The 2013 Audi A3

The 2013 Audi A3 ranks 6 out of 14 Upscale Small Cars. This ranking is based on our analysis of published reviews and test drives of the Audi A3, as well as reliability and safety data. The 2013 Audi A3 is ranked: #6 in Upscale Small Cars #15 in Hatchbacks Though the 2013 Audi A3 has cramped rear seats, auto reviewers still think its ample cargo space and fuel-efficient diesel engine make it one of the more versatile models in its class. The 2013 Audi A3 can come with a turbocharged four-cylinder gasoline engine or a turbocharged four-cylinder diesel engine. Critics find that models with the standard gasoline engine are the most enjoyable to drive, but they’re also impressed with the diesel’s fuel economy ratings of 30/42 mpg city/highway, which is significantly higher than the base model’s 21/30 mpg. Both engines have a standard six-speed manual transmission, though a six-speed dual-clutch automatic transmission is optional. Test drivers are satisfied with both transmissions, and say that they shift gears smoothly. They say that overall, the A3’s performance is characterized by sharp handling and comfortable ride quality. While auto reviewers say they’re impressed with the Audi A3’s conservative, attractive cabin and quality materials, they note that its optional navigation system is confusing. The A3 also lacks features that are standard on many rivals, such as Bluetooth. A USB port is not available at all. Test drivers add that the five-seat Audi A3’s passenger accommodations may not satisfy all shoppers. The rear seats are cramped for adults, though that is a common complaint among upscale small cars. The front-row seats, however, offer plenty of room, and the A3 has a lot of cargo space for the class. “Both available motors suffer from non-linear turbo-engine power delivery, and prices quickly escalate when costly options are added. Those demerits are overshadowed by this car’s virtues of a handsome cabin, excellent versatility, and high level of driving enjoyment. The diesel offers the same levels of refinement, with the added bonus of better fuel economy over the already thrifty turbocharged gasoline 4-cylinder.” — Consumer Guide (2012) “Ample cargo capacity and available all-wheel drive make the Audi A3 one of the most versatile cars on the road.” — Kelley Blue Book (2012) “A superb interior, hatchback capabilities, and lively driving dynamics won’t be compromised by the diesel engine; you’ll just go a little farther on each gallon of fuel.” — Automobile Magazine (2010) “It’s incredibly cute, fun to drive and gets great mileage, but it’s a squeeze for my family of four in a way that makes road trips seem forbidding.” — Cars.com (2010)

Ford Drops Microsoft, Will Build Next Infotainment Systems Using Blackberry. Wait, What?

Detroit News, Ford may soon ditch the Microsoft platform that underlies Sync and migrate to a new, more stable system.

SYNC: THEN AND NOW

When Microsoft first partnered with Ford to build infotainment systems for cars, Bill Gates was still a full-time employee, and Microsoft was a proverbial 800-pound gorilla in the tech industry. Now, not so much.

Over the past several years, Microsoft has lost much of its edge, thanks to (a) mass migration to cloud-based software, (b) renewed popularity of Apple computers (not to mention Chromebooks and other alternatives), (c) Microsoft’s deeply despised Windows 8 operating system, and (d) its deeply disappointing Surface tablets. Heck, even Nokia — which will soon be partly owned by Microsoft — is trying to back away from the Windows Mobile operating system. At this point, the only area in which Microsoft remains a bona fide leader is in console gaming, and with the release of the Sony PS4, even that’s in jeopardy.

Given Microsoft’s growing obsolescence, it’s no surprise that one of its best-known offerings for cars — Ford Sync — has been a dismal failure. (Popular, yes, but a failure.) Paired with MyFord Touch, Sync is largely responsible for Ford’s steep decline in initial quality rankings.

And so, Ford appears to be drafting a “Dear John” letter, addressed to Redmond. Detroit News cites someone with “knowledge” of Ford’s tech plans, who says that in the near future, Ford will kick Microsoft to the curb and build its next-gen infotainment systems with younger, nimbler company: Blackberry.

Wait, what?

Yes, Blackberry. (It exists. Who knew?) If the rumors are true, Ford will rebuild Sync on the QNX platform, which is owned by Blackberry. The source suggests that an update to Sync could migrate existing models from Microsoft to QNX very quickly and easily.

QNX is popular with developers and handset makers because of the way it’s designed. While most operating systems work as one big program, QNX simultaneously runs a range of parallel processes. In layman’s terms, that means that if QNX encounters a problem, it only has to shut down one app or program, rather than the entire operating system. As a result, it’s faster than many operating systems, and its more stable and lightweight, too.

Neither Ford nor Blackberry would deny the rumor, which would seem to give it some substance. If accurate, the changeover could happen this year or next.

2013 Nissan Pathfinder- Review

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The 2013 Nissan Pathfinder is in a new place that’s just right for families who want a big, comfortable, sensible wagon, but it’s given up some of its path-finding heritage to get there.

The Nissan Pathfinder is a mighty familiar SUV nameplate in the U.S. market. It’s been around more than a quarter century; yet this year it warrants a complete reintroduction.

Current or former Pathfinder owners looking to rekindle their relationship with the new version are likely to be sorely disappointed, as the 2013 Pathfinder doesn’t exactly follow in the previous model’s footsteps. This is no longer a musclebound truck; and Nissan wasn’t shooting for rock-crawling ability, or powerboat-towing prowess.

