The Verge has an article today about the arduous process of hoops YouTube makes publishers jump through if a copyright infringement claim is made against a video. It’s an interesting look behind the scenes of video publishing and the tools YouTube makes available to copyright holders wanting to protect intellectual property. It also highlights the lack of human-based recourse publishers have when it comes to hollow copyright claims.
“Fair use” allows limited use of copyrighted material. This is how parodies and satires get around certain legal restraints. Fair use is also why we can use snippets of articles from other outlets, so long as we don’t use those articles in their entirety.
Even further, automakers make materials available for editorial use on their own press portals. This material is offered free of charge by automakers so we can pimp their products. But sometimes they make a mistake and post the wrong thing.
Volkswagen posted the wrong thing. And now our YouTube channel is crippled.
Traditional car shoppers are moving away from small sedans and toward compact crossovers. That’s the conventional wisdom used to explain the slowing sales we see in some models. But could there be another reason? Could it simply be a lack of focus and attention to the compact segment?
There is one model that’s seen a meteoric rise in sales since 2013: the Sentra. Nissan’s complete overhaul three years ago and aggressive pricing doubled Sentra sales since then, moving it from a “top 15” player in sales to number five in 2015.
In an effort to maintain the trajectory, Nissan opted for a major refresh after just three years on sale. (Sounds like the Honda plan with the Civic, doesn’t it?) Perhaps the key to compact success is a combination of frequent updates and more gadgets for shoppers to choose from. That sums up the 2016 Sentra perfectly.
The year was 1984. Rally was all the rage. Danger was mainstream. And carcinogens weren’t exclusively advertised by the rumble of tailpipes.
Also in 1984, Porsche was developing a legend, but it was behind schedule: The 959 wasn’t ready when David Richards, the orchestrator of the Porsche-Rothmans deal, wanted to go rallying. So, along with Weissach, 20 examples of the Porsche 911 SC RS were built to take the manufacturer Group B rallying. Those cars also became the foundation of Prodrive, one of rally’s most famous teams.
This is one of those cars. Drifting. In snow.
Honda received much flogging from the press for the last-generation Civic. The 2012 model was the result of Honda improperly reading the Magic 8-Ball amid the global slowdown. Honda’s decision makers assumed shoppers would be looking for something more modest, perhaps even austere, and changed direction to suit. The competition, assuming shoppers would be looking for greater creature comforts in a smaller package, went the opposite direction and doubled down on luxury features.
The conventional wisdom has been that Honda “stepped in it” with the ninth-generation sedan. Journalists complained about the plastic quality, the styling and … customers paid little attention. The Civic’s sales dipped slightly in 2011 during the changeover, but rapidly rebounded to over 315,000 units a year since. Some would say that Honda’s “emergency refreshes” were the reason for the sales success, but I propose a different answer: the continued sales success of the lesser-than Civic and an increase in sales of “premium” compacts showed there was plenty of room in the segment for both.
Whatever the reality, one thing is for certain: When it came time to design the tenth-generation Civic, Honda had “austere” removed from the company dictionary.
Lexus has tended to prefer conservative design in almost every aspect of product development. Words like reliable and dependable usually spring to mind before sporty or exciting.
Yet, the brand has been trying to change that over the last few years with love-it-or-hate-it designs; in particular, Lexus’ new “Predator mouth.” The changes aren’t simply skin deep. The current-generation IS sedan also stepped outside the luxury brand’s comfort zone with sharp handling and a focus on dynamics. Of course, this is Lexus we’re talking about, so this change in a more aggressive direction is happening at, you guessed it, a conservative pace.
Now in its third year of production, the third-generation IS isn’t getting a refresh like we’d typically see in from ze Germans. Instead, Lexus has decided to focus its attention under the hood with a new turbocharged four-cylinder engine and a de-tuned V-6 for mid-level shoppers.
Can a refreshed drivetrain help the IS stand out in a crowded segment? Let’s find out.
