Didn’t you always have this nagging suspicion that MPG might be influencing the purchasing decision? At least a little bit? A brand-new survey says you are right!

• 42 percent of people surveyed say fuel economy is “extremely important” in their decision to purchase new 2011 models – a 13.5 percent increase versus 10 years ago
• 37 percent indicated they expect fuel economy will have the “greatest impact” on their next new vehicle purchase
• After ranking 16th in 2001, fuel economy was listed in the top five most important purchase reasons for small utility vehicles in 2011
• Fuel economy was listed in the top 10 most important purchase reasons for sports car buyers for the first time in 2011
• Fuel economy as a top purchase reason for medium utility vehicles jumped 14 spots from 2001 to 2011

Who would have thunk it?

This is the result of the New Vehicle Customer Study, conducted by Maritz Research. Ford, which issued this press release, is happy to hear that “the Maritz Research survey results also track with Ford’s 2011 research and sales trends.”

It’s better to have two studies confirming the obvious than sitting in a meeting where someone says: “MPG matters? Show me the research!”

My friend, driving instructor, and fellow racer Brian Makse occasionally plays at being a Canadian auto journalist. Being a Canadian autojourno is very possibly the bestest job available, because even the third-tier guys get free cars and first-class flights to Europe. Right now Brian has a new Jaguar XJR in his garage. Unlike Mr. Makse, I owned a Jaguar when the company was British-owned and fiercely independent, not merely a pawn in various Asian financial shell games.

In an effort to write a better article than Makse’s upcoming Jag XKR review, I’ve decided to talk about a car that is so much cooler than the TataJag that a double shot of vodka placed on its bonnet would immediately freeze. I’m referring to a British automobile of such impeccable pedigree that even Bristol owners nod in its general direction with grudging respect. Ladies and gentlemen… the Lynx Eventer.

What, exactly, is a “shooting brake”? Obviously, it is a sporting vehicle which holds sporting firearms and equipment, driven by a sporting sort of fellow. Alternately, if I understand the lower left-hand picture in the above brochure correctly, it is meant to be operated by a man who owns both a private plane and an International House of Pancakes.

The fabrication of bespoke shooting brakes is a wonderful English tradition which encompasses Astons, Bristols, Bentleys, Rolls-Royces, and many other gentlemen’s motorcars. The mighty XJ-S was capable of putting virtually all of that old iron in the shade upon its debut, when it could be bothered to start and run for any length of time, so it made perfect sense that someone would eventually make a shooting brake variant.

Still, it took more than five years from the debut of the XJ-S for Lynx Engineering to produce the first Eventer. In many ways, this was the car Jaguar should have built from the start. It lacked the controversial “flying buttresses” of the XJ-S, it was far more accommodating for rear-seat passengers (with 3.5 inches more rear legroom and more headroom as well), and it was reportedly even lighter than the original Coventry cat. I’ve been unable to find reliable pricing information but I would not expect that a new Eventer cost much less than two new XJ-S coupes. The conversion could be done on factory-new automobiles or customer cars.

For those of you who read French, a brief discussion on the wheelbase extension is here. “Mesurée sur l’Eventer 41, la différence avec l’origine est flagrante.” Indeed. It’s more than a simple cut-and-shut job, and the resulting passenger area looks quite comfortable and stylish.

A total of sixty-seven Eventers were built. The very last one, pictured below, is based on the TWR XJR-S six-liter. That makes for a rapid vehicle, even by modern standards. It would also be possible for an independently-minded Eventer owner to do one of John Radovich’s kits. It’s possible to put a ZZ 502 big-block crate engine in the car, yielding over five hundred horsepower in naturally-aspirated form. Such a car would weigh 3800 pounds. It would be more than a match for any mixed-breed XKR Ratan Tata can produce, at least in a straight line.

