Reading a long-term test of a stripped-and-slammed Renaultsport Mégane R26.R in evo Magazine, I couldn’t help but chuckle. In true enthusiast style, the author simultaneously bemoans the disappearance of such factory-racer hot-hatches and attempts to argue that they’re not really that impractical. Between the picture of the author’s bicycle sharing hatch space with a bright red racing cage and his amazingly sincere insistence that driving without a radio is more zen exercise than deprivation, the picture was clear: enthusiasts are absolute nutters. We’re willing to make ludicrous defenses of cars that are as light and stripped-out as possible, while the mainstream begs for ever more weight, comfort and isolation. As at least one commenter in today’s Honda product thread noted, automakers would be nuts to listen too hard to enthusiasts. Unless there were ways to reduce weight without making a car totally unappealing to the appliance fans. Could it be possible?

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Stanford University bring us a little closer to the day when cars will come with a pre-programmed Nurburgring (or, in this case, Pikes Peak) lap time. [Hat Tip: Robstar]

Edmunds Editor-in-Chief Karl Brauer apparently shares our ambivalence about GM’s in-car nanny, Onstar. And not for paranoid reasons either. He explains:

See, I like to think of myself as relatively self-sufficient. Sure, I’ll ask for help but I have to really need it first. However, on a semi-regular basis, when I’m in an OnStar-equipped car I find myself unintentionally activating the system, which in turn causes tremendous guilt because I feel I’m bothering an OnStar employee who could be helping another driver, maybe even someone with a true emergency.

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GM’s Onstar EV Lab recently invited Autobloggreen in for a preview of some of the Volt’s unique Onstar options. The upshot is that the GM-exclusive system will reach new levels of invasiveness, monitoring battery charge and temperature levels, as well as providing charging information. But beyond these Volt-related systems, ABG also reveals that Onstar monitored current users as guinea pigs for developing Volt roll-out plans:

GM pulled real data from thousands of OnStar-equipped vehicles over the last week, and calculated what would have happened had they all been Volts. These vehicles were a representative sample, which in this case means the random drivers were selected from areas where GM expects initial interest in the Volt will be high. GM has previously said that it has its eye on “early adopter” cities like San Francisco and Washington, D.C. to sell the Volt at first, so the sample might have included drivers from these areas.

This is a new development in the discussion of whether Onstar crosses privacy lines in the pursuit of safety, and oh yeah, profits. Onstar would argue that complete access to your vehicle helps prevent things like carjackings (a mission it has now officially accomplished once). The downside is that GM is apparently allowed to spy on your vehicle use patterns at will. Oh, and apparently the computer voice recognition leaves something to be desired, for the rurally accented. Is the system worth the downsides?

Michael Copeland at Fortune has his priorities straight. “In my rusted jalopy, a 1991 Volvo 240 sedan, I have installed the future,” he boasts. His use of the “f-word” tells you he’s not talking about a V8, forced induction or any other fossil fuel-sucking upgrade. What then? An EV conversion? That would be too interesting. Too car-related. No, Copeland’s future shock was a simple feat: “All it took was a friend whose iPhone came along for a ride.” His argument is the same tired trope we hear every time a business writer dips a toe in the product-analysis game: make it more iPod-phone-y!

when you think about it, the car is the ultimate mobile device. And automakers need to start acting more like consumer electronics companies if they don’t want to cede one of their last great opportunities to Apple, Research in Motion or Google [Ed: as if!].

Sigh. Didn’t we go through this when Thomas Friedman called for Steve Jobs to take over GM? Incidentally, whatever happened to the Draft Oprah movement?

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Ford has announced that research conducted jointly with Auburn University shows the promise of GPS in enhancing active safety features like stability control. According to Ford’s press release:

Researchers have found potential for a GPS satellite to act as an early warning system that detects when a vehicle is about to lose control and communicate with the vehicle’s stability control systems and other safety features to prevent a rollover or other serious accident…Virtual reality tests show that GPS satellites can precisely monitor a vehicle’s motion, which could improve the speed and effectiveness of electronic stability control systems.

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With so much attention focused on next-next-gen, alt-energy auto technology, we enjoy highlighting the incremental changes that are making good old internal combustion engines more efficient. The latest evolution to show up on our radar screen is BMW’s development of a host of measures [via Green Car Congress] which it hopes will someday reduce the inefficiencies of cold starts. Perhaps the easiest way of reducing low-temperature, high-friction starts is to encase the engine to slow down the engine cooling process (as well as insulating components that might otherwise need to be cooled). In fact, BMW has shown that with encapsulation, a 176 degree operating-temperature engine can keep its temperature as high as 104 degrees after 12 hours. But good luck trying to change your oil when your engine is surrounded by thermal materials.

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Growing up my family owned a Jeep Wagoneer that consistently broke down towing our boat.  My frugal parents couldn’t afford to have it repaired by a mechanic so my Pop dutifully bought the repair manual and spent his days off cursing under the hood in our driveway.  He eventually grew so frustrated that he dropped a 500cu Cadillac engine in that old Jeep. Technology has made do-it-yourself repairs little more than nostalgic memories.  Now it takes expensive diagnostic computers to identify why the light on the dash came on. And not only are the diagnostic computers expensive but in many cases the codes are proprietary. With recent dealership closures, congress has proposed legislation to protect consumers access to this critical repair information. HR 2057, the Rural Communities Stranded Without The Right To Repair Act would require auto manufacturers to make repair information and computer diagnostic codes available to the general public.

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The Detroit News is reporting that Ford is in a legal battle to control key patents related to its Sync hands-free information system. John Berry, who was let go by Ford in July, developed Sync’s cell phone connectivity system, which allows features like 911 Assist, Vehicle Health Reports and Traffic, and Directions and Information Services. Ford wants Berry to sign off on the company’s application for patents related to these functions, but Berry won’t play ball. He says he’s “happy to license” the technology to Ford, but other automakers are rumored to be sniffing around as well. There’s plenty at stake in this squabble: if Ford loses these Sync capabilities, it loses one of its primary advantages in the marketplace. Not to mention its “anti-distracted-driving” leadership.

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