Most luxury roadsters are related to a practical, rear-wheel-drive sports sedan, but Audi prefers to march to a different drummer.
Since its inception in 1998, the Audi TT has been based not on the A4, but on the Volkswagen Golf. The original TT was the product of Audi’s best and brightest and it not only blew minds at its debut for its design, it was a hoot to drive as well.
The second generation of the TT on the other hand, failed to impress. It’s not that it was a bad car, it just didn’t excite me like the first generation did. The handling was good, but BMW’s Z4 and Mercedes’ SLK were more fun. The exterior was bolder and meaner than the original, but the interior was too “VW Golf” for the price tag. Every time I sat in one I would say to myself, “Something is missing.”
As luck would have it, Audi’s engineers were also searching for that “something.” And they found it.
“Looks like sex, goes like stink” is the usual supercar mantra, but BMW’s guru was humming a different tune when penning the i8.
You see, the i8 isn’t just a sexy car with “butterfly doors.” It’s also a production prototype of sorts styled after BMW’s 2009 Vision EfficientDynamics concept.
Most supercars have exotic engines with high cylinder counts and drink premium gasoline at an alarming rate. BMW’s mission with the i8 was to make an efficient supercar and at the same time production-test technologies that will trickle down to its higher volume cars over time.
The i8’s efficiency is the key to understanding this sexy German. The i8 isn’t the best handling supercar, or even the best handling BMW. Neither is it the fastest BMW, the most luxurious BMW, or (oddly enough) the most efficient BMW. Instead, the i8 delivers M235i like lateral grip, M4 like acceleration, fuel economy that bests the 320i by a few miles per gallon and lines so sexy I got a thumbs up from a passing F430.
This isn’t your average sports car.
The Impala exists in an odd segment of its own. The full-sized Chevy is one of the largest sedans on sale in America, yet its base engine is only a 2.5-liter four cylinder. Based on the pricing and feature options, the Impala is designed to be a semi-step above the Malibu, yet the number of true competitors the Impala has is extremely small. That’s because GM’s philosophy in the large sedan segment is different from the rest. Most of its competitors have two entries in this segment: one mass-market option and one luxury option. GM, however, slices its pie three ways with the Chevy Impala, Buick LaCrosse and Cadillac XTS.
That puts the Impala in the dubious position of the least expensive option in GM’s full-sized portfolio. It also means the Impala’s full-sized competition narrows to just the Taurus and the Charger. Why? Because the real competitor to the Chrysler 300, Hyundai Azera, Kia Cadenza, Acura RLX and most trims of the Toyota Avalon isn’t the Impala, but the Buick LaCrosse. Meanwhile, top-end trims of the RLX, Cadenza, Azera, Chrysler 300 and Lexus ES cross shop with the Cadillac.
Has GM sliced things just a little bit too fine with the Impala? Let’s find out.
It’s easy to see why some automakers resist putting premium features in mass market models. All you need to do is look at that luxury showroom to the right. In the quest to differentiate, say, the Ford Fusion from its Lincoln counterpart, or the Toyota Avalon from the Lexus ES, and so forth, manufacturers limit the options and luxuries available on the more pedestrian models.
On the surface, the Optima SXL’s mission could be confused with that of competitors from other non-luxury marques — Accord Touring and Fusion Titanium to name two — but Kia takes its top-trim game a couple steps further. You see, Kia is in a different position as the Optima has no luxury branded sistership and Kia has nothing to lose by creating an Optima trim that could arguably compete with the Acura TLX and Lincoln MKZ.
However, the Optima SXL’s existence does give rise to a very important question: Can a gussied-up family sedan be a value alternative to a near-luxury option, such as the TLX or MKZ? Or is this a case of “making a silk purse out of a sow’s ear?”
Let’s find out.
If there is one constant in the automotive world, it is that every redesigned vehicle gets bigger, more powerful, heavier and more complex. Bucking that trend is Mazda’s latest MX-5, one of the smallest and lightest cars sold in the United States.