Those who clear their preconceptions will find who Nissan was opening the doors to: families, and especially families who need a little extra space. For that, you’ll likely find the Pathfinder to be an attractive, well-thought-out vehicle that performs better (and more efficiently) than a number of other family crossovers on the road—where it matters.

The 2013 Nissan Pathfinder has made that transition to a passenger-oriented uni-body design—now with just a dash of ruggedness—and its styling, with a soft, rakish tall-wagon look, communicates exactly that. It’s a little more swept-back, rakish, and curvaceous compared to other large crossovers, with a much more swept-back stance compared to most rival models; altogether it’s more wagon-like to our eyes than any of its rivals, like the Highlander, Pilot, or Explorer—not a bad thing, really. The Pathfinder’s heavily sculpted front fenders and rear fender accents give the design the right degree of ‘pop,’ and they fit right in with the design aesthetic of Nissan’s latest passenger-car models like the Altima and Sentra. Inside, there’s some trickle-down design and appointments from Infiniti for sure, but unremarkable materials and a limited set of just two rather drab interior colors makes the cabin feel unexpectedly conservative.

Provided you keep to the streets and highways—as Nissan is anticipating that the vast majority of Pathfinder owners will do—this is a vehicle that responds far better than last year’s model of the same name. All Pathfinders are now powered by the familiar 3.5-liter ‘VQ’ V-6, which has been used in everything from the 370Z to the Maxima and Murano, all in somewhat different tunes. Here it makes 260 horsepower and 240 pound-feet of torque, is good to go on regular-grade gasoline, and provides strong, smooth

acceleration with the continuously variable automatic transmission (CVT). With a wider span than the previous unit—and a sturdy chain instead of a belt—this CVT allows quicker acceleration and lower revs when cruising, although we note that there’s quite a delay for quick bursts of power for passing. Otherwise when you’re behind the wheel of the Pathfinder, it’s quite easy to forget that you’re driving any kind of utility vehicle. The Pathfinder responds in corners much more like a softly spring sedan than an SUV, and it drives without the nagging sense of heft that heavier models like GM’s full-size crossovers (which weigh several hundred pounds more) have. The hydraulic-electric steering in particular is excellent.

Models with four-wheel drive come with an Auto mode, as well as a 4WD Lock mode that sends an equal 50/50 to the front and rear axles, with traction-control electronics managing distribution side to side. There’s also a 2WD mode that can boost your gas mileage slightly when roads are completely dry and clear. There’s still some trail ability here, but don’t expect much more than you’d get in, say, a Subaru Outback (there’s actually less ground clearance). When equipped with the tow package, the Pathfinder can pull up to 5,000 pounds, and the chain-driven CVT will settle to a different cruising RPM depending on loads.

The new Pathfinder feels like it was designed for passenger comfort, interior space, and interior flexibility above nearly all else. It fits in for height and width within a few inches of the Honda Pilot, Ford Explorer, and Toyota Highlander, yet it’s quite a bit longer than any of those models—a few inches shorter than the super-roomy GM full-size crossovers (Traverse, Acadia, Enclave) and around the same length as the Mazda CX-9. Most of that length goes to the cabin, and it follows that the Pathfinder actually fits three usable rows of seating. Second-row bench accommodations can be slid back up to 5.5 inches when there’s nobody back in the third row, though adults may find it hard to get comfortable as they’re quite short, flat, and van-like, as well as surprisingly low—inviting a sort of legs-splayed position. The third row is low and hard, with barely enough headroom for an average adult—in other words, it’s roomier than the typical third row. And the second row has a trick ‘Latch and Glide’ function that lets you leave child seats in place while tilting the second row forward.

Ride quality is another strength for the Pathfinder. It’s smooth and refined—Nissan has paid extra attention to secondary vibrations—and you don’t hear or feel minor road coarseness. Wind noise is also kept under wraps even at Interstate cruising speeds, and the V-6 here is one of the few engines mated to a CVT that doesn’t drone insufferably when accelerating rapidly.

Nissan boasts that the Pathfinder provides “premium features for all passengers,” and especially if you spring for one of the higher trim levels, and some key options, that’s true. Opt for the top-of-the-line Pathfinder Platinum and for a bottom-line price of about $42k (4WD) you get the tow package, cooled front seats, the Bose audio system, navigation, and an Around View Monitor, all with a higher-resolution eight-inch WVGA display. With the available Nissan Navigation System, you also get traffic information, Bluetooth streaming audio, and voice recognition. Also on offer is a tri-zone entertainment system that lets you play separate programming for each of the two seven-inch rear screens (DVD, gaming input, or photos), all while front-seat occupants can listen to their own programming. All that’s missing on the Pathfinder is the taste of high-tech convenience features—like adaptive cruise control, or a blind-spot system—that are starting to jump from luxury brands down to the mainstream.

Video: How touch screen controls in cars should work

If you have a (relatively) new car, the center stack is probably flawed. You’d hoped for something sleek and intuitive, and instead, you wound up with Lieutenant Uhura’s computer from Star Trek: lots of bells and whistles that don’t seem to do much of anything.

This is a major problem, and solving it ranks among the biggest challenges facing today’s car companies. Our vehicles themselves may be better built than they once were, but as systems like Ford’s popular but much-loathed MyFord Touch demonstrate, our infotainment features are ready for the scrap heap.

