggle switch on the transmission lever. It’s extremely lame. Why couldn’t Ford design steering-wheel-mounted paddles like German automakers? My guess: It costs too much for the segment.

Still, this is a frugal devil, rated at 28 city, 38 highway. Opt for the SFE (Super Fuel Efficient) package and mileage climbs to 40 mpg, but you must order the automatic.

That said, the 2.0-liter four-cylinder engine, while possessing 160 horsepow-er, seems a bit short of torque, meaning you’ll have to work this engine a bit to get anything out of it. This is where the A3 trumps the Focus — for now.

The transmission has different drive modes, which can change the car’s response instantly. In standard drive mode, the driveline acts is perfectly

adequate, opting for fuel efficiency over speed. But shift the lever into S, or sport, mode, and Clark Kent sheds his glasses. There’s a bit more responsiveness.

The Focus has the solid feel one expects of a small European car, and that’s because it is one. Its behavior is almost unheard of in small cars with American nameplates. Yes, there’s understeer, not to mention some body lean, while tackling corners. The ride is very comfortable. The suspension absorbs bumps well and

body motion is held in check. On the highway, making a quick lane

changes or tackling a corner, you’ll find the Focus retains its focus with a reassur-ingly nimble feel. Braking is very good.

The cabin is very quiet for a small car, even in hatchback form. The front seats provided excellent support, with aggres-sive side bolsters to hold you in place while cornering. Some larger folks might find them confining. Legroom was good up front, but tight in the rear seat unless front passengers compromised some of theirs.

The sedan costs less than the hatch, even though the hatch is 7 inches short-er. Passenger space is identical, but the hatch has greater cargo space, according to Ford.

There’s plenty of standard gear, includ-ing dual automatic climate control, an 8-inch high-def screen with controls for audio, climate and Bluetooth-enabled mobile phone.

Options include a navigation system, leather seats, power moonroof and a self-parking system that’s easier to use than

Lexus’. (If you can’t park this car, don’t bother getting behind the wheel.)

The Focus presents a delicious conun-drum. Do you go for a stripper or opt it up?

The base car handles well, offers good space and good fuel economy. A fully load-ed Titanium costs as much as some mid-size cars, but has an excellent balance of ride and handling and, in hatchback form, great cargo flexibility. And let’s not forget that stellar gas mileage.

It’s not as fast as the Audi, but offers all of its creature comforts.

It should also make a Ford Fiesta a tough sell. Unless you can’t afford the extra scratch, the Focus is larger, but offers similar gas mileage.

That you can talk about the Focus and the Audi is saying something. No, Audi hasn’t gotten soft. Rather, it’s that Ford is that good, delivering a European car that hasn’t been dumbed down for American tastes.

Instead, it’s the real deal, filled with a European ambience that makes it among the best small cars you can buy.

By Larry PrintzThe Virginian-Pilot

StatS2012 Ford FocuSEngine: 2.0-liter four-cylinderWheelbase: 104.3 inches Length: 171.6 inches Weight: 2,948 pounds cargo space: 23.8-44.8 cubic feet EPa rating: (city/highway) 28/38 mpg Fuel consumption: 29 mpg Fuel type: Regular Base price, base model: $16,995 Base price, test model: $23,490

MCT

For 2012, the Ford Focus is available as a four-door sedan or five-door hatchback in S, SE, SEL and Titanium trim levels.

OnTheMOve / Tallahassee Democrat Monday, June 27, 2011 / Page 3

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New V-6 engines catch up to V-8sKANSAS CITY, Mo. — Jim

Leath has driven pickup trucks since the 1960s, always powered by V-8 engines beefy enough to tow a boat or carry a load of con-crete blocks.

But recently he did what for him was once unfathomable. He bought a Ford F-150 pickup with a V-6. And he has no regrets, especially after easily pulling a trailer packed with two horses, a couple of donkeys and a mule.

“This thing has so much power it’s pathetic,” he said. “I always wanted to get the biggest and the best, but this is the best.”

The long relationship between big, thirsty V-8s and pickup trucks, one of the last bastions for the engines, is showing signs of cracking. A new breed of V-6s is getting better gas mileage while not compromising on towing and hauling power.

V-8s still top the overall new-pickup market. But the country’s best-selling vehicle, the F-150, is leading the six-cylinder assault. In May, for the first month since 1985, more F-150s were sold with V-6s than with V-8s.