Since the launch of the Miata in 1989, Mazda’s tiny roadster has been a beacon of light to those who prefer a “pure” driving experience. The MX-5’s core mission of being an affordable, lightweight, two-seat convertible has hardly changed. More impressive: The 2016 MX-5 is about the same size as the original Miata, and the new roadster is only 182 pounds heavier despite producing 50-percent more power and being 30-percent more fuel efficient. The price tag has also been kept in check. The 2016 model still costs about the same as a mid-sized sedan.
Making the MX-5 even more special is that it stands alone in America. Sure, Alfa is now selling their sexy and expensive 4C here, BMW still has a Z4 roadster, and Scion and Subaru are selling their two-door coupé — but none of these are like the MX-5 and that’s a good thing for Mazda.
Toyota’s small trucks have long been associated with bulletproof reliability ( and occasionally militant militias). Despite the Tacoma splitting from the legendary Toyota Hilux bloodline in 1995, the Taco (as some fans refer to their trucks) has continued Toyota’s rugged and reliable image. A big factor in the Tacoma’s long-term reliability is the Toyota’s philosophy to change: it should happen slowly and only when necessary.
Although the 2016 Tacoma is dubbed an “all-new third generation,” just like we see in the Camry, large portions of the design are carried over from last year’s model. This is excellent news for some, but may come as a disappointment for others. The changes are enough to keep brand loyalists happy, radical enough to be called a re-design, but sedate enough that folks eyeing a GMC Canyon may not be swayed by the lure of Toyota’s legendary reliability.
In a nutshell, Toyota swapped in a set of tried-and-true transmissions, fitted a Lexus V-6 under the hood, tweaked the frame with stronger steel and covered the truck in new sheetmetal. On the inside, we get a new dashboard, infotainment systems from the Toyota Highlander and a steering wheel from the larger Toyota Tundra. If you’re a Taco man, that’s all you need to know before you run out and buy one. For the rest of us, click past the jump.
Coupé-like styling is one of the biggest buzzwords at new car launch parties. Although this is more of a modern phenomenon, the root of the seemingly contradictory four-door coupé is older than you might think.
In 1962, Rover dropped the rear roofline on its P5 sedan and dared to call it a four-door coupé. In 2004, Mercedes picked up on this idea with the CLS-class Coupe. It was only a matter of time before Audi and BMW joined the party with the A7 and 6-Series Gran Coupé.
Now, many of you may say we already have a name for the four-door coupé. It’s a sedan. I agree with you. Audi isn’t entirely convinced by the “coupé” designation either, and they only dare mention it twice in the 62-page brochure. This means the S7 is a $12,000 styling exercise atop a tasty and more practical S6.
America loves big cars, big trucks and fat crossovers. If you doubt me, all you need to do is look at 2015’s top sellers. The top five vehicles account for 13 percent of all vehicles sold in the USA this year, and the smallest of the five is the Toyota Camry. Not so small. Check the top 20 list, and the smallest entry is the Corolla which has grown so large we would have called it “midsized” in the ’80s.
Today, we’re looking at a very different kind of car: the 2016 smart fortwo (yes, that’s all lower case for some reason), a car that is six feet shorter than the Corolla.
2008 was Smart’s best year in the USA with some 24,000 cheeky micro cars sold. Since then, sales haven’t been swift. Yearly sales numbers in the USA bounce between 5,000 and 14,000. Canadians, however, seem to love them. Sales volumes in the Great White North hover around half the US volume. Not impressed? The entire Canadian market’s sales numbers are “smart-sized” compared to the United States. Heck, Smart outsells Maserati in Canada. Could it be that, like nationalized healthcare, the Canadians are up to something good? Or, just like healthcare, is this a good idea somewhere else, just not in the USA?
Accord sales are down 11 percent versus last year. Surprised? So was I. Looking at the numbers, the winner is even more surprising: the Chrysler 200.
