November 10, 2009

2009 SEMA Show: New iPhone apps for auto diagnostics

GOPOINT_400x250New iPhone apps seem to be appearing daily in the Apple iTunes store, if not by the minute or even second, and car-related ways to utilize the popular convergence device are no exception. (See our iPhone navigation application reviews.)

Two exhibitors at the Specialty Equipment Manufacturers Association (SEMA) show brought devices that can turn an iPhone or iPod Touch into a vehicle diagnostic tool, maintenance minder, mpg meter, and provide performance-oriented drivers with customized gauges and track mapping for weekend racers. In fact, they offer many additional features, too numerous to list here.
 
The Kiwi Wifi from PLX devices and goLINK Protocol Converter both connect to the On-Board Diagnostics II (OBDII) system in your car to transmit all sorts of vehicle data and information. The big difference is the Kiwi Wifi (you guessed it) transmits the information to the phone wirelessly, and goLINK uses a cable to link directly to the iPhone. Both are compatible with passenger vehicles built after 1996.
 
RevAppThe Kiwi Wifi and goLINK offer similar menus for iPhone users, partly because they work with some of the same software providers. They’re also priced the same, at $150 each. A number of add-on software options are available at the Apple apps store to take advantage of the connection. One such app is Rev by Devtoaster ($39.99), which records and displays real-time vehicle data like horsepower, torque, fuel consumption, and myriad powertrain details to aid tuners and racers (shown here).
 
The Kiwi Wifi module is available now. The goLINK device comes on the market in January 2010. Details can be found at gopointtech.com and plxdevices.com.
 
Jim Travers with Liza Barth

November 09, 2009

Making car power windows safer

CarWindow_400x250Each year children die needlessly in and around vehicles. The Cameron Gulbransen Kids Transportation Safety Act, signed into law in 2008, is aimed at helping to reduce the statistics and making vehicles safer for children. The Act requires the Department of Transportation to research a number of vehicle safety issues related to children, including power window safety. Recently, the National Highway Traffic Safety Administration (NHTSA) announced a proposed rulemaking on adding technology known as auto-reversing systems (ARS) that would help avoid power window injuries by stopping a window if an obstruction is detected. NHTSA proposed not to mandate ARS on all windows and is seeking comment. Consumers Union (the non-profit publisher of Consumer Reports) sent in comments in response to NHTSA strongly urging the government to require ARS technology on all light-passenger vehicle windows. (Read the comments from Consumers Union.)
 
The safety issue with power windows was addressed in part in 2006 when NHTSA decided to ban power window rocker and toggle switches from U.S.-manufactured vehicles. Car makers must now equip passenger vehicles with safer lever switches (which must be pulled up to close the window) by Oct. 1, 2010. A number of consumer organizations, including Consumers Union, Kids and Cars, and the Center for Automotive Safety petitioned NHTSA to enact this regulation, but at the time, the agency omitted including the auto reversing technology. NHTSA has determined that the issue will be largely addressed by requiring the safer switch types and that most fatalities are a result of someone (mostly children) inadvertently hitting the switch.
 
NHTSA’s research finds that 1,943 people are injured each year and six deaths occur from power windows closing on passengers. They estimate that the cost would be approximately $6 per window to add the feature. The technology is standard on most European vehicles, but it is on less than half the models from Chrysler, Ford, and General Motors.
 
Even though NHTSA is not recommending the new technology on all cars, they are proposing to require automatic reversal systems on windows that already have a one-touch or “express up” mechanism to close without continuous pulling up of the window switch by the operator. However, because most rear windows are not one-touch or “express up,” Consumers Union believes the requirement for ARS should extend beyond these types of power windows. We have observed vehicles for which the auto-reverse function does not work if the switch is being held continuously.
 
We hope that this life and injury-saving technology will be mandated in the future. In the meantime, adults need to be extra vigilant when using power windows to make sure rear passengers and children are not in harms way. And let this be a reminder not to leave children unattended in a vehicle, especially one that is running or has accessory power on.
 