I regret that I cannot tell you how the Eventer drives; very few have made it to these shores. I can tell you how a stock XJ-S drives, and how it will try to make your wife a widow, and that will be the subject of my next Capsule Review…

If you’re reading this article, that means Fuhrer Schmitt has figured out under what moniker this article should be filed under. As far as I’m concerned it should be a “Question Of The Day”, but it could easily slot into “WTF” and “Wild Arse Rumor Of The Day”. So, here we go…

I was grazing the internet whilst watching “That Mitchell And Webb Look” on DVD when I came across an article by Business Insider entitled “Here Are The 10 Brands That Will Disappear In 2011″. So, I hit the pause button on my DVD player and took a look to see what they predicted. It starts off with names I pretty much suspected would disappear; names like “Reader’s Digest”, “Blockbuster Video” and “Radio Shack” (which I thought HAD already gone). Then, the article starts to get a bit suspect. It starts predicting that “BP” will enter bankruptcy and may even be broken up in order to distance itself from the Deepwater Horizon spill. A prediction which I think won’t come to fruition. However, what really made me double-take was the final brand they predicted will disappear in 2011. Kia.

Business Insider bases the claim on the following evidence.

• One: That it’s always been a marginal brand (argue that point amongst yourselves) and that coupled with its sister brand, Hyundai, it comes off as a seller of “‘low rent’ cars and SUV’s” (their words, not mine).
• Two: Because of GM and Ford’s retreat from the multiple branding business model, Hyundai will be keen not to repeat he same mistake.
• Three: Kia vehicles sell for between $14,000 and $25,000, a price band which Hyundai already caters for. The trouble is Kia sells well in the US market, with their sales up around 15 percent for the year 2010 to date, and no signs of slowing down.

It’s pretty hard to justify closing down a brand (which is selling well), laying off all those dealers and forking out more money to win back customers from Kia to the Hyundai marque. So, I put it to you, is Business Insider orating from deep within their alimentary canal? Or could there be some validity to this theory?

TTAC is something of a family affair these days. Though our contributors are still scattered around the country and the world, TTAC’s Editor-in-Chief and Managing Editor are now a father-son team that, despite living a few hours drive from one another, hardly ever see each other in person. So with the holidays upon us, we’re slowing down our relentless coverage in order to spend some time together as a family. From now through Sunday, we’ll continue to post some content, though at a more leisurely, holiday-like pace. But don’t worry: though on-page content will slow, we will be taking the time to put finishing touches on several new series to debut here on TTAC as we head into the new year. We’ve got some great stuff lined up for 2010, and we’re thrilled at the prospect of another year of automotive truth-telling. So on behalf of the TTAC family, here in Oregon and around the world, we wish you all a very happy holidays.

Well, it’s that time of year when we call a quick time-out here at TTAC and retreat to our families to celebrate Thanksgiving. Having already celebrated their Thanksgiving, our crack Canadian tech team will be taking advantage of our holiday lull to perform some maintenance behind the scenes. TTAC will be down for several hours today, but we’ll be back to our usual coverage tomorrow, barring any tryptophan-related brain damage. On a final housekeeping note, our moderator team will be trying out a new tool known as disemvowelment, for comments that straddle the line of acceptability.

With that out of the way, thank you all for reading and supporting TTAC. Thanks to our talented contributors, our brilliant commenters, our dedicated moderators and our patient owners. A special thanks is owed (once more and always) to Robert Farago for creating this amazing community. Happy Thanksgiving!

Surprise! There’s some good news coming out of Chrysler’s five-year plan presentation. Okay, the really surprising part first: Sergio Marchionne has revealed that Chrysler has $5.7B in cash, up from $4B when it exited bankruptcy in June. The somewhat less surprising part: Jeep is bringing a stop-start-equipped, diesel-powered Wrangler. How niche-tastic is that?

WFAA-TV reports that a North Texas Church has found a new way to save souls for Jesus: free car repairs.

The Cross Timbers church in Argyle was turned into mechanic’s alley on Saturday, powered by volunteers and a strong faith in helping people in need. “I love them with all my heart. Jesus Christ sent me a sweet bunch of guys,” said driver, Judy Phillips. With her 15-year-old truck barely running, Phillips came to the church for help, knowing her truck needed pricey repairs to pass an upcoming inspection. “If it wasn’t for these people here, I couldn’t do it,” she said. The church offered free car repairs to people down on their luck. “I would just have to ride it out until God knows what would have happened,” said Cindy Garcia, another driver.

Well exactly.