Enter designer Matthaeus Krenn, who bemoans the fact that automakers “merely replicate old button layouts and shapes on these new, flat, glowing surfaces” littering today’s dashboards. In his notes for the video embedded above, Krenn says:

I propose a new mode that can be invoked at any time: It clears the entire screen of those tiny, intangible control elements and makes way for big, forgiving gestures that can be performed anywhere. In place of the lost tactile feedback, the interface leverages the driver’s muscle memory to ensure their ability to control crucial features without taking their eyes off the road.

Which sounds great, until you see what he’s actually proposed.

Is Krenn’s prototype beautiful? Absolutely. It looks like something out of Logan’s Run or Tron (high praise, back in the day). It would make a fantastic control panel for your in-home thermostat, lighting, and stereo.

Could it work in a car? Yes, but it would probably kill you.

We understand how Krenn’s interface works. We appreciate the way that it’s designed to be adaptive, so that it works no matter where you first touch it. Eventually, we could get used to its one-, two-, three-, four-, and five-finger controls.

But learning the system would take time, and we could envision many occasions when we meant to turn up the a/c but instead cranked up the Def Leppard. Also, we think he’s being far too optimistic when he suggest that a user could flip through her entire song catalog without glancing over at the screen.

And heaven forbid one of your parents should get a car with Krenn’s interface. You thought teaching them AOL was hard?

How Good is Your Country in this: The 10 Best & Worst Countries For Drivers

There are lots ways to die. There are also lots of people on Planet Earth tracking when and how people die. Two of those people — Michael Sivak and Brandon Schoettle — have compiled much of that data to show us where folks are most prone to die on the road.

The study is called Mortality from Road Crashes in 193 Countries: A Comparison with Other Leading Causes of Death (PDF). The title’s a little somber for our tastes, but in fairness, the report deals with a very somber subject, so we’ll it slide.

To compile their report, Sivak and Schoettle, who head up the University of Michigan Transportation Research Institute, pored over fatality statistics published by the World Health Organization in 2008. Though the two were keenly interested in traffic-related deaths, they also took note of fatalities from three other causes: heart disease, malignant neoplasms (shorthand: cancer), and cerebrovascular disease (shorthand: strokes). Then, they mapped that data, calculating the highest and lowest fatality rates associated with each illness, the fatality rates associated with auto accidents, and how the former and latter overlapped.

The good news is that, on average, strokes, heart disease, and cancer are much bigger threats to human beings than car accidents. The bad news is that in some countries, that’s not entirely true. In Namibia, for example, you’re 53 percent more likely to die in automobile collision than from cancer. And in Qatar, you’re more than five times as likely to die in a car accident than from a stroke. You’ve been warned.

Here are the ten deadliest countries for all four measured causes, with the number of deaths per 100,000 residents in parentheses. Not surprisingly, many of these countries are in the developing world and/or in regions experiencing significant civil conflict.

1. Chad (1717)
2. Guinea-Bissau (1675)
3. Central African Republic (1671)
4. Ukraine (1638)
5. Malawi (1627)
6. Afghanistan (1612)
7. Democratic Republic of the Congo (1607)
8. Somalia (1560)
9. Lesotho (1559)
10. Mozambique (1559)

And here are the deadliest countries with regard to just automobile accidents, along with the number of fatalities per 100,000 residents. Note that there’s only one overlapping country, Malawi. (“Congo” refers to the Republic of the Congo, not the Democratic Republic of the Congo, which is a completely separate country.)

1. Namibia (45)
2. Thailand (44)
3. Iran (38)
4. Sudan (36)
5. Swaziland (36)
6. Venezuela (35)
7. Congo (34)
8. Malawi (32)
9. Dominican Republic (32)
10. Iraq (32)

And now, to the other end of the chart: the lowest fatality rates from all four causes of death…

183. Nicaragua (439)
184. Costa Rica (434)
185. Saudi Arabia (404)
186. Maldives (380)
187. Syria (364)
188. Oman (331)
189. Brunei Darussalam (310)
190. Bahrain (296)
191. Kuwait (175)
192. United Arab Emirates (155)
193. Qatar (141)

And the lowest fatality rates from auto accidents. Again, there’s little overlap, other than Maldives:

184. Switzerland (5)
185. Netherlands (4)
186. Antigua and Barbuda (4)
187. Tonga (4)
188. Israel (4)
189. Marshall Islands (4)
190. Fiji (4)
191. Malta (3)
192. Tajikistan (3)
193. Maldives (2)

For reference, the U.S. had 817 deaths per 100,000 residents from all four causes, which is slightly better than the average global fatality rate of 844.  In terms of auto fatalities, the U.S. had 14 deaths per 100,000, placing it above the global average of 18.

We should point out that the report leaves out a few countries that might’ve made the “ten safest” lists, but weren’t included — countries like Greenland and Vatican City. It also overlooks some troubled areas that could’ve ended up on the bottom, like South Sudan and Palestine. Just so you know.

SO, WHAT DOES ALL THIS MEAN?

Maybe we’re Type-A personalities, but when we read a report, we expect to walk away with a few bullet points. Sivak and Schoettle’s findings, however, are a bit subtle for that. True, their per-country comparisons of various causes of death are interesting (e.g. the overwhelming likelihood that Qataris will die in auto accidents rather than from strokes), but the authors don’t draw any conclusions from those stats or offer any suggestions to explain them.

Perhaps Sivak and Schoettle began their work assuming/hoping that they’d find some overlap between the various causes of death. Unfortunately, they were comparing apples to apples, and such Freakonomic-style linkages occur more often when comparing apples to oranges — in this case, for example, looking for parallels between education rates or GDP and auto fatalities.

