Automotive

2018 Lexus RX 350L Review

2018 Lexus RX 350L Review Lexus redesigned the RX 350 for the 2016 model year and, in a way, it looks as if the lines were chiseled by a samurai’s sword. It exudes a new attitude that shouts contemporary and easily runs away from the conservative models of the last generation. And now, Lexus gives the RX a third-row seat for the very first time.
Families wanting luxury with more kid-hauling capability can now look at the Lexus RX. This past weekend, we drove the new Lexus RX 350L.
What’s New For 2018
The Lexus RX gets a new 350L variant with third-row seating.
Features & Options
The 2018 RX 350L ($49,070) comes standard with leather upholstery, rearview camera, nine-speaker audio, an eight-inch screen, HD and satellite radio, CD player, Bluetooth, and full-time all-wheel drive.
Options on this tester included Blind Spot Monitor, heated/ventilated front seats, heated rear seats, navigation, Mark Levinson premium audio, 20-inch alloy wheels and a power tilt/slide moonroof. Total MSRP including destination: $58,190.

Interior Highlights
Stepping into the RXL cabin we were greeted with an attractive contrasting color scheme. The seats were surrounded by black leather accents on the doors and dash. Metal trim is featured on the dash, console, and door panels for an extra contemporary look. The cockpit is driver-focused with plenty of leather trim and quality materials throughout. You can’t miss the large 12.3-inch screen in the middle of the two-tier dash.
We felt right at home in the cabin. We especially liked the cooled front seats during a recent 100-degree Denver day. The back seat offers enough legroom and headroom for taller passengers. The soft leather rear seats are especially comfortable for longer rides as our passengers commented on our extended July 4th trip.
The new third-row seat isn’t big enough for adults but perfect for kids. Even with the second-row seat positioned all the way forward, average size adults will find the lack of legroom problematic for anything other than a short trip. It’s a similar story for headroom: You’ll find your head brushing up against the headliner if you’re taller than 5 feet 5 inches.
Access to the third row is so-so. The second-row seats have a handy lever that brings the seat backs forward and unlocks the fore-aft adjuster, allowing the seat to slide forward and make a narrow aisle to crawl into the third row.
The standard RX, with its rear seats up, has 18.4 cubic feet of cargo volume, while the L provides 23 cubic feet of volume with the second and third rows up. But with the second and third rows folded down, the gains are less tangible. The regular RX has 56.3 cubic feet versus 58.5 cubic feet in the L.

Engine & Fuel Mileage Specs
The 2018 Lexus RX 350L is powered by a 3.5-liter V6, developing 290 horsepower and 263 lb-ft. of torque. It comes mated to an eight-speed automatic transmission with steering wheel paddle shifters. It sends power to all four wheels by way of a full-time, Active Torque Control system.
EPA-estimates come in at 18/25 city/highway and 21 combined with all-wheel drive.
Driving Dynamics
We couldn’t tell much difference between the new L and the standard RX. The crossover offers good communication with the road for an energetic and fun experience, whether in the city or on mountain roads. Along with performance, the main goal of the RX 350L is to provide occupants with a comfortable ride and plenty of utility. Visibility is good, especially in the city, with thinner pillars and wider rear quarter windows.
On the open road at highway cruising speed, the cabin is quiet. The ride is smooth, even with the larger 20-inch blackened aluminum sport wheels our tester had. The RXL did send some engine noise inside, but it’s barely noticeable.
When we got out of town, we chucked the L around some tight mountain curves. The RX suspension kept the crossover stable and flat. With the V6 having more horsepower than previous models and combined with all-wheel drive, we felt safe, secure, and confident well beyond any average commute. The 2018 Lexus RXL features Drive Mode Select, which affects powertrain response and steering effort. You can select the mode based on your driving preferences.
Conclusion
The 2018 Lexus RX 350L is a good crossover for families needing a third-row seat. It delivers the smooth, quiet, and comfortable ride you would expect from a luxury vehicle. There are lots of positive attributes that make the Lexus RX 350L a smart, practical, energizing choice for families.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Lexus RX 350L Gallery

Lexus RX Official Site.
Photos: Toyota Motor Sales, U.S.A., Inc.

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Nissan Titan Surfcamp Flexes Beach Bod, Towel Snaps Competition

Nissan Titan Surfcamp Flexes Beach Bod, Towel Snaps Competition Nissan is showing off their six pack this summer and towel-snapping the competition with the new Titan Surfcamp. The super truck is ideal for beach goers and surfing enthusiasts: Nitto off-road tires? Check. Rooftop tent? Yep. Fishing rods? Bet your bottom dollar. Solar-powered shower? Better Believe It!
Inquires from everyone on the beach when pulling up? Indeed. Get ready to field a few questions.
Sun & Sand
The Surfcamp is the latest in Nissan’s Titan Adventure series, an array of lifestyle-themed project builds. It started with the Titan Project Basecamp for the camping lifestyle, then the skiing-themed Armada Snow Patrol, and the family adventure-themed Armada Mountain Patrol. The BBQ crowd even got their coals stoked with the Smokin’ Titan, a flagship truck for those carnivorous cookouts where bringing a salad won’t make you any friends.
“In the summer, beach parking lots are full of trucks hauling surfboards, fishing rods, boats, and campers as people crave the sun and sand,” explained Fred DePerez, Vice President, Nissan North America LCV Business Unit. “Inspired by the vintage beach trucks of the 1960s, Titan Surfcamp is a celebration of the beach truck tradition with all the modern technologies Titan customers want when they head out to surf, shore fish, and camp-out by the water.”
Photo: Nissan North America.
Essential Equipment
The Titan Surfcamp comes with a surfboard, stand-up paddleboard rack, and a Rhino-Rack Batwing awning for extra shade. Fishing rods can be stored along the roof rack while integrated rod holders in the bumper are there for when the lines are cast. While shooting the breeze, the Yeti 125-quart cooler keeps your beverages chill and once the sun sets, the party can continue with lighting from KC, Rigid, and Baja Designs.
A Road Shower rack-mounted solar shower and teak wood deck was incorporated for washing off the salt and sand. For the interior, a set of WeatherTech floor mats help trap and contain any excess sand from that well-earned day on the beach.
In Person
The Titan Surfcamp heads west to the Pacific Ocean for the Supergirl Surf Pro in Oceanside, California beginning on July 27th. A complete spec sheet on this beach warrior is below