For a list of 2009 vehicles that are equipped with ARS see safercar.gov. (Download pdf.)

Read: "Which power-window switches are safer?"

For more on child safety, see our kids and car safety guide.

Liza Barth

2009 SEMA Show: World's fastest Honda Civic circa 1976

SEMA-Honda-Bob Way back in 1974, long before there was an Acura NSX, Honda S2000, or even a Civic Si, there was Honda performance pioneer Bob Boileau, otherwise know as “Honda Bob.”
 
Bob campaigned this Honda Civic on race circuits years before anybody started thinking of Hondas as performance cars. Bob and his Civic earned the title of World’s Fastest Civic in 1976, when he was clocked at 146 mph at Alabama’s Talladega Superspeedway. Bob went on to win six Sports Car Club of America GT5 championships between 1985 and 1990.

What makes all those championships even more notable is that Bob earned them back in the days when performance parts for the Civic were virtually unavailable. But he arguably helped set the stage for years of tuners and Specialty Equipment Manufacturers Association (SEMA) show exhibitors to come.
 
This year the tiny, unrestored Civic earned a place in the back of the Honda booth at SEMA, duct-taped fenders and all.
 
Hats off, Honda Bob.
 
Jim Travers

November 06, 2009

Review: Motorola Droid with free Google Maps Navigation

Motorola-Droid-phoneNavigation options continue to expand, with cell phones and smart phones providing alternatives to traditional portable navigation devices (PNDs). The latest such option is Google Maps Navigation, included in beta form on Android 2.0 devices. While Google Maps has long been available on the iPhone, this latest version offers true Google turn-by-turn directions for the first time on a mobile device. (Read our Android 2.0 navigation preview.)
 
The free Google Maps Navigation launches on the Motorola Droid phone with Verizon service. The Google service will expand to other phones and smart-phone platforms running other operating systems.
 
We tested the Google navigator on the Droid, a slider-style phone with a full QWERTY keyboard. The Droid has a 3.7-inch screen, giving it an advantage over the 3.5-inch iPhone screen. It also has the ability to run multiple applications at once, unlike the Apple phone. Perhaps the greater advantage is that it is on the Verizon network, rather than AT&T, which as been higher rated in our national cell phone surveys. (See our iPhone navigation app reviews.)
 
Verizon has the exclusive on the Motorola Droid, which is priced at $199, after a $100 rebate. Nationwide cell-phone voice plans begin at $40 a month, with e-mail/Web data plan adding at least $30.
 
Like other cell-phone navigators, Google Maps Navigation is server based—meaning it downloads maps and points of interest data as needed, rather than storing a large database on the device. Consequently, a data plan is required to use it. In addition, a cell signal is needed—limiting its usefulness in some remote places. In areas without a 3G network, downloading maps and recalculating routes can be slowed. An upside of this approach is that the data is always current and there is no need for map upgrades.
 
GoogleMapNav_Lg Test findings
As a navigator, Google Maps Navigation has common features, including spoken street names, and provides adequate routing. However, it does not include some features found on mid-priced PNDs and even some iPhone applications, such as reality view and lane assistance.
 
On the other hand, the free, bundled Android application has some of the more enticing features found in the online version of Google Maps. For example, a user can layer additional information on the main map screen, such as real-time traffic patterns, selected POIs, and satellite imagery of the actual landscape. “Street view” provides a photographic street-level representation, with the ability to zoom and pan the area. This could potentially be helpful when identifying a destination. All navigators indicate “you have arrived,” though this can theoretically literally show your destination.
 
These innovative features are novel, but the practical use when driving is limited. The satellite layer makes it more challenging to interpret the map at a glance, and street view can be confusing, as we found it often wasn’t accurate.
 
Following the connected trend among navigation devices, Google Maps Navigation taps users to supply traffic information, to provide user reviews for POIs, and to share their current location with Google Latitude.
 