And so, we’re left with three major takeaways:

1. The knowledge that auto fatalities constitute a mere sliver of the world’s deaths: “For the world, fatalities from road crashes represented 2.1% of fatalities from all causes…. The highest percentage by country (15.9% in the United Arab Emirates) was 53 times the lowest percentage (0.3% in the Marshall Islands).”

2. Math still works: “For a country to have fatalities from road crashes corresponding to a high percentage of fatalities from another cause requires either a high fatality rate per population from road crashes, or a low fatality rate from the other cause, or both. The converse applies to a low percentage.” Which is a complicated sentence, but also duh.

3. Decent, if grisly fodder for cocktail party conversations.

If you’re intrigued by this kind of data, you should really check out a similar study published by the Pulitzer Center based on WHO data from 2010. Though many of the best and worst performers are the same as in Sivak and Schoettle’s report, the findings are far more nuanced.

The Pulitzer Center looked only at auto fatalities, taking into account the number of people killed as auto passengers as well as those killed while riding motorcycles, bicycles, and while walking. It also provided data on legal efforts to curb auto fatalities in each country, which was immensely interesting to data hounds like us.

Granted, the folks at Pulitzer didn’t draw many telling conclusions, either, but at least their data’s pretty.

2014 Toyota 4Runner

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The 2014 Toyota 4Runner’s brawny looks don’t fit the crossover mold, but neither do its off-road talents, either.

Back in the day, real sport-utility vehicles like the Toyota 4 Runner ruled the roads, the dirt ones and the paved ones. Today, Toyota’s RAV4 and Venza crossovers outsell the 4Runner by a factor of 10, but the 4 Runner survives as one of the few true-blue SUVs that still give drivers an alternative to the softer, rounder utes of today.

When it comes to charging up a steep incline or trudging through a muddy, rutted trail, only the 4Runner will make it through without any complaints. There aren’t many substitutes for that kind of hardcore sport-ute capability. The 4Runner is nearly in a class by itself these days, along with its two-door FJ Cruiser companion, the Jeep Grand Cherokee, and the Nissan Xterra–not to mention the Jeep Wrangler original.

The 4Runner’s rugged SUV look isn’t some conjured image. It’s the reverse: a long time ago it was spun off from truck-based hardware and given a wagon body, with few concessions made to style. That’s held true for decades now, and while we might like a ground-up fresh start every generation or so, the 4Runner at least remains honest to its mission. The beltline is high, the proportions are chunky, and the downward slope of the rear pillars are a direct callback to the ur-4Runner. Inside, the same fundamental approach works, and works well: the knobs and controls are big and laid out in an uncluttered way, and the controls and gauges are framed with simple materials and the barest dash of metallic trim. For 2014, the 4Runner adds more soft-touch trim inside on base SR5 and Trail models, and the SR5 gets Toyota’s sharp, bright Optitron gauges.

Overall, the Toyota 4Runner drives much better—and more athletically—than its trail-crawling appearance might suggest. Steering feel and maneuverability are unexpected delights in the 4Runner; at low speeds especially, the 4Runner handles with better precision and control than you might expect from such a big, heavy model, and visibility isn’t bad. But you’ll be reminded you’re in a tall vehicle with soft sidewalls and a safe suspension calibration if you attack corners too quickly. A 4.0-liter V-6 engine, makes 270 horsepower and 278 pound-feet of torque, and feels plenty quick either off the line or at highway speeds.
Fuel economy is estimated at 17/23 mpg for rear-drive models, and 17/22 mpg for four-wheel-drive versions.

V-6 SR5 models are offered either with rear-wheel drive or a part-time four-wheel-drive system, while Trail models are only offered with that 4WD system, with overhead controls. Limited models get a separate full-time four-wheel-drive system that’s more road-oriented. The Limited gets standard 20-inch wheels and tires, while other models come fitted with 17-inchers.

In Trail grade (the off-road model), the 4Runner includes a host of electronics and systems meant to complement the sturdy off-road hardware. Base models can be a little pitchy on rough pavement, but Limited models get yet another setup: a so-called X-REAS system with electronically adjusting dampers, geared for flatter cornering and pavement surfaces. The Kinetic Dynamic Suspension System (KDSS) that’s optional in the Trail model uses hydraulics to reduce motions on-road or increase off-road traction and riding comfort, with more wheel travel in that situation.

Interior space is where you might start to notice some of the shortcomings of the 4Runner’s traditional body-on-frame layout versus models like the Ford Explorer or Dodge Durango. Simply put, while the 4Runner has smartly designed seating and is comfortable enough for long highway trips, it’s not quite up to some of these alternatives in terms of cargo space or flexibility, due to its narrower body and rather tall floor. The front seats look and feel great with the available perforated-leather upholstery, and they’re wide and supportive, to fit quite the range of sizes. The second row adjusts for rake (reclining 16 degrees in four stops), and adult-sized occupants will also feel at home, thanks to seat contouring that goes well beyond the stiff bench cushions in some rivals. As for the third row, it’s hard to get back there, so leave it to the (small) kids; it’s only offered on the more on-road-oriented models, not on the Trail edition.

The 4Runner is also surprisingly refined inside–dodging some of the impressions of trucks and off-road-able vehicles and providing a tight, quiet highway cruising experience, with a reasonably smooth ride and very little road or wind noise. Safety is also not at all compromised compared to popular crossovers, with eight standard airbags, including front side bags, side-curtain bags for the second and third rows, and front knee bags for the driver and passenger. Safety scores from the IIHS and federal government have indicated that the 4Runner has relatively good occupant protection, but it’s not quite in the top tier. A rearview camera is now standard on all models.