Inside GM: Mystery Of Crap Interiors Explained

Subaru Tribeca Review

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GM Deathwatch 2: Dan Neil Takes a Bullet

Ruf 3400S Review

GM Deathwatch 60: Bankruptcy Is Good For The Soul

300C Review

Al-Jazeera

Pagani Zonda Review

Got a favorite that we forgot? Post a link to it in the comments.

Just be prepared to pay for them. Audi USA honcho Johan De Nysschen explains to Automotive News [sub] that “there certainly is a price premium [for diesel offerings], which we are partially recovering but not totally.” Audi CEO Rupert Stadler adds, “I think the problem is that we don’t really have an honest discussion.” So here it is, America: Audi’s going out on a limb so that you can enjoy some of the finest oil-burners Europe has to offer. Now it’s up to us to buy tons of them at exorbitant prices so that Audi doesn’t look stupid for taking the risk. That’s just how these things work, America. Now go grab those checkbooks and start learning about the difference between low-sulfur diesel and ultra-low-sulfur diesel. And don’t forget to refill that urea tank!

Well, not yet anyway. But you do have to become a “fan” before you’re even allowed to see the official ZDX page. Does this mean crossover weirdness is acceptable from a luxury brand? Or is there something we’re missing that makes the ZDX appealing but the Accord Crosstour a sin against nature?

GM set off something of an insanity bomb a few weeks back by claiming their Volt moonshot would get 230 mpg based on draft EPA testing standards. Nissan countered via Twitter, claiming that its forthcoming Leaf EV would get 367 mpg using the same test, and the age of EV efficiency madness was initiated. Needless to say, neither the Volt nor the Leaf can be directly tested to give an apples-to-apples comparison to internal combustion-powered vehicles, and this opening salvo seemed bent on removing plausibility from the EV efficiency equation. But sanity in EV efficiency has an unlikely new champion in luxo-EREV maker Fisker.

Rather than trotting out an implausible number based on the same draft standards used by GM and Nissan, Fisker went with Society of Automotive Engineers standards. The result? Fisker’s four-door Karma EREV sports sedan is rated at a thoroughly sane, altogether plausible (by comparison) 67 mpg.

That’s not a bad number—considering the Karma claims the equivalent of 403 hp and a 0-60 time of about six seconds. Even so, there’s a thick stack of issues with any EV efficiency rating system. The Karma’s performance and efficiency depend heavily on the mode selected (e.g., Sport or “Stealth”) and the zealotry of the driver’s right foot.

Still, Fisker made an important statement by eschewing the testing system used for the Volt’s 230 mpg claim. The Karma will avoid the plausibility gap that will surely engulf the Volt if final EPA ratings bring the Volt’s sticker rating far below the 230 mpg mark. [ED: what are the odds?] And if the Volt’s rating reflects the testing that the EPA will actually be using, the Karma could find its rating improving when it goes to market. As Fisker claims that the Karma’s drivetrain is said to be highly Volt-related, the Karma’s extra performance probably won’t cost it 150 mpg.

Most importantly, though, Fisker has drawn a line in the sand by ignoring the siren call of EV mpg inflation. For that alone we should be grateful.

GM is taking decisive action to rectify safety issues stemming from the sale of roughly 200,000 Chevrolet Malibus, Cobalts and Impalas without “standard” side airbags. The cars in questions were sold to fleet buyers with the bags deleted, saving purchasers $145 per vehicle. They then found their way into the resale market, including GM-certified franchises, where they’ve been sold as side airbag-equipped. No more, from one end of the food chain to the other. “Brian Latouf, director of GM’s Global Structure & Safety Integration Center, said the company wouldn’t allow the airbags to be deleted from the list of features available when they are bought by fleet buyers,” reports Detroit News. “He also said that vehicles without side airbags are clearly marked in the owner’s manual.” As for the cars already out there, somewhere, GM is making moves to address labeling issues for used car buyers. . .

The General’s minions have . . .

• Modified its GM Certified Web site so that when a dealer prints the window sticker for one of these vehicles, the side airbag feature will no longer be included automatically in the list of standard features for the vehicle.

• Contacted AutoTrader.com, Cars.com, and other major sellers and advised them that side airbags were not included as standard equipment in these certified used fleet vehicles.

