2014 Bentley-Peter Okoye of P-square and KCEE shows off

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With powerful engines, all-wheel-drive for every weather condition, and handling that seems impossible for the cars’ size and weight, the 2014 Bentley Continental GT lineup impresses any driver, and boggles the mind of almost every pocketbook. It’s a far cry removed from the dusty Azure and Arnage generation: it’s fully fleshed out as a plus-size four-seat 2+2, with an incredibly fine eye for detail.

Now divorced from the Bentley Flying Spur sedan, at least in name, the Continental GT offers a choice of two engines. The more efficient of the two is a twin-turbocharged V-8 with immense horsepower, and there’s the W-12, which continues to define the Continental lineup. And furthermore, the 2014 Bentley Continental GT V8 S joins the lineup—pushing the performance to a higher level.

 

The Continental GT V8 S includes a higher-output version of the 4.0-liter twin-turbocharged V-8. In the S, it makes 521 horsepower and 502 lb-ft of torque (versus 500 hp and 487 lb-ft in the Continental GT). And that adds up to a 0-60 mph time of just 4.3 seconds, and a top speed of 192 mph.

It adds to the GT V8 model introduced last year, with a version of the 4.0-liter twin-turbocharged V-8 that’s a cousin of the powerplant engineered by corporate cousins at Audi. In the Continental GT coupe and GTC convertible, coupled to a new eight-speed automatic and standard all-wheel drive, it can accelerate to 60 mph in about 4.6 seconds–just a few tenths slower than the W-12 cars, Bentley says. It’s also responsible for a 40-percent reduction in fuel consumption versus the 2008 Continental lineup, at an estimated 18/26 mpg, and can deliver about 500 miles of driving range on a single tank of premium unleaded fuel. How it gets there is a combination of cylinder deactivation, direct injection, and lower internal friction–along with the extra gears in the transmission, which can also drop down four gears at once if so needed.

From the day it was new, the Continental GT and GTC have tapped a 6.0-liter, twin-turbocharged, W-12 engine for their lurid power, and delivered it to the ground through a six-speed automatic and all-wheel drive. The W-12 was massaged to 567 horsepower and 516 pound-feet of torque for the 2012 model year–an increase of 15 hp and 37 lb-ft more than the prior versions. For 2013, a Speed edition pumped up power to 616 hp and 590 lb-ft, and adopted an eight-speed automatic. For 2014, the Speed edition is available as a convertible, too. Bentley puts the 12-cylinder coupe’s 0-60 mph times at less than 4.3 seconds and sets its top speed of 195 mph, with convertibles running slightly slower, and Speed coupes hitting 60 mph in 4.0 seconds and topping out at 205 mph. These are astonishing feats for cars that weigh nearly three tons. Straight-line acceleration is stunning, but gas mileage in the W-12 cars is fairly dismal, at about 11/19 mpg.

For a vehicle of its mass and length, the Continental GT has sublime, capable road manners. The standard computer-controlled shocks and three-mode ride control–dubbed Continuous Damping Control (CDC)–combine with all-wheel drive now tuned to deliver more power to the rear wheels than to the fronts. So set up, the Conti GT is amazingly willing to press hard and deep into corners. Its brakes are big and deeply capable, even before you upgrade them to the optional carbon-ceramic rotors, the most powerful brakes ever found on a production car, Bentley says. The V-8 car loses about 50 pounds from the front end, and it’s noticeable: once you’ve recalibrated for its curb weight and four-passenger capability, the it feels effortless in straight-line speed, scrubbing it off with right-now insistence through optional carbon-ceramic brakes, bending progressively into corners once you’ve set the dynamic dampers to sport mode–which also tightens the steering and quickens the shift responses.

The Continental lineup went under the blade for a mild facelift in 2012, where the lines were pinched and pulled to give the design a more defined appearance without sacrificing continuity. They may look like sports cars from their profiles, but look at them from any other angle, and their sheer mass is obvious. They’re simply enormous, though the 2012 redesign trims some of the heft away with deft new folds in the sheetmetal, achieved by superheating aluminum panels and forming them while they’re aglow. In coupe form, the Continental looks like a piece of lightly-drawn art on wheels–the convertible looks more relaxed, more like an homage to the brand’s heritage. There are nuances in the exterior designs of the V-8 and W-12 models, too–black grilles, red-enameled badges, and figure-eight exhaust pipes designate the V-8 cars.