Base 4Runner SR5 models include plenty of standard equipment, including a power driver seat, a roof rack, power features, and an audio system with a CD player, satellite radio, a USB port, iPod connectivity, and Bluetooth audio streaming. Mobile-app connectivity is standard via Toyota’s Entune services. The off-road purists who also sometimes need to haul the family will want the Trail model, which includes all the off-road goodies. Top Limited models step up to dual power front seats, navigation, and 15-speaker JBL premium sound. Other desirable features include sonar-based rear parking, a navigation system, and a subscription-based Safety Connect telematics system.

Ford Motor Co. Planning to Pick BlackBerry in Its Car Technology System

Ford Motor Co. (F), struggling with in-car technology flaws, will base the next-generation Sync system on BlackBerry Ltd. (BBRY)’s QNX and no longer use Microsoft (MSFT) Corp.’s Windows, according to people briefed on the matter.

Using QNX will be less expensive than licensing Microsoft technology and will improve the flexibility and speed of the next Sync system, the people, who asked not to be identified because the decision hasn’t been made public, said Feb. 22. Ford has more than 7 million vehicles on the road with Sync using Microsoft voice-activated software to make mobile-phone calls and play music.

The switch may help Ford, the second-largest U.S. automaker, address customer complaints about malfunctioning technology systems and touch screens that have hurt it in surveys by J.D. Power & Associates and Consumer Reports. For BlackBerry, it’s a vote of support for a company that lost 95 percent of its value from mid-2008 to November and saw the collapse of a proposed $4.7 billion buyout.

“This would be a huge infusion of trust and confidence to have BlackBerry and QNX expanding into a Ford,” Thilo Koslowski, auto analyst for researcher Gartner Inc. in Santa Clara, California, said yesterday. “This is really the crown jewel in BlackBerry’s crown and could make the rest of the company shine as well.”

Shares Climb

BlackBerry rose 6.6 percent to $9.74 at 9:55 a.m. in New York. Microsoft fell less than 1 percent to $37.85. Ford gained less than 1 percent to $15.20.

Since becoming BlackBerry’s CEO on Nov. 4, John Chen cited software such as QNX and the BlackBerry Messenger service as assets he will look to capitalize on. Predecessor Thorsten Heins spoke often during his tenure for the potential of QNX to play a role in machine-to-machine settings such as cars interacting with parking meters.

Dearborn, Michigan-based Ford has said the quality of its vehicles has been “mixed” each of the past three years and fell short of its plan to improve those results in 2013. CEO Alan Mulally was said to be a candidate to become Microsoft’s chief until early this year,

Improving Sync is crucial for Ford to draw car shoppers who are increasingly looking to be connected at all times. In-vehicle technology is the top selling point for 39 percent of auto buyers, more than twice the 14 percent who say their first consideration is traditional performance measures such as power and speed, according to a study by the consulting firm Accenture released in December.
Customer Surveys

“We do not discuss details of our work with others or speculate on future products for competitive reasons,” Susannah Wesley, a Ford spokeswoman, wrote in an e-mail.

Peter Wootton, a spokesman for Redmond, Washington-based Microsoft who works for Waggener Edstrom, declined to comment. Paul Leroux, a spokesman for QNX, declined to comment.

Ford and Lincoln ranked Nos. 26 and 27 out of 28 brands in Consumer Reports’ annual auto-reliability survey released in October. While the Lincoln luxury line matched the industry average in J.D. Power’s Initial Quality study in June, the namesake finished 27th out of 33 brands.

Technology companies are competing to win business from automakers as in-car technology becomes an increasingly important selling point. Google Inc. announced an alliance with General Motors Co., Honda Motor Co., Hyundai Motor Co. and chipmaker Nvidia Corp. in January to bring the Android operating system to cars. Apple Inc. is working with Bayerische Motoren Werke AG, Daimler AG’s Mercedes-Benz, Nissan Motor Co. and others to introduce its iOS operating system to cars with devices such as the iPhone.
QNX Users

BlackBerry’s QNX Software Systems can be found in cars made made by Volkswagen AG’s Audi unit and BMW, according to its website. QNX and Microsoft are the main suppliers of automotive operating system software, according to researcher IHS iSuppli.

BlackBerry, at the time named Research in Motion Ltd. (BB), bought QNX Software Systems for $200 million in 2010. In addition to its presence in cars, QNX technology is used to manage nuclear-power plants and by the U.S. military for unmanned aerial drones. Its customers include Cisco Systems Inc., General Electric Co. and Caterpillar Inc.

The switch would be a significant blow to Microsoft’s automotive software business because Ford is by far its biggest customer, said Gartner’s Koslowski. Microsoft also has software in Kia Motors Corp., Fiat SpA models, Nissan and BMW models, according to its website. Getting into the Ford system will expand QNX’s industry leading position for automotive entertainment operating systems, which Koslowski said he estimates is as high as 70 percent.
Integrating Systems

The operating system in the car entertainment system has become more of a commodity and now added functions are more important, he said. QNX has done a better job of integrating compatibility with other operating systems such as those from Apple, Google and included emerging Internet standards, he said.

“You have to look at it more from a perspective of how much functionality do I get for what price and really move your investment budgets to other areas that become much more strategic for creating differentiation,” Koslowski said. “The industry is realizing it has to do a better job to create a unique experience for its customers.”