Basic route guidance is adequate, providing turn-by-turn directions. Address entry is mixed. Some users found the onscreen menus to be less intuitive than those found on a traditional PND, and the touch-screen operation is less intuitive. The slide-out keyboard provides an alternative method to entering data, but its keys are small and closely placed. We found using it to be more difficult than with other competing devices. However, the Droid does have plain-speech voice recognition, allowing for verbal data entries in a more natural way than premium PNDs with voice recognition. We found this worked well.
 
The application sometimes feels more like using Google.com via a handheld, than an integrated solution. For example, a query from the main menu leads to Google.com, which can be confusing. To get results like on traditional PND, a user must be on the map screen (or navigation) then perform a search.  This will drop pins on the map and a user can select a pin to navigate too. The user can view the results in a list, as well, by tapping an icon.
 
When receiving a call, the screen changes and the map is no longer visible. This effectively negates the Android’s multitasking capabilities, whose chief in-car benefit would be to use the phone and navigation simultaneously.
 
Bottom line
The power and potential of Google Maps Navigation has captured the attention of the GPS industry and tech enthusiasts, but this service has a way to go to be compared among the best solutions for GPS navigation. That being said, if you decide to buy a phone with Google Maps Navigation preinstalled, it is adequate and would eliminate the need to pay for GPS and traffic services. But don’t let this software be the leading reason to purchase an Android 2.0 phone.

As we have seen with iPhone applications, software can advance rapidly. Clearly, Google Maps Navigation has promise. Consequently, competitors will likely redouble their development efforts, ensuring consumers have better navigation choices down the road. For now, we favor the better iPhone applications such as Navigon, Tomtom, and MotionX offerings for the combination of software and hardware.

For frequent use, a dedicated portable navigator remains the best choice.

 —Jeff Bartlett and Frank Spinelli

Also read:
Droid vs. iPhone: A 10-round bout
Our first impressions of the Motorola Droid
Garmin Nuvifone G60 navigation review

See our reviews of AT&T Navigator, iGo My Way, Gokivo, Navigon Mobile Navigator, Sygic Mobile Maps, TomTom iPhone application, and X Road G-Map for iPhone.

Images courtesy Motorola and Google.

November 05, 2009

2011 Ford Explorer: Inflatable, seat-belt air bags to protect rear-seat passengers

Ford-inflatable-seat-beltFord announced today that it will offer inflatable seat belts in the back seat of its 2011 Ford Explorer. The new safety feature will provide additional protection for kids and elderly passengers—common second-row occupants that are especially vulnerable to injury.
 
The belts will reel in and out like regular belts, but they will have air bags built into the webbing that will inflate upon impact. The inflatable belts will spread the load of the impact across about five times more body area, Ford says. Since rear seated passengers don’t have frontal impact air bags to help protect them in a crash, the seatbelts are their main source of crash protection during an impact. With regular safety belts, the force of the impact is spread only across the area of the body that is in contact with the belts. This can lead to neck and chest injuries in severe crashes, especially for young or small passengers who don’t fit in the belts as well as average-sized adults. (This is why children under eight years old should always ride in a child seat, to ensure the belts lay cross the strongest bony structures in their bodies.)
 
Ford claims the new belts will reduce those injuries and have been designed to still be used to safely install a child safety seat. The company says the technology protects even if passengers are sleeping with their heads resting on the belt.
 
The bag-equipped belts will start out as an option on the new 2011 Explorer, Ford says, then availability will expand to other models. Similar technology is available in some light aircraft.
 
The air bags sit inside the fabric of the seat belts and inflate in 40 milliseconds using a cool, low-pressure gas from a cylinder housed under the rear seats of the vehicle. This inflation rate is much slower than traditional air bags to reduce the potential for injury from the air bags themselves.

In surveys the company has conducted, it says 90 percent of respondents have deemed them as comfortable to wear as regular safety belts or more comfortable, because they are slightly wider and softer than standard belts. Ford hopes this will encourage more rear seat passengers to wear the belts. Currently, the National Highway Traffic Safety Administration (NHTSA) estimates that 60 percent of rear seat passengers wear their safety belts, compared with 83 percent of front-seat occupants.