• GM also called dealers that had certified used car inventory with the side airbag option deleted so they can remove the window label and replace it with correct information.

Ford has announced that its 3.7-liter V6 will power the base (in the entry level sense of the word) Mustang for the 2011 model year. The Mustang Source reports that the mill will produce 315HP, which represents a 105 horsepower boost over the current V6-powered Mustang. That’s also 11 horsepower better than the Chevrolet Camaro V6, for those of you who think the term “Pony car wars” doesn’t sound like something you’d see on Cartoon Network. There’ll also be a 400 horsepower “Coyote” 5.0-liter V8 on offer, mated with a six-speed manual transmission, s’il vous plait. As for an EcoBoost (nee Twin Force) option, fuhgeddaboutit. Apparently, a 365HP EcoBoost powerplant wouldn’t leave enough marketing daylight between the base V6 and the Coyote-powered GT. One thing: Coyote, Road Runner, inevitable failure. Anyone else see a marketing problem here? Nope, didn’t think so. Carry on.

“Culture change is not simple to do,” GM CEO Fritz Henderson tells Bloomberg. “In the end, if you reinforce what you want in how you behave and how you act, the organization picks it up.” But Fritz isn’t merely turning GM around by example. “You’ve got to get your people involved,” he explains. “You’ve got to get your leadership involved, you have to be consistent, you have to be simple and have everyone understand what you’re trying to get accomplished.” And just what is Henderson trying to accomplish? Nothing less than a total change in perspective . . . in 50 employees.

Bloomberg breaks down Fritz’s plan to empower its “change agents” thusly:

The 50 to 60 participants in the change program first met last week, Henderson said. Their role is to reinforce with peers and subordinates the importance of Henderson’s “four pillars” of the new GM: speed, product and customer focus, accountability and risk taking.

Managers and executives were chosen for the role because they embody the behaviors sought from all employees, said Henderson, a 25-year GM veteran who previously served as chief financial officer and chief operating officer.

In short, GM is stigmatizing change by placing full responsibility on the shoulders of 50 hand-picked “change agents,” and empowering them to annoy and condescend to their co-workers. Oh, and there’s one more element to Fritz Henderson’s si se puede initiative . . .

GM has accelerated top-level decisions, with a nine-member executive team now meeting weekly instead of once a month, Henderson said. The group scrapped a planned Buick sport-utility vehicle on Aug. 14, eight days after the auto was unveiled to criticism from consumers, analysts and journalists.

Twitter-obsessed knee-jerkers and their “change agent” vanguard thrashing New GM into a deeper, harder frenzy absolutely sounds like a recipe for restoring GM’s lost focus. The fact that the social media-inspired Vuick-slaying did not elicit any reflection on GM’s larger CUV bloat problem proves it. Speeding up a twitchy, directionless organization yields more vigorous thrashing, as well as a genuine purpose and direction. Who can’t wait for GM’s planned IPO?

Better than what, you ask? Why, better than the previous Rubbermaid-meets-snap-together-model version, of course. Is it good enough? Somehow we aren’t feeling positive enough to predict that this will reverse the Caliber’s doomed-to-China fate. Hit the jump for the most positive spin possible on the Caliber’s improvements, courtesy of Chrysler PR.

The new Dodge Caliber debuts at the 2009 International Motor Show (IAA) in
Frankfurt, featuring an all-new refined interior with a more harmonious design
aesthetic executed with premium materials and craftsmanship. An all-new
designed instrument panel features a more integrated look and includes
additional cubby space, center storage bin and larger climate controls. Bright
satin silver accents add contrast to Dodge Caliber’s interior design, while
chromed accents brighten heating, ventilation and air conditioning (HVAC)
vents, shift bezel, door handles and cluster rings. New door-trim panels and
center console with armrest split-lid feature padded soft-touch materials for
improved passenger comfort.

Full presser here.

Volkswagen’s BlueSport is still in concept form, but that didn’t stop Autobild from taking it out and comparing it to Mazda’s Miata, the industry standard for affordable fun. “Not bad, truly not bad,” is how the BlueSport’s creator Marco Fabiano describes the Miata, his concept’s intended prey. Which means the BlueSport will have to be “damn good, truly damn good” to break Mazda’s 20-year stranglehold on the entry-roadster market. At least VW is clear on that much going into the project.