Ford, which makes the pickups in Kansas City and Chicago, restored a standard V-6 to its model line in November. But an enhanced V-6 that it started selling early this year is fueling the surge in sales. It is fitted with the automaker’s Eco-Boost package, which includes tur-bochargers and direct fuel injection. Those enhancements keep some of the smaller engine’s better mileage while boosting performance.

Higher gasoline prices have made car and truck shoppers look for better mileage, but Ford execu-tives have been surprised with how quickly the V-6 pickups’ sales have grown.

By April, the V-6 engines account-ed for 50 percent of F-150 sales and in May were 56 percent. In the Kan-sas City area, F-150 buyers are pick-ing the smaller engines 61 percent of the time, the second-highest rate in the country.

“Who would have thunk it?” said George Pipas, Ford’s sales ana-lyst.

Automakers, pushed by tougher federal efficiency standards, have offered more hybrids and a few electric cars — and they have been

especially aggressive with improve-ments to gasoline engines.

But selling fuel economy gets trickier when it comes to larger vehicles such as SUVs and pick-up trucks, where engine size and power have been so important in attract-ing buyers.

J i m K l ie s ch , research director of the clean-vehi-cles program at the Union of Concerned Scientists, recalls approaching Ford in 2003 about mak-ing its Explorer SUV more fuel efficient. He had a similar package in mind, using smaller turbocharged engines with other upgrades.

Ford dismissed the approach then but has embraced it now. New Explorers all have V-6 engines now, and a souped-up four-cylinder engine soon will be offered.

“It’s not rocket science; it’s auto engineering,” Kliesch said. “Ford is recognizing that consumers can have their cake and eat it, too.”

But pickup-truck drivers are a special challenge, in part because of some testosterone demographics. Even Toyota, with its reputation for fuel efficiency, made sure to offer its Tundra pickup with a couple of

V-8 options. Most pickup driv-

ers, it turns out, do have real hauling needs beyond car-rying a few bags of mulch home from the gardening store.

Just 15 percent of F-150 buyers don’t use them at all for business, according to Ford. About 35 percent use them only for business,

and 50 percent a combination of business and leisure.

That’s the case for Leath, who still does some work for a Raytown highway construction company he once headed. And his hobbies include buying horses and other animals.

So he never thought twice about getting a V-8, and he scoffed when he read that Ford was coming out

with a V-6 that would be competi-tive with the V-8.

“I couldn’t believe it,” he said. Ford knew other pickup drivers

were likely to feel the same. The six-cylinder engine, offered since the F-150 made its debut in 1948, had a checkered history. It had an uptick in 1985 when there was a shortage of V-8s, but it struggled and was dropped in 2008, when even that year’s record gas prices didn’t do much for sales.

To overcome doubts about its new V-6, Ford launched a national tour of the vehicles, complete with test drives. Leath took one for a spin and became a convert, buying a new F-150 with the EcoBoost V-6.

F-150 buyers can choose from two V-6s and two V-8s. The V-6 without the turbocharging and oth-er upgrades is cheaper and has a slight mileage edge over the V-6 with EcoBoost.

But the EcoBoost version has more horsepower and torque — giv-ing it greater towing capacity and ability to carry heavy loads similar to or better than the two V-8s.

Mark Smith, the head of Dick Smith Ford in Raytown, says a

majority of his customers are now choosing the EcoBoost V-6 — with competitive performance but cheap-er than the bigger V-8 getting up to 5 miles more per gallon of gas.

Still, he expected it to be slower to catch on, given the loyalty that F-150 buyers have shown V-8s over the years.

“I’m surprised it has happened so quickly,” he said.

Ford executives, who feared they might be “walking to the edge of the plank” with the V-6 options, are breathing easier even as they expect competitors to close the gap.

Chevrolet is taking a differ-ent approach, using efficiency upgrades on its V-8 engines. As a result, Chevy says, its 5.3-liter V-8 has fuel economy competitive with the V-6 EcoBoost.

And Ford isn’t declaring that the V-8 has been dethroned, or that there will be a day when the V-8 isn’t offered. But a place for the V-6 also seems assured now in the F-150 lineup.

“We think the trend will continue up,” said Pipas, the Ford sales ana-lyst. “We’re not by any stretch done with developing that engine.”