Tim’s numbers at GoodCarBadCar tell an interesting tale. Overall segment sales are down slightly with most models seeing only modest sales differences. Then we have the Accord and 200. Honda sold 35,000 fewer sedans so far this year than last while Chrysler sold 72,000 more.
While the 200 is far from a sales segment leader, the increase is impressive nonetheless, and begs the question: Are Honda’s traditional buyers opting for an American alternative? It’s not possible to answer that question simply by the sales numbers, but it is an interesting question.
Despite Americans getting bigger in every generation, the family sedan’s focus on the back seat is in decline. This is partly due to the crossover revolution and partly because cars like the Chrysler 200, Ford Fusion, Kia Optima and even the Subaru Legacy are cutting rear headroom in an effort to look sexier from the 3/4 shot.
Fear not, families of four: Honda continues to carry the torch for pragmatic sedan shoppers with the refreshed 2016 Accord.
“WE GOT A CALL A FEW MINUTES AGO… SOMEBODY PUT A CHILD IN THE TRUNK.”
When I first heard about this video a couple of days ago, I had what I’ll call the Typical Car Guy’s Reaction: Those stupid pigs. Why are they harassing a family with a Tesla? What percentage of criminal behavior in the country is perpetrated by people who own Teslas? Is it because the people in the video aren’t lily-white? Is it because the cops were bored? Because they wanted to exercise their authority on yet another hapless family of meek motorists?
Every anti-police cliche ran through my head. It didn’t help to actually watch the video and see the cop order the little kid back into the car like he was El Chapo or something.
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- Zach.attach Here in Seattle proper, the drivers tend to be passive or slow-speed aggressive. The scene itself is crazy -- with the complicated intersections, narrow two-way-streets, broken concrete, inlaid track, potholes, bikes, ebikes, rental scooters, all-way stops, etc. But I get the sense that most people want to get along. Based on the news reports -- I-5, the north and south suburbs, and the hours of midnight-6am are the exception.
- El scotto -shuddering- An EV Brit vehicle? What could possibly go wrong?
- El scotto Subway or non-subway city? There is a difference.
- MaintenanceCosts Most of our drivers actually aren't that bad, except that they're a little slow-witted. But there is a group that, post-pandemic, has decided they've had it with the rules, and they're scary.Recently I've seen a regular drumbeat of people blowing through red lights and stop signs without a care in the world; several drivers drive the wrong way (despite honking and yelling) down one-way streets; one driver driving on the wrong side of the street past a line of cars waiting for a red light, forcing an innocent oncoming driver to take evasive action; and one pickup driver deliberately ramming all the planters (used to separate a bike lane) he could see.And no one can park. There's always someone parked blocking the crosswalk, blocking the fire hydrant, blocking the bike lane, blocking the bus stop, you name it.But mostly it's OK.
- ChristianWimmer Sunak has apparently done this because his political party has lost so much support. Once the brainless masses flock to his political party again the trap will spring shut and bam - the ICE ban will be attempted to get pushed through even quicker.Honestly, Europe right now is a complete CR** HOLE thanks to the EU.Did anyone hear of the EU’s plans to make driving even more unattractive? A French Green Party politician introduced some really perverted ideas under the guise of “Vision Zero” (Zero deaths from driving in the EU) and of course the climate hysteria…1) If you just received your driver’s license you can not drive faster than 90 km/h - basically you’re stuck behind trucks on highways or can’t even overtake them on normal roads.2) If you are 60 years old, your license is only valid for 7 more years. If you are 70 years old, 5 years. If you’re 80 years old, 2 years. You are required to “renew” your license (and pay for it yourself) which will also determine if you are still fit to drive.3) The standard B driver’s license here allows you to drive vehicles up to 3.5 tons in weight. Under this idiotic proposal from that French nutjob, those 3.5 tons will decrease to 1.8 tons meaning that you can’t legally even drive a Tesla Model 3…