Autobild says that the 95 km/h-limited BlueSport feels “similar” to the MX-5, even though it hasn’t got the production go-ahead yet and the diesel engine still sounds like a tractor. But the stomach “kribbelt” around the corners and the shove is said to be admirable, which is what really matters. And since the front suspension is Polo-based, and the mid-engine drivetrain is a shoved-back Golf’s transverse unit, the BlueSport should cost less (in Europe, anyway) than the Miata. They’re saying under €25k.

On the less positive side, wasn’t this basic strategy attempted with Toyota’s MR2 Spyder? Sure, the MR2 never had a diesel option, stop-start technology, or any of VW’s conceptual teases, but otherwise the concept was remarkably similar. And despite benchmarking the Mazda, Toyota’s roadster came up well short in terms of sales. Given that VW is planning Audi, Seat and possibly Porsche versions of the same concept, VW also runs the risk of replicating the MR2′s “success” across several line-blurring brands.

But, hey, since when do enthusiasts care if a car makes money? Any competition for the Miata is enough to warrant a positive post. Because who’s going to blame us when VW decides to not bring it stateside?

Sometimes companies do the right thing because it’s the right thing to do. Sometimes expediency rules the day. Not infrequently, legal compulsion provides the motivation. Whatevs. The Detroit News reports that New Chrysler has donated Old Chrysler’s Political Action Committee (PAC) lobbying fund to the United Way. The semi-nationalized automaker will write checks to local chapters totaling $525,000. This also means that New ChryCo will not use union/taxpayer money to support/reward the election/re-election campaigns of politicians friendly to the unions/federal bailouts. Chrysler gets props for avoiding an obvious conflict of interest. Or it that confluence The ball’s now in their fully nationalized cross-town rival’s court. “GM transferred its PAC from the bankrupt Motors Liquidation Co. — the GM entity that remains in bankruptcy — to the new GM. The fund had $418,000 in cash through May 31. GM has said political contributions will not resume until next year at the earliest.” I’ve got an idea: how about never?

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Yes, that is what I’d truly like to be. For if I were a big GM supplier, they’d pass the big old savings on to me. And if that doesn’t make you want to break into song, you’ve never dealt with a Mr. Bo Andersson. Yes, now that Andersson has taken his fight to make the world a less cheerful place to Russia (where such causes are far better rewarded), GM’s supplier relations are going swimmingly. Andersson’s replacement, Bob Socia, has told GM’s suppliers that under his benevolent reign, GM purchasing will split any future cost savings on parts even-steven with the supplier. Of course, it’s up to the supplier to come up with the cost savings, but c’mon. Really. Just, c’mon. “We think this decision will help generate enthusiasm in the supply base for doing business with the new GM,” say GM spokesfolks. And guess what? They’re right! [via Automotive News [sub]]

Clear-sighted auto industry analysts tell Automotive News [sub] that “Just a few months ago, GM was not in a position to retain Opel.” But now, according to these wise seers, GM doesn’t have to sweat the recovery of its embattled European division. “They were fighting on life support. Now the patient has recovered,” is the verdict. Huzzah! For lo, GM hath looked unto the hills from whence cometh its help, and it figures more just might be on its way. “I think the last year has shown that the government can be very creative when it wants to be in how it structures these deals,” says another analyst, who suggests that “private investors with possible credit support from government sources” could ride to Opels rescue on behalf of GM. After all, if anything, Opel is the bailout that got away. “There really wasn’t a view articulated (on Opel). It was one of several challenges that GM faced,” says an anonymous U.S. official “In its restructuring, there really wasn’t a particular view on a specific path.” And the door is still open for a taxpayer-backed rescue of Opel.

The WSJ reports that Opel has enough cash to keep it hanging around until the year’s end, taking pressure off the rush to find Opel a well-funded home. Accordingly, German Chancellor Angela Merkel is backing off her push for a quick sale to Magna/GAZ/SberBank. Merkel now wants resolution by GM’s September 8/9 board meeting, saying she doesn’t believe there’s a need to involve US President Barack Obama in the negotiations. “Content must come before speed,” Merkel tells Bloomberg. “Issues are still emerging that we will clear up with GM representatives thoroughly and calmly.”