To contact the reporters on this story: Craig Trudell in Tokyo at ctrudell1@bloomberg.net; Jeff Green in Southfield, Michigan at jgreen16@bloomberg.net

To contact the editors responsible for this story: Young-Sam Cho at ycho2@bloomberg.net; Jamie Butters at jbutters@bloomberg.net

2013 Ford Explorer- Review

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The Ford Explorer trades some trail-riding and towing for on-road driving lessons, and comes out fluent.

The Ford Explorer may be one of the most familiar sport-utility vehicles in the universe, but it’s hardly a rugged SUV anymore. We call it a crossover vehicle–a wagon with car-based running gear, and some off-road ability, but more emphasis on family-hauling and all-weather ability.

That sea change makes today’s Explorer the most suited yet to how most drivers actually use it. Gas mileage is better than ever, and so is handling. On the infotainment front, the Explorer has more navigation, audio, and connectivity options than any Ford of just a few years ago–rivaled only by its archrival, the trail-ready Grand Cherokee.

The Explorer still looks reassuringly ute-like, though its rounded corners and subtle details register on a carlike plane, while the interior does its best impression of a Taurus sedan. Today’s Explorer can carry up to seven passengers, and adults will be fine in the front five seats, with truly excellent head and shoulder room. It sits taller than Ford’s own Flex, and access to the third-row seat is tight. Cargo space comes within a few cubic feet, though, and the Explorer’s utility doesn’t seem diminished at all with time–if anything, the power-folding seats and power tailgate have made it easier to stuff with big-box finds.

The Explorer’s performance has been totally transformed in this generation, buttoned down to sport-wagon standards. There’s a base V-6 and six-speed automatic with front-wheel drive that delivers benign and predictable handling, with all-wheel drive as an option. Experimenting with the optional (and more expensive) turbo four is best left to those who don’t carry people or their heavier possessions very often. The grunty Explorer Sport? It’s quicker than any V-8 Explorer in the past, and makes for a swifter, tauter, more appealing driving machine than Ford’s own Taurus SHO, with better visibility and interior room to boot.

Since it shares running gear with the likes of the Flex, even the Taurus, the new Explorer can’t quite hit the trails with the likes of the Grand Cherokee. That leaves it more equipped to excel at on-road handling, which it does convincingly with quick steering and terrific ride control that’s due in equal part to an independent suspension and its still-substantial curb weight.

The Explorer is happiest when it’s behaving on the highway–but it’s more than willing to get a little dirty when you want to, with a Terrain Management system that controls stability and other systems to limit wheelspin while maintaining a 5000-pound towing capacity. It’s definitely Explorer Lite compared to the distant past, but it’s still quite capable, in the wider view.

The Explorer is one of the safest vehicles Ford builds, with inflatable rear seat belts and rearview cameras and blind-spot detectors. It also woos gearheads of another kind with MyFord Touch, the convoluted but promising system that uses voice, button or touchscreen control to govern infotainment and other vehicle functions.
And in truth, the 2013 Ford Explorer does what the wide majority of us want to do in a crossover. It makes plenty of room for lots of people, or lots of stuff, and it does it much more efficiently than it ever did in the past. It holds on to those mud-running bona fides too–even if they probably were only ever weekend ambitions for most of their suburban owners.

2014 Mercedes-Benz M Class – Review

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For active families who need to tow a boat or occasionally head off-pavement–but don’t need a third row–the 2014 Mercedes-Benz ML is an excellence vehicle choice.

What the Mercedes-Benz M-Class can do, and what it’s actually used for, aren’t always the same thing, but that’s life for a luxury SUV. The M-Class possesses a degree of off-road ruggedness that most owners will never explore, instead choosing to treat it as a minivan replacement, hauling kids from school to soccer practice.

The current M-Class looks more aggressive than past models, but without straying too far from the outward image too much. Inside, it’s soft and sedan-like, with swooping curves and sculpted lines making up the instrument panels, center stack and the seven-inch display for the latest version of M-B’s COMAND interface.

Seating in the M-Class is about on par with that in other luxury SUVs its size. Taller adults can sit in back, in the outboard positions, though it’s still a bit of a squeeze to fit three across. Cushions are well contoured, and the front seats especially are like we expect from Mercedes, with all-day support built in. Rear seatbacks are also now adjustable for rake, and there’s more than 36 cubic feet of cargo space behind the second-row seats. With the last generation of the ML, Mercedes made considerable advances in refinement and materials, bringing the cabin appointments and ride quality up to par with that of the brand’s sedans. In this new third-gen version, it’s even better—especially the way everything fits.

Although it does flaunt its off-road side in appearance, the 2014 Mercedes-Benz M-Class drives like a luxury sedan most of the time, with a smooth, refined character behind the wheel. Powertrains are strong and responsive; handling is secure; and roadholding is confident. The new 302-hp base V-6 engine in the M-Class, a 3.5-liter, 60-degree V-6, was completely new last year, and we think it’s one of the best V-6 luxury engines. But we’d still go with the torquey, fuel-efficient BlueTEC turbodiesel V-6. The gasoline engines especially tend to work well in concert with the seven-speed automatic transmission, singing all the way up the rev range with no rough edges. ML550 models include a stronger, direct-injection 4.6-liter V-8 that makes 402 hp and 443 pound-feet of torque. And at the top of the range–and new for 2013–is the new ML 63 AMG, which comes with a 5.5-liter biturbo V-8 making 518 hp and 516 lb-ft. Other upgrades include five-spoke, 20-inch AMG wheels, and if you opt for the AMG Perfor 20-inch AMG wheels, and if you opt for the AMG Performance Package you’ll have 550 hp and 560 lb-ft.