Both sport an interior that’s dressed to the highest standards in the automotive industry, with traditional materials woven in with modern elements like a large LCD screen. Bentley logos abound, stamped into yards of hand-stitched leather, tooled into aluminum and chrome, framed by real aluminum and a choice of wood trim (eucalyptus on V-8 cars, if you like). Up front and center: a Breitling timepiece, the true gauge of the cockpit, even if it’s not the information hub of it.

As large as it is, space isn’t the Continental GT’s forte. While the driver and front passenger have plenty of shoulder and knee room, as well as ample headroom to go with their fabulously supportive seats, the back seat is difficult to enter easily, and legroom and shoulder room aren’t in abundance. All passengers will marvel at the Continental’s sensory rush of top-quality materials, from the plush carpets and fine wood and leather, all the way to the padded ski-sack pass-through that expands the cargo room somewhat.

The Continental comes as close to handcrafted as possible, by design. All have standard electronic climate control, Bluetooth and a DVD navigation system that also controls climate and audio functions. The navigation system sports Google maps and a vibrant 8-inch LCD touchscreen. A Naim audio system has pure, flat sound, for just an additional $7,000 or so. The GTC convertibles come with a power top that folds in 25 seconds; it’s woven with great quality and damps out a lot of ambient road noise. We heartily recommend the Mulliner package of quilted leather, knurled chrome, and turned aluminum trim, as well as the optional lambs-wool rugs.

Neither safety agency has crash-tested the Continental–can you just imagine?–but all versions get standard front, side, and curtain airbags, as well as anti-lock brakes, traction and stability control, and all-wheel drive. Convertibles are fitted with automatic pop-up roll bars for added rollover protection. And even in the GTC convertible, it can be difficult to gauge the Conti’s far-and-away rear end, so the standard rearview camera is much appreciated.Look for more driving impressions of the 2014 Bentley Continental GT V8 here soon. And for more on this spectacular line of coupes and convertibles, see our first drive of the 2012 Bentley Continental GTC, and our first drive of the 2013 Bentley Continental GT V8 at our sister site, MotorAuthority.

The 2013 Ferrari FF

The 2013 Ferrari FF is unique in its class, and offers ample power and style for the well-heeled traveler.

Launched at the 2011 Geneva Motor Show as a 2012 model, the Ferrari FF is the brand’s first four-wheel-drive sports car, ever, and the return of the “shooting brake” three-door wagon to the Prancing Horse’s ranks. Luxurious, powerful, and very quick, the FF doesn’t have many direct competitors, but could be considered an alternative to almost any of the world’s top grand tourers. Priced around $300,000, it’s a very expensive way to travel.

A 6.3-liter V-12 engine provides the power, 651 horses’ worth, to be exact. Peak power arrives at 8,000 rpm, and the FF can rip off 3.7-second 0-60 mph times on its way to a top speed of 208 mph. While we haven’t yet driven the FF, its impressive specs make us eager to get behind the wheel. We’ll update the review with our driving impressions once we have.

As for handling, the FF uses magneto-rheological dampers to offer advanced adaptive control of body motion, and despite its 3,946-pound curb weight, should prove to be a competent performer on winding stretches of road. Carbon-ceramic brakes offer fade-resistant stopping power to aid in hauling the big FF to a stop.

The FF’s size is a distinct advantage in comparison to most of the alternatives in the two-door super touring class, however. With 15.9 cubic feet of storage space behind the seats, expandable to 28.2 cubic feet, it’s arguably one of the most practical in its class for longer trips that require more luggage.

A unique feature of the Ferrari FF is the four-wheel drive system. Rather than using a traditional transfer case solution, Ferrari engineers employed a separate four-speed gearbox to drive the front wheels at lower speeds, with a seven-speed gearbox handling drive to the rear wheels.

Inside, the Ferrari FF is as luxurious and well-built as you’d expect of Ferrari, with leather over most surfaces and the latest in Ferrari’s infotainment and convenience features. Front-seat accommodations are fairly roomy, though heavily bolstered seats may limit the range of body types that find them comfortable. The rear seats are split down the middle by a high tunnel, and are somewhat lacking in both legroom and headroom.