Visit our guide to car safety. For more on child safety, see our kids and car safety guide.

Eric Evarts

Toyota recall and investigation is not over, yet

It turns out the investigation into Toyota/Lexus sudden acceleration, which prompted the largest recall in the company’s history to remove floor mats that could interfere with the accelerator pedal, isn’t over.
 
On Monday, the National Highway Traffic Safety Administration (NHTSA) denied a petition to conduct an additional investigation into sudden acceleration, noting that the agency had previously investigated several similar complaints and that a new investigation was unlikely to draw any new conclusions.
 
Toyota quickly jumped on the news to proclaim that NHTSA had found no cause for the unwanted acceleration “other than the risk from an unsecured or incompatible driver’s floor mat.” (Original Toyota release.)
 
Yesterday, NHTSA rebutted that statement with a press release of its own, “correcting inaccurate and misleading information put out by Toyota,” and calling the floor mat recall “an interim measure, not a remedy.”
 
“This remedy does not correct the underlying defect in the vehicles involving the potential for entrapment of the accelerator by floor mats, which is related to accelerator and floor pan design,” the NHTSA statement says.

In the end, runaway acceleration can happen for lots of reasons. There is no substitute for knowing how to stop the car in an emergency, as we’ve detailed in a series of recent blog entries and tests. 

No matter what brand automobile you drive, be sure to read "How to stop a runaway car: Don’t pump the brakes" and "Putting a car in Neutral might save your life." And the report "Owners of Toyota cars in rebellion over series of accidents caused by sudden acceleration" at ABCNews.com.

 —Eric Evarts

Related:
Gas-pedal inspection shows most do not pivot
More than floor mats: NHTSA report gives more details on Lexus crash
Putting a car in Neutral might save your life
Putting stuck floor mat survival strategies to the test
Floor mat survey reveals problem with all-weather mats
Toyota and Lexus floor mat recall is official
Toyota advises 3.8 million Lexus and Toyota owners to remove floor mats
Misaligned floor mat may have caused calamity

Dodge's "Major Product Intervention"

Dodge_intervention Just how widespread are the problems with many current Chrysler products? It’s to the point where the company itself declared Wednesday that they will have a "Major Product Intervention" across the Dodge lineup. Many of these changes also affect their platform-mates in the Chrysler and Jeep brands.

That includes:
  • A previously announced "all-new" interior for the 2010 Caliber, whose current interior one of us likened to "sitting in an Igloo cooler." It looks like the Caliber continues until 2012 when a new compact sedan comes on line; its Patriot and Compass platform-mates move to a Fiat-based platform in 2013.
  • The Avenger midsized sedan also gets an all-new interior, a new engine, and better attention to noise and vibration isolation. That all happens later in 2010 with a new Fiat-based sedan coming in 2013.
  • The Journey three-row SUV gets the same treatment as the Avenger in 2010, but it soldiers on through 2014.
  • The Grand Caravan gets a whole new interior, a new engine, a complete suspension retune--with claimed "best-in-class" ride and handling--and more attention to noise, comfort, and features. A redesign comes for 2014. The Town and Country will see similar changes.
  • The Charger claims to be "all new" with a "class-leading" interior, "class-leading" features, a new engine and "lifestyle oriented packaging." That comes in 2010.
  • The 300 also gets a major update.
  • The Nitro sees a "major modification" for 2011, but its future is uncertain beyond that. Its Liberty platform-mate will get a new platform and shed 600 lbs in 2013.
What do we take from this?
  • Chrysler is pinning a lot on their new 3.6-liter "Pentastar" V6 engine, which replaces an array of other V6s across a wide variety of products and platforms.
  • 2013 is a long time to wait for a new midsized sedan. Despite substantial modifications, the Avenger/Sebring sedans platform has limited potential. The cars are narrow and changing the roofline enough to improve visibility, a major complaint with those cars, is likely to be too expensive for an interim step.
  • If you design interiors for Chrysler, you’re very, very busy right now.
  • Chrysler once ruled the minivan segment, but they have their work cut out for them to beat the agility of the Honda Odyssey and the quietness and ride of the Toyota Sienna.
  • Most of these products score near the bottom of our Ratings in their particular classes. While any improvements would be welcome, it’s very rare that even a major freshening transforms a design enough to propel it to the top of its class. The Ram was an exception to this rule.
  • Finally, keep in mind that the competition isn’t standing still, either.
Tom Mutchler