Helping to take pressure off the deal is news that automakers are moving to cut supply chain ties with Magna in case the Austro-Canadian supplier does win the Opel deal. According to the WSJ, Magna promises a “firewall” between its supplier technologies and Opel, but that’s not enough to stop firms like VW from worrying. But reminding Magna of the downsides of buying a real automaker helps GM’s chances of holding onto its rogue division. But the issue of cash is still on Magna’s side, since GM has yet to secure funding for its Opel rescue.

Another challenge to GM’s European recovery is the re-emergence of a Fiat bid for Opel. La Reppublica (via the WSJ) reports that Fiat is “ready to reconsider renewing its previous bid” for Opel, in case GM doesn’t accept the Magna bid. “Given how we are totally immersed in Chrysler, we have repeated several times that our offer for Opel remains on the table. With only one condition: we cannot nor do we want to change it,” says Fiat Chairman Luca DeMontezemolo. Too bad Fiat is drowning in debt, which means that the Germans would have to financially back a less-palatable deal to avoid a Magna tie-up. Which, in theory, improves GM’s chances of coming away with its Opel intellectual property. At least it does if you look at it positively enough.

The Freep reports that Ford officials are meeting with the United Auto Workers Union today, to renegotiate elements of their labor contract. Reducing pay for entry-level workers and reducing skilled-trades job classifications are said to be at the top of Ford’s to-do list. And why not? GM got the UAW to agree to streamlined skilled-trade positions, an entry-level wage freeze, a performance bonus freeze and a no-strike agreement. Why wouldn’t the UAW do the same for Ford, just because the Blue Oval didn’t give up major ownership stakes to the union and its allies in government?

No, even though Ford may be making money at the moment, the UAW understands that it’s simply not fair to put Ford at a competitive disadvantage. Especially considering that Ford hasn’t even had the opportunity to hire entry-level workers yet and has made the largest cash contribution to the UAW VEBA account of the Detroit automakers. Sure, Dearborn local committee persons are calling Ford’s requests for concessions “insane,” and are organizing workers against them according to Automotive News [sub]. But don’t let that fool you. The UAW doesn’t overreach and further make petty short term interests at the expense of a major employer’s well-being. Or, at the very least, the UAW understands that if Ford bleeds more money and goes under, the UAW is likely to end up with a good-sized equity stake in the bailed-out wreckage. Win-win! Or something . . .

[ED: Our doctors tell us we need to write at least one "positive" post per day. A feature is born.]

Fiat is introducing a “World Class Manufacturing” campaign at Chrysler plants which will radically transform Chrysler’s manufacturing process. After all, Fiat CEO Sergio Marchionne takes the moral aspects of manufacturing very personally. “Waste is unethical,” he is known to have said; so why wouldn’t the Detroit News simply repeat it? And Fiat is famous for operating the most efficient, Dr. Seussian factories in the business. Like the Fiat of Brazil paint shop pictured above (more images of the plant here). Who wouldn’t want to be productive and/or hallucinating in that kind of working environment? The only disheartening element of this story is how far Chrysler’s plants have to come. Pop an extra Xanax and hit the jump to find out.

This image allegedly portrays workers at Chrysler’s Warren Assembly plant manufacturing Dodge Rams sometime last summer. Either that or it’s casual Friday in Sweatpants City. Where are the indoor trees and whimsically oversized microscopes depicting Chrysler’s commitment to research and development?

Luckily change is coming in a swift, unrelenting wave of condescension. ”We were a little shocked by all the changes, including uniforms and only a water bottle allowed at your station,” one Canadian Chrysler employee says. But it gets crazier still. “To improve quality in production, acceptable margins for error are smaller, and greater precision is being demanded,” explains the DetN. “For example, each hole punched in a car body for assembly must be in a specific spot. Under the new manufacturing rules, the distance that hole can be off is less than it was under the old Chrysler system.”

It seems safe to say that we can all stop worrying about Chrysler now. If you still find yourself unable to stop worrying about Chrysler, please take another Xanax. And think positive.