In addition to being Ferrari’s only four-wheel drive model, the FF has been used as the launch vehicle for the company’s new Tailor Made personalization program, as well as an official Ferrari winter driving school aid.

2013 Dodge Durango

A composed family hauler most of the time, the 2013 Dodge Durango isn’t afraid of getting its hands dirty when it needs to.

The Dodge Durango is the gateway to true SUVs. With its custom architecture that is neither car nor truck, available all-wheel drive and the ability to two up to 7,400 pounds while carrying up to eight passengers, it’s 95 percent of the way there. Other big utility vehicles have drifted into crossover territory, but the Durango keeps itself anchored to the right of center, somewhere between infotainment nirvana and rock-crawling bliss.

The Durango gets few changes for the 2013 model year, mostly in the form of some rejiggered equipment and trim lines. It’s still a segment splitter, hovering somewhere between the truly big Suburban and Expedition, and the largest crossovers–vehicles like the Ford Flex, Honda Pilot, Toyota Highlander, and the GM crossovers (Enclave, Traverse, Acadia).
Handsome but maybe a little less distinctive than in the past, the Durango wears its most SUV-like cue right on its face. The tall grille and its crosshair are pure sport-ute, but from there, the Durango smooths out and calms down, and ends up reminding us of the Toyota Sequoia more than it does of the old flared-up ute that it replaced. More lithe than muscular, the Durango shows off inside, with authoritative touches like a big bin of gauges with big red needles, large round knobs for major controls, and a wide stack of controls at the center of the dash, all clad in tightly grained materials and highlighted by glints of metallic trim. Those drab Durango cabins of the past needed to be erased from memory, and here they are–even in the R/T, where the dollop of red stitching and white-trimmed instruments comes off tastefully bold.

Either of the Durango’s drivetrains will satisfy, so long as you have the right mission in mind, but fuel economy’s still an Achilles heel. The 3.6-liter V-6 suits light-duty tasks, with 290 horsepower that makes it strong enough for a full boat of passengers but not much more. It’s teamed to an older five-speed automatic, which is fine and smooth, but can’t deliver the high fuel economy of the new eight-speed automatic you’ll get in the Ram pickup with the same engine. Anyone who tows or totes lots of people and cargo on a regular basis should pick the snarly HEMI 5.7-liter V-8. It’s terrific at stoplight launches and interstate cruising, but its fuel economy is disappointing, as low as 13/20 mpg–it too misses out on Chrysler’s new eight-speed automatic, said to be coming sometime in 2013. Towing is rated as high as 7,400 pounds, and any Durango can be outfitted with all-wheel drive with a true low range, good for those outsized outdoor activities, if not those mega-tasks better left to something like a Suburban or Expedition.

The Durango’s independent suspension, hefty but precise steering feel, and big brakes mean it’s never felt better to drive. Aside from some side-to-side head toss, the Durango has a very well-damped ride, even without the air suspension fitted to its Mercedes cousins. The steering unwinds with real feedback, and doesn’t go numb on versions fitted with 20-inch wheels.

The newly passenger-friendly Durango isn’t quite as large as a Tahoe or Suburban, but has interior space about the size of a Ford Flex or Chevy Traverse. Close to the Benz GL in wheelbase, width, and in its 84.5 cubic feet of cargo room, the Durango has an excellent driving position and wide front seats with good give and ample side bolsters. In the second row, it’s possible for three adults to sit comfortably; there’s a two-seat option with a center console divide, too. It’s less easy for full-size people to get into the third-row seats, which seem a little more difficult to access than in the GL. Nonetheless, some of the features of the fold-down rear seats are identical, like the way the third-row headrests flip out of sight.

The Durango earned the IIHS’ Top Safety Pick award for 2012, but the latest scores aren’t in, though the NHTSA gives it four stars overall. It has standard curtain airbags and stability control, while blind-spot monitors, a rearview camera, and adaptive cruise control are options.