Some customers will still expect the off-road ability to be here, so Mercedes-Benz hasn’t dumbed that down too much or lightened the M-Class’ towing or basic trail ability. The 4MATIC system’s electronic, stability-system-linked 4-ETS torque distribution can send nearly all engine torque to whichever single wheel can use it. The suspension is also remarkably versatile for a combination of on-road use or off-roading. Opt for the off-road package, and you get an automatically detaching roll-bar system. Towing capability is here, too–up to 7,200 pounds, and at its best in torquey BlueTEC guise.

The 2014 Mercedes-Benz M-Class offers many of the same comforts, infotainment, connectivity, and plush luxury features you’ll find in the brand’s top sedans, like the S-Class–as well as some features that help it standout against other utility vehicles.

Some of those standouts include a heated or cooled cupholder that can heat up to 141 degrees F. And there’s an iPad docking station—positioned between the front seats and in view for rear passengers—that will be available first in this product but will soon be available for all Mercedes-Benz models. A night-vision system is among the standalone options, as is an Advanced Park Assist system, which helps steer the vehicle back into a parallel-parking space as the driver controls the accelerator and brakes.

2014 Honda Accord Sedan – Review

The 2014 Honda Accord keeps with this model’s super-sensible reputation; but with accessible safety technology, great fuel economy, and unparalleled composure, the affordable models in the lineup are better deals than they’ve ever been.

The mid-sized sedan segment has long been a stalwart of the American car scene, but it’s not just treading water in recent years. Instead, designs have become edgier, powertrains more fuel efficient, and technology more innovative and intuitive–traits more often found in the luxury segment than in mainstream motoring. At the heart of the current mid-size sedan market sits the 2014 Honda Accord, straddling the broad feature set that meets the needs of the largest group of people.

With the all-new ninth-generation model that was introduced this past year, Honda added some of the design flair and sophistication that’s been sweeping the likes of the Nissan Altima, Ford Fusion, and Mazda 6. Yet it’s also rekindled some of the elegant, upright look of Accords past, nodding to comfort and practicality in the way of the Volkswagen Passat.

From the outside, the 2014 Accord has a design that follows the nameplate’s tradition yet finds its place among modern sedans when shaping the current Accord. We wouldn’t call this model stunning or head-turning, but the look, which maximizes the greenhouse (window space) and isn’t at all slab-sided altogether looks fresh. The rather low instrument panel, and an interior design that really pushes out the corners, altogether enforces that airiness inside. Meanwhile, important controls are placed quite high within it. With Coupes, you give up some practicality for a performance look; they’re mostly the same as sedans from the front seats forward, but their completely different, wedgier tail and side sheetmetal adds up to a more dynamic stance.

Honda dropped its worshipped double-wishbone setup in the Accord last year, instead opting for more tunable (and cheaper) MacPherson struts that it claims improve ride and handling while cutting cabin noise and harshness. So far, we can’t say that’s off the mark; the Accord drives with much of the verve of previous editions, and the new electric power steering is particularly good.

Powertrain offerings for the 2014 Accord are, across the board, more modern and fuel-efficient than they were just a couple of years ago. With the base four-cylinder engine, you get direct injection technology, and you can choose from a six-speed manual or continuously variable automatic transmission (CVT). This CVT gives a much more linear feel than earlier CVTs on the market, so it might even fool some drivers into thinking it’s a regular automatic transmission. Most four-cylinder Accords make 185 horsepower, while an Accord Sport model makes 189 hp. A V-6 engine is still offered across the Accord model line; it makes 278 hp and is coupled to a six-speed automatic transmission or (in Coupes only) a six-speed manual gearbox. Regular unleaded gasoline is just fine no matter which engine, and fuel economy ratings range up to 27 mpg city, 36 highway with the four-cylinder engine and CVT, and up to 21/34 with the V-6.

With last year’s redesign, Honda managed to pack in a little more comfort and passenger space in about every way possible. While actually shorter than the previous generation of the Accord, this one is roomier inside. Rear legroom increases about an inch, while shoulder room in front and in back is improved, and trunk space is not only larger but the cargo floor is now flat. Additionally, the driving position is nice and upright, and for those in front or in back, the plentiful window space allows a good view all around. The only functionality letdown is that the rear seat folds forward in one clunky piece, and the dual-screen infotainment system you get in some trims comes with a confusing control set.

Safety is an Accord strength; in addition to acing some of the toughest crash tests, it offers some breakthrough safety items that you might not expect to see in an affordable model. The Accord has been one of the few new ‘IIHS Top Safety Pick+’ vehicles; and it achieves a top five-star overall score from the federal government (albeit with four stars for frontal impact). Forward Collision Warning, Lane Departure Warning, and Adaptive Cruise Control systems are all available on the Accord, and a cool new LaneWatch Blind Spot Display provides a wide view of the passenger side of the vehicle on the Multi-Information Display (i-MID) screen the moment you flick the turn signal.

Honda had long been criticized for being skimpy on features, but this is definitely no longer the case with the Accord. As part of a turnaround from the brand’s features philosophy, connectivity and safety-tech features are offered in the volume models, not just the top-of-the-line trims. Dual-zone automatic climate control, 16-inch alloy wheels, Bluetooth connectivity, a rearview camera, and an eight-inch i-MID display plus Pandora audio streaming and SMS text-messaging capability are all included in the base LX model.