Also read: Chrysler's business plan: The Fiat platforms

November 04, 2009

Chrysler’s business plan: The Fiat platforms

Chrysler-fiat-platformsFiat-based platforms will have a big influence on Chrysler’s small and midsized products, based on a multi-hour presentation given today to the industry, media, and anyone else who wanted to monitor. Chrysler currently has no small cars, but by 2014, they will have three models based on two Fiat platforms, one being the 500.
 
The biggest platform shift is in the larger segments. According to Chrysler, this now has eight different platforms: 
Click the links above for model overview pages featuring ratings and road tests, available to online subscribers.

By 2014, nine different products will stem from just two platforms – and one of those platforms is exclusive to the Wrangler. The Wrangler’s product line and reach will be extended, with major product modifications in both 2010 and 2011. Wranglers have an iconic image, they sell well, and their low-tech design is likely provides a handsome profit. While they perform well off-road, Wrangler’s don’t perform well on the road or in CR’s Ratings; the Wrangler is currently our lowest-scoring vehicle.

Wrangler aside, this means that eight products, covering vital products like midsized sedans and small and crossover SUVs, will all come from one Fiat Group platform. (Given that Dodge said that the Viper will be redesigned, perhaps this slide shown here from the presentation is short a platform for that low-volume street rocket.) While the decision isn’t finalized, the midsized Dakota may move to a unibody platform, like the Honda Ridgeline.
 
Moving to larger products, things remain pretty much status quo. Those platforms will continue to be sourced from Chrysler, with a large sedan platform (300, Charger, Challenger), a minivan platform, and another midsized SUV platform (Grand Cherokee, Durango). The Ram brand keeps its own platform—no surprise.
 
The first domestic-badged Fiat-based product is expected in 2012, a compact sedan sold by Dodge. That year will also bring Ram-badged large and small commercial vans, filling the big hole left from the Mercedes/Freightliner-shared Sprinter.
 
Tom Mutchler

Distracted driving: Government pursues texting law

TextingDriving_Photoshoot The issue of distracted driving has been propelled to the forefront of top transportation safety issues, but the larger question is what to do about it? Following on the heels of last month’s Department of Transportation two-day Distracted Driving Summit, which discussed the problems and addressed possible solutions, the issue is now hitting Congress. Two bills have been introduced in the Senate that take different approaches to programs and incentives for the states to enact to help combat this growing problem. (Read our highlights from the Distracted Driving Summit.)
 
One bill, titled the Distracted Driving Prevention Act of 2009, was introduced by Senate Commerce Committee chairman John Rockefeller of West Virginia, and Commerce Committee Ranking Member Kay Bailey Hutchinson of Texas, among other Senators. It offers financial incentives to states that enact texting bans, require using a hands-free cell phone device, and prohibit young drivers from using any cell phone while driving. To qualify for the grant money, there are a number of provisions:
  • The state law must make a violation a primary offense, which means that police can pull over a driver without any other moving violation.
  • Requires a minimum fine for first and increased penalties for subsequent violations.
  • Civil and criminal penalties to a driver who causes an accident due to cell phone use.
  • The subject of distracted driving must be added to the state’s driver’s license exam.
Some exceptions include calling 911, use by emergency personnel, and using the phone in a parked vehicle.
 
The money for the grants will not involve an additional financial burden as it will come from redirecting unused surpluses from the seat-belt safety program. Once states enact these laws, they can then apply for the funds to use in driver education programs on the dangers of distracted driving and for other projects that improve traffic safety. This program will model the already successful drunk driving and “click it or ticket” seat-belt campaigns.
 