Other standard features for the sub-$30,000 Durango include power windows, locks and mirrors; a CD player; cruise control; and air conditioning. Stepping into higher trim levels adds Bluetooth; 20-inch wheels; a music hard drive; and leather upholstery. For more than $40,000, the Citadel edition gets those features plus a navigation system; a sunroof; and a heated steering wheel.

The 2013 Chevrolet Traverse

The 2013 Chevrolet Traverse is a versatile midsize SUV with the ability to seat eight, a comfortable ride, massive cargo room and solid fuel economy.

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While test drivers wish the Traverse had a bit more power, they say its V6 engine is adequate for most shoppers. Reviewers applaud the hefty crossover’s car-like handling and comfortable ride as well. According to critics, the Traverse’s six-speed automatic transmission shifts fairly smoothly, though one test driver noticed a delay in downshifts, which could be a bit rough. The Traverse is rated at an EPA-estimated 17/24 mpg city/highway in front-wheel drive models, which is solid for the class. All-wheel drive is optional on all trims and only slightly lowers the Traverse’s fuel economy. The Traverse also stands out with above-average safety scores for the class.

The Chevrolet Traverse is the 2013 Best 3-Row Midsize SUV for Families because it has the best combination of quality, size and family-friendly features in its class.

Inside, the Traverse has been revised for 2013, and reviewers appreciate the improved materials. Critics think the first and second rows are comfortable and supportive, even on long trips. They also say that the third-row seats are spacious enough to accommodate adults. Standard interior features are typical for the class and include a backup camera, a 6.5-inch touch-screen display and Bluetooth phone connectivity. The Traverse can be equipped with Chevrolet’s MyLink infotainment system that allows Bluetooth audio streaming from Pandora. The Traverse has more overall cargo space than some large SUVs.

“After the superb re-styling and other upgrades, we don’t hesitate to call it a winner and won’t be surprised if this excellent vehicle, eyes glinting afresh, helps itself to an even greater share of the large crossover segment.” — Automobile Magazine
“Stylish good looks, spacious cabin, a sedan-like ride and decent fuel economy make the 2013 Chevrolet Traverse a solid crossover value. It’s a must-see for buyers seeking maximum passenger capacity and generous cargo room.” — Edmunds
“If you’re in the market for a largish people-hauler and can’t stomach a minivan, the Traverse is worth a look.” — AutoWeek
“With one of the largest cargo bays behind its third-row seat plus a host of electronic safety and security features provided by GM’s OnStar division, the … Traverse sets the standard other CUVs have yet to meet.” — Kelley Blue Book (2012)

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.

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.

The 2011 Toyota Corolla

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The Toyota Corolla gets a slight exterior freshening for 2011 along with a few interior tweaks as well. The number of trim levels has been reduced from five to three; most notably, the sport-tuned XRS trim, with its bigger 2.4-liter four-cylinder, has got the axe.

Introduction

The Toyota Corolla is the world’s best-selling car of all time. More than 33 million have been sold in the last 35 years, which makes it mathematically assured that you know someone who either owns one or used to own one. This car owes much of its success to Toyota’s reputation of dependability and it’s hard to argue with such a buying rationale.

Yet once you look beyond that single attribute, you’ll discover that the 2011 Toyota Corolla is no longer the class leader it once was. The Corolla’s fuel economy used to be a benchmark, but now it gets thumped by the new Hyundai Elantra’s EPA-rated 40 mpg highway and 33 mpg combined. Interior quality is another area in which the Corolla finds itself outclassed. And while the Corolla has never been described as being fun to drive, the current car feels so disconnected from the road that you may find yourself thinking you’re playing a very dull video game.

The sport-tuned XRS trim, with its more powerful four-cylinder engine, used to be the model of choice for Corolla buyers seeking extra responsiveness, but Toyota has killed it for 2011. Also removed from the Corolla menu this year is the XLE, which was the most luxury-focused trim in the lineup. On the plus side, the Corolla gains revised styling for 2011, particularly with the sport-look S trim, which also gets the thick, flat-bottomed steering wheel found in the new Scion tC.

If you think we believe that you can do better than the 2011 Toyota Corolla, you’re right. It’s not just us, either. Two years ago we invited six regular Americans to drive the Corolla alongside the Honda Civic and previous-generation Mazda 3. None of our testers put the Corolla in 1st place and all but the most senior members of the bunch placed it dead last. They echoed our opinion that the Corolla feels disconnected to drive and expressed disappointment with the look and feel of its cabin.