By Steve EverlyMcClatchy Newspapers

The 2011 Ford F-150 as seen on dis-play in Janu-ary at the 2011 Wash-ington Auto Show in Washing-ton, D.C. By May, for the first month since 1985, more F-150s were sold with V-6s than with V-8s.

Olivier DOuliery/AbAcA Press/McT

Most pickup drivers, it turns out, do have real hauling needs beyond carry-ing a few bags of mulch home from the garden-ing store.


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Safe driving tips for summer stormsDETROIT — Winter isn’t the

only season that poses driving haz-ards. Summer brings flash floods, electrical storms and even tor-nadoes.

So before you head out, know how to handle intense summer weather.

First, try to avoid storms. Pay attention to the forecast. If severe weather is expected, it’s best to stay home — especially if the National Weather Service has issued warn-ings.

But if you’re on the road, here’s how to deal with three types of hazards.

1. TornadoesGetting caught in a tornado is

rare, but here’s what to do. If you see a twister, leave your car and get to the lowest level of a sturdy building. If that’s not possible, get out of your car and lie in a ditch or low area, making sure to cover your head with your arms, says Susan Buchanan, a spokeswoman for the weather service in Silver Spring, Md. Another option is to buckle your seat belt and try to ride out the storm in the car.

Neither are safe options, she says. You can get hit by debris in a ditch and tornadoes can toss cars into the air.

Don’t hide under a highway over-pass, because it can become a wind tunnel in a storm. People have been

sucked out of them by tornadoes, she says.

Trying to outrun a tornado with your car isn’t recommended, unless the funnel is a long distance away. You might think you’re heading away from the twister, but it can change direction, and some travel

faster than cars. Plus, there may not be a road that goes in the right direction to escape.

2. Severe thunderstormsLightning and high winds are

the principal dangers here. Again, heading into a sturdy building is

best, but if that’s not an option, it’s best to pull off the road to a place away from traffic and wait out the storm in your car. If you can’t get off of a highway, try to park on the opposite side of a guardrail from traffic, said Bill Van Tassel, man-ager of driver training programs

for AAA.Staying on the road means you

risk sliding in deep puddles. Vis-ibility can get so bad that you can’t see other cars. Also, don’t touch anything metal inside the car in case lightning strikes.

Be prepared even before you get caught in the rain. Start with wiper blades. If they smear water or skip across the windshield, the rubber is worn out and it’s time to replace them. It costs less than $10 for two blade refills if you do it your-self. Many stores and garages will install them for free or for a mini-mal charge. Remember, you need the clearest possible windshield when driving through a storm.

3. Flash floodsKnow the area where you’re

traveling and avoid spots where rivers and streams cross or run near roads. If the road is flooded, don’t drive into it. Turn around and drive in the opposite direc-tion. Van Tassel says it’s especially difficult to see water over roads at night. People who drive into flooded roads can get swept downstream by currents.

Make sure your tires are ready for wet roads. It’s best to replace them if the tread is less than 1/8 of an inch deep, according to Tire Rack, a mail-order tire store. The tread has to be deep enough for water to get out through the side grooves, otherwise you’ll slide on the water.

By Tom KrisherThe Associated Press

Sonya n. Hebert/DallaS Morning newS/MCt

Pay attention to the forecast. If severe weather is expected, it’s best to stay home — especially if the Nation-al Weather Service has issued warnings.

Automotive repairs and parts sales begin to pick upThe decline in new-vehicle sales

during the recession is belatedly helping the auto repair and parts business as vehicles on the road age.

Industry experts say sales of auto repair parts and labor flattened or fell during the recession; while people bought fewer new cars, they also tended to neglect the ones they had. Ciro Martinez, service man-ager at the Pep Boys store in Com-mack, N.Y., recalls people coming in with brakes badly worn. “They

were overdue,” he said. Now, with new-vehicle sales

still well below pre-recession lev-els and the average vehicle on the road nationwide about a decade old, neglect is catching up with vehicle owners, says Stephen Spivey, who tracks the market from the San Antonio office of the consulting firm Frost and Sullivan.

“For a lot of the routine main-tenance that makes up the bulk of the products and services in the aftermarket, you’ve seen deferred maintenance taking place,” Spiv-ey said. “Now, people are circling

back around, having made the deci-sion to keep their cars a few more years.”