With the Honda Accord Sedan offered in LX, Sport, EX, EX-L, V6, and Touring trims, and the Coupe available in LX-S, EX, EX-L, and EX-L V6 models, there’s still a wide range of equipment. All V6 models include daytime LED running lamps, and interior appointments are a bit warmer and richer in upper trims. Adaptive Cruise Control is exclusive to the Touring Sedan, which also includes Honda’s first LED projector headlamps, while LED brake lights are included in EX-L and Touring models. Also included in top EX-L models is an upgraded 360-watt audio system with Aha internet radio streaming capability (with your smartphone’s data connection).

The 2014 Honda Accord keeps with this model’s super-sensible reputation; but with accessible safety technology, great fuel economy, and unparalleled composure, the affordable models in the lineup are better deals than they’ve ever been.

The mid-sized sedan segment has long been a stalwart of the American car scene, but it’s not just treading water in recent years. Instead, designs have become edgier, powertrains more fuel efficient, and technology more innovative and intuitive–traits more often found in the luxury segment than in mainstream motoring. At the heart of the current mid-size sedan market sits the 2014 Honda Accord, straddling the broad feature set that meets the needs of the largest group of people.

With the all-new ninth-generation model that was introduced this past year, Honda added some of the design flair and sophistication that’s been sweeping the likes of the Nissan Altima, Ford Fusion, and Mazda 6. Yet it’s also rekindled some of the elegant, upright look of Accords past, nodding to comfort and practicality in the way of the Volkswagen Passat.

From the outside, the 2014 Accord has a design that follows the nameplate’s tradition yet finds its place among modern sedans when shaping the current Accord. We wouldn’t call this model stunning or head-turning, but the look, which maximizes the greenhouse (window space) and isn’t at all slab-sided altogether looks fresh. The rather low instrument panel, and an interior design that really pushes out the corners, altogether enforces that airiness inside. Meanwhile, important controls are placed quite high within it. With Coupes, you give up some practicality for a performance look; they’re mostly the same as sedans from the front seats forward, but their completely different, wedgier tail and side sheetmetal adds up to a more dynamic stance.

Honda dropped its worshipped double-wishbone setup in the Accord last year, instead opting for more tunable (and cheaper) MacPherson struts that it claims improve ride and handling while cutting cabin noise and harshness. So far, we can’t say that’s off the mark; the Accord drives with much of the verve of previous editions, and the new electric power steering is particularly good.

Powertrain offerings for the 2014 Accord are, across the board, more modern and fuel-efficient than they were just a couple of years ago. With the base four-cylinder engine, you get direct injection technology, and you can choose from a six-speed manual or continuously variable automatic transmission (CVT). This CVT gives a much more linear feel than earlier CVTs on the market, so it might even fool some drivers into thinking it’s a regular automatic transmission. Most four-cylinder Accords make 185 horsepower, while an Accord Sport model makes 189 hp. A V-6 engine is still offered across the Accord model line; it makes 278 hp and is coupled to a six-speed automatic transmission or (in Coupes only) a six-speed manual gearbox. Regular unleaded gasoline is just fine no matter which engine, and fuel economy ratings range up to 27 mpg city, 36 highway with the four-cylinder engine and CVT, and up to 21/34 with the V-6.

With last year’s redesign, Honda managed to pack in a little more comfort and passenger space in about every way possible. While actually shorter than the previous generation of the Accord, this one is roomier inside. Rear legroom increases about an inch, while shoulder room in front and in back is improved, and trunk space is not only larger but the cargo floor is now flat. Additionally, the driving position is nice and upright, and for those in front or in back, the plentiful window space allows a good view all around. The only functionality letdown is that the rear seat folds forward in one clunky piece, and the dual-screen infotainment system you get in some trims comes with a confusing control set.

Safety is an Accord strength; in addition to acing some of the toughest crash tests, it offers some breakthrough safety items that you might not expect to see in an affordable model. The Accord has been one of the few new ‘IIHS Top Safety Pick+’ vehicles; and it achieves a top five-star overall score from the federal government (albeit with four stars for frontal impact). Forward Collision Warning, Lane Departure Warning, and Adaptive Cruise Control systems are all available on the Accord, and a cool new LaneWatch Blind Spot Display provides a wide view of the passenger side of the vehicle on the Multi-Information Display (i-MID) screen the moment you flick the turn signal.

Honda had long been criticized for being skimpy on features, but this is definitely no longer the case with the Accord. As part of a turnaround from the brand’s features philosophy, connectivity and safety-tech features are offered in the volume models, not just the top-of-the-line trims. Dual-zone automatic climate control, 16-inch alloy wheels, Bluetooth connectivity, a rearview camera, and an eight-inch i-MID display plus Pandora audio streaming and SMS text-messaging capability are all included in the base LX model.

With the Honda Accord Sedan offered in LX, Sport, EX, EX-L, V6, and Touring trims, and the Coupe available in LX-S, EX, EX-L, and EX-L V6 models, there’s still a wide range of equipment. All V6 models include daytime LED running lamps, and interior appointments are a bit warmer and richer in upper trims. Adaptive Cruise Control is exclusive to the Touring Sedan, which also includes Honda’s first LED projector headlamps, while LED brake lights are included in EX-L and Touring models. Also included in top EX-L models is an upgraded 360-watt audio system with Aha internet radio streaming capability (with your smartphone’s data connection).