Today the Corolla faces even stiffer competition. Of course, the Corolla is still known for its reliability, but then so is the Honda Civic, and Hyundai has improved dramatically in this regard. As such, we highly recommend shopping around before taking a 2011 Toyota Corolla home.

Body Styles, Trim Levels, and Options

The 2011 Toyota Corolla is a five-passenger compact sedan available in base, LE and S trim levels.

Standard equipment includes 15-inch steel wheels, power mirrors, air-conditioning, a tilt-and-telescoping steering wheel, a height-adjustable driver seat, a 60/40-split-folding rear seat and a four-speaker sound system with a CD player and an auxiliary audio jack.

The LE adds keyless entry, power locks, power windows (optional on base), variable intermittent wipers, cruise control and six speakers. The S adds 16-inch alloy wheels, a sport-look body kit, a rear spoiler, upgraded cloth upholstery, steering-wheel audio controls and an upgraded trip computer.

Optional on the LE and S is a sunroof that includes an overhead console with map lamps and a sunglasses holder. Also available is an upgraded six-speaker sound system with satellite radio, an iPod/USB audio interface and Bluetooth phone and audio player connectivity. The Premium package available on the LE includes 16-inch alloy wheels, foglamps, the sunroof and the upgraded audio system.

Powertrains and Performance

Every 2011 Toyota Corolla is powered by a 1.8-liter inline-4 that produces 132 horsepower and 128 pound-feet of torque. A five-speed manual is standard and a four-speed automatic is optional.

In Edmunds performance testing, an automatic-equipped Corolla went from zero to 60 mph in 10.1 seconds — a slower time for this class. EPA-estimated fuel economy stands at 26 mpg city/34 mpg highway and 29 mpg combined with the automatic and 28/35/31 with the manual. These numbers used to be quite impressive but pale in comparison to the new Hyundai Elantra’s promise of 40 mpg highway.

Safety

Every Toyota Corolla comes standard with stability and traction control, antilock brakes with brake assist (front disc, rear drum), front side airbags and side curtain airbags. In Edmunds brake testing, the Corolla came to a stop from 60 mph in 127 feet — an average distance for this type of car.

The Corolla has not been rated using the government’s new, more strenuous 2011 crash testing procedures. Its 2010 ratings (which aren’t comparable to 2011 tests) saw it earning four out of five stars for front passengers in a frontal crash, and the same for rear passengers in a side crash. It got five stars for the protection of front passengers in a side crash. In Insurance Institute for Highway Safety crash testing, the Corolla earned a perfect “Good” rating in the frontal-offset, side and roof strength tests.

Interior Design and Special Features

The 2011 Corolla’s cabin is a bit dull to the eye and the materials used to construct it are mediocre at best. The cabins of the Chevrolet Cruze and Ford Focus feel like they belong to a more sophisticated market segment by comparison. On the upside, the Corolla’s controls are quite simple to use, though opting for the upgraded stereo with iPod and Bluetooth controls makes things a bit more complicated.

Like most Toyotas, the Corolla’s seats are soft and comfy, and will likely bring words like “recliner” and “La-Z-Boy” to mind. The seats lack support, however, so some may find long-distance comfort troublesome. The front seats offer a decent amount of space even for taller drivers (a revelation for a small Toyota), while the backseat also boasts decent room and a cushy bottom.

With 12.3 cubic feet of space, trunk space is average, but the trunk boasts a usefully wide opening.

Driving Impressions

The 2011 Toyota Corolla’s softly sprung ride is perfect for commuting, and wind and road noise are nicely quelled, even at highway speeds. However, handling is unimpressive — even if you don’t profess to be a driving enthusiast, a back-to-back drive between a Corolla and any number of its competitors will reveal that the Toyota feels less responsive to inputs and therefore makes you feel less involved with the driving experience.

The Corolla’s lone engine choice delivers the sort of languid acceleration typical at this price point, but Toyota makes a smooth engine, so at least your ears won’t be paying for it. However, given that the car’s fuel economy isn’t as impressive as it once was, you may be less willing to put up with such pokey performance.

source: Edmunds