Nicole Dash, Long Island area manager for Pep Boys, said that high gasoline prices have spurred sales of items that increase fuel efficiency, such as engine air clean-ers. “Customers are more inter-ested in their maintenance now,” she said.

Ron Rossi, director of research for the Automotive Aftermarket Industry Association in Bethes-da, Md., says industry revenues totaled about $210 billion in 2007,

stayed flat in 2008 and fell in 2009 to about $207 billion. They rose to $215 billion last year and are fore-cast at $224 billion this year.

AutoZone, the repair and parts chain based in Memphis, reported May 24 that its earnings rose by 12 percent in its third fiscal quar-ter ended May 7, to $227.4 million — exceeding analysts/ estimates. AutoZone has more than 4,000 loca-tions in 48 states, according to its website.

In April, Atlanta-based Genuine Parts said its first-quarter profits rose 26 percent from a year earli-

er, to $126 million. Genuine Parts is majority owner of the National Automotive Parts Association, a trade group that distributes auto parts nationwide to about 6,000 stores, its website says.

Pep Boys reported profits up 60 percent to $37 million in its last fiscal year, which ended Jan. 29; it reported earnings late Monday for the quarter ended April 30 that were up slightly to $12.4 million, or 23 cents a share, on sales up less than 1 percent to $513.5 million — both of which missed analysts’ estimates.

By Tom IncantalupoNewsday


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Power-steering fluid leak is a bad signQuestion: Recently,

I’ve needed to refill my power-steering fluid reg-ularly to keep the pow-er steering from mak-ing noises and becoming stiff. There’s also a puddle beneath the car where I park; I assume it’s leaking fluid.

How difficult would this be to fix? Is it the type of repair I would be able to do myself?

Answer: I wish I had good news for you, but this will likely be a pro-level repair. There are four, per-haps five possible places for the fluid to come from. Let’s look at each.

Most vehicles use a belt-driven power-steering pump to create hydrau-lic force to assist steer-ing effort. Power-steering fluid comes in a variety of colors — clear, amber,

pink, red — and darkens with age, becoming brown to black when it’s time to flush it. Fluid is pumped at pressures as high as 1,000 psi to the steering rack or gear box.

Most passenger cars employ rack-and-pin-ion steering, which is a large transverse cylinder mounted low or centered in the engine bay, either slightly ahead of or behind the wheels. Trucks and older or larger cars use a steering gearbox, which mounts low or forward in the engine compartment on the driver’s side. The steering rack steers the wheels directly, via tie rods, while the steering box utilizes a drag link and idler arm to connect to the tie rods.

A rubber high-pressure hose connects between the pump and the steering rack or box. A low-pres-sure return hose brings fluid back, sometimes via a power-steering cooler, to the pump. Also, some vehicles employ a length of hose between a remote-ly mounted fluid reservoir and the pump.

Your best scenario — and most likely cause of leakage — is a fault relat-ed to one of these hos-es. Usually it’s the high-pressure hose. Snugging the clamps on the reser-voir and return-line hos-es might be worth a try. The pressure hose end-fitting clamps are typi-cally crimped and are not repairable.

Fluid leaks also can

occur from a faulty seal in the pump or faulty seals in the steering rack or gear box. A leaking seal might be temporarily fixed by using a seal-swelling fluid additive, but this probably will not be a lasting fix.

On rare occasions, a

power-steering cooler might spring a leak, prob-ably from a crack caused by vibration.

Try to get a look beneath the vehicle to determine the gener-al area of leakage. Use ramps or a pair of solidly

placed jack stands on firm, level ground — never trust a single jack. With the engine not running and parts cool, wipe down as much lingering fluid mess as possible, then run the engine for a few moments while slowly sawing the steering wheel back and forth, perhaps five times. Again with the engine off and parts cool, look for the specific site of leakage.

A hose replacement might be within the skill level of a home mechanic, but some are difficult to access. Replacement of a faulty pump or the steer-ing rack or box can be a miserable job and is best left to a pro.

— Brad Bergholdt is an auto-motive technology instructor

at Evergreen Valley College in San Jose, Calif. Email him

at [email protected]. Bergholdt cannot make

personal replies.

By Brad BergholdtMcClatchy-Tribune News Service Under the hood

Eric SEalS/DEtroit FrEE PrESS

Power-steering fluid comes in a variety of colors — clear, amber, pink, red — and darkens with age, becoming brown to black when it’s time to flush it.

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