Standing on the sidewalk in front of his house, a young boy watches his neighbor across the street back out of her driveway. Her moss green Expedition starts to roll backwards. Suddenly, a blue beach ball blows into the SUV’s path. She hits it with one of her rear tires, and the truck rises up on top of it for just a moment. The ball bursts with an enormous bang, and the truck crashes back to the pavement with an equally loud noise. The top-heavy rig sways back and forth as the boy laughs.
For decades, conventional wisdom has said that a car is the worst place to be caught during a tornado, besides maybe a mobile home. Hundreds of photos of demolished vehicles thrown about by violent twisters seem to provide ample support for that conclusion. Driving instructors, safety advocates, and meteorologists have all argued that a ditch or culvert provides better protection than an easily-overturned car. Over the last decade or so, however, a debate has been brewing between weather and safety experts about the soundness of this advice.
In the oil-stained industrial district of a hardscrabble Georgia town, the sun beats down on a graveyard of wretched excess. Row after row of partially-stripped hulks drip planet-poisoning fluids on the orange clay, their remains picked over by a motley crew of opportunists. Scores of full-sized sport utility vehicles are ripe for scavengers, their bloated corpses dismembered for whatever might still be of use. What’s killing off the full-framed SUVs?
Image courtesy of Mstyslav Chernov: http://tinyurl.com/k8atv8o
“Cool photo. Is that your grandpa or something?” Mark pointed to the sun-bleached black and white photo that hung on the wall of the garage. A smiling, grease-stained man in mechanic’s overalls stood proudly in front of a 1950s dirt-track racer. Sitting at his feet was a trophy.
A long-running lawsuit over the value of the land on which Hyundai’s Montgomery, Alabama plant is located has been settled. The Montgomery Industrial Development Board will pay former landowners $3.45 million to settle their claims. The particulars of the case illustrate the potential hazards faced by advocacy groups when they attempt to incentivize industrial development.
As we hover around the fifty mile an hour mark in the right lane, the car ahead begins to wander again. First to the right, correcting sharply as they touch the rumble strip. Then to the left, as they overcorrect and wobble back across the center line. Suddenly, there’s a white flash to outside my driver’s door window. It’s some kind of late model Benz, burning up the passing lane Autobahn style. Not good.
On a busy freeway, a first-generation Scion xB putters along. Ahead, a confused medley of dump trucks, semis, and passenger cars performs the lane-change dance that we all know and loathe. For the driver and passenger of the toaster, things are about to get interesting- and infuriating.
In an era where even mundane family cars are shod with 18-inch-plus rims direct from the factory, dealers are prime targets for mass thefts. One Texas Chevy dealer took a big hit on Sunday, when 22 new cars were shorn of their wheels and tires by a gang of thieves.
On Tuesday, the New York Times published a look at the ongoing feud between pro- and anti-union forces at Volkswagen’s plant in Chattanooga, Tennessee. It paints a picture of a political battle fought mainly by outside forces, utilizing the deep pockets of some of the nation’s most powerful lobbying groups.
The National Labor Relations Board will conduct a hearing to discuss allegations regarding management conduct at Mercedes-Benz’s Vance, Alabama plant. The reports filed with the Board allege that Mercedes violated worker’s rights by forbidding discussion of unions during working hours, as well as threatening termination of employees that solicited for the union.
“It was the summer of ’92, and all I wanted was to be in Seattle. You know, like every other mopey kid with long hair, a flannel shirt and a guitar. But I was 16, with no license and no car. And I lived in Connecticut. It was time to get creative.”
I met Bryce by accident at one of those grad school functions everybody goes to just for the free food. He was your stereotypical late-in-lifer; one of those smart but hopelessly anarchic types that screwed around for two decades, accidentally aged past forty, and finally decided he needed a real career after all. The old grunge tattoos were a dead giveaway, as well as the black crewneck over jeans. He found me more tolerable than the milquetoasts sipping virgin martinis; I felt the same way. Besides, I needed a good subject for my biography class.
In a push to get younger consumers into dealerships, Lincoln has undertaken a crash rebranding program. Ford is pushing dealers to upgrade facilities, as well as retraining sales staff in the lingo of “progressive luxury.” Chic furniture and flatscreens are some of the stereotypical dealership improvements that Lincoln hopes to persuade dealers to implement. But there’s one initiative that’s certainly out of the ordinary: the creation of a Lincoln-specific scent, to be wafted through dealerships.
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- ToolGuy Here is an interesting graphic, if you're into that sort of thing.
- ToolGuy Nice website you got there (even the glitches have glitches)
- Namesakeone Actually, per the IIHS ratings, "Acceptable" is second best, not second worst. The ratings are "Good," "Acceptable," "Marginal" and "Poor."
- Inside Looking Out "And safety was enhanced generally via new reversing lamps and turn signals fitted as standard equipment."Did not get it, turn signals were optional in 1954?
- Lorenzo As long as Grenadier is just a name, and it doesn't actually grenade like Chrysler UltraDrive transmissions. Still, how big is the market for grossly overpriced vehicles? A name like INEOS doesn't have the snobbobile cachet yet. The bulk of the auto market is people who need a reliable, economical car to get to work, and they're not going to pay these prices.