Additional provisions of the bill include a national driver distraction education program run by the National Highway Traffic Safety Administration (NHTSA) and further research, data, and reporting of accidents by police.
 
The second bill, titled the ALERT Drivers Act of 2009, was introduced by Senator Schumer of New York along with three other Senators, earlier this year. Senator Schumer testified at last week’s Commerce Committee hearing in support of his bill; he is also a cosponsor of Senator Rockefeller’s bill. The ALERT Drivers Act takes a “stick” approach, as opposed to the “carrot” approach of the other bill, by reducing the amount of Federal highway funds available to states that do not enact a law prohibiting drivers from writing, sending, or reading text messages or e-mails while operating a motor vehicle. At the hearing, there was debate among the Senators about whether the “carrot” or the “stick” method is the better way to approach this epidemic.
 
Currently 18 states, plus the District of Columbia, have a law addressing texting-while-driving. Use of cell phones by novice drivers is restricted in 21 states and the District of Columbia, and seven states, plus the District of Columbia have statewide hand-held driving bans. 
 
A 2008 government study noted that in any given moment there are 812,000 distracted drivers on the road. This bill aims to make sure that their lives, as well as their passengers and everyone else on the road, are not at risk.
 
Liza Barth 

For more information on distracted driving see our related reports:
Hands-free cell phone laws: Are they effective?
Distracted driving summit: The highlights

Choosing words wisely in the distracted driving discussion
Distracted Driving Summit: The hands-free debate
Defining the problem: Casting a wide net over driver distraction
Automakers agree to ban
Anti-texting video to scare drivers straight
Using wireless communication devices while driving
Cell phone use and driving laws
Dangers of cell phones while driving
Should cell phone use by drivers be illegal?

How to stop a runaway car: Don’t pump the brakes

Despite a massive recall by Toyota of 3.8 million vehicles to address sudden runaway acceleration, National Highway Traffic Safety Administration (NHTSA) is still investigating the exact cause of this problem. They are concerned that the accelerator pedal getting stuck by the floor mat – the purpose of the recall - is not the exclusive cause, according to the New York Times.

Whatever the cause of unintended acceleration, the best defense is to know how to safely regain control of the car should it happen to you. In a previous post, we wrote that putting a car in Neutral might save your life. Our latest tests show that pumping the brakes at full throttle can make a bad problem even worse, as demonstrated this video from ABC News. (See the report "Owners of Toyota cars in rebellion over series of accidents caused by sudden acceleration" at ABCNews.com.) 

A NHTSA report released this week points out that some drivers can “react by applying the brake pedal multiple times, depleting the braking system’s (vacuum based) power assist.
 
Testing theory at the track

We decided to find out just how quickly you could lose power brakes with a stuck throttle. Using our test track and several test vehicles, we accelerated to 60 mph and hit the brakes with the accelerator still floored. Once the brakes were applied, the vehicles began fighting us. The transmissions downshifted trying to maintain speed.
 
Instead of holding the brakes, we tried pumping them. This test confirmed that pumping the brakes is a really bad strategy. Power brakes rely on engine vacuum to provide additional brake pressure. At full throttle, the engine doesn’t generate any vacuum. So as soon as we removed and reapplied pressure to the brake pedal, the power assist disappeared and stopping the car became hopeless. “There was no way I could push hard enough on the brakes to slow the car down when the engine was fighting me,” said Sr. Automotive Engineer Jake Fisher.
 
Bottom line
The best strategy to stop a runaway car is to press and hold the brakes and shift into neutral. Modern cars have rev limiters, which will protect the engine from over-revving. Even if your car doesn’t, don’t worry about your engine’s life—worry about your own.

 —Eric Evarts

Related:
Gas-pedal inspection shows most do not pivot
More than floor mats: NHTSA report gives more details on Lexus crash
Putting a car in Neutral might save your life
Putting stuck floor mat survival strategies to the test
Floor mat survey reveals problem with all-weather mats
Toyota and Lexus floor mat recall is official
Toyota advises 3.8 million Lexus and Toyota owners to remove floor mats
Misaligned floor mat may have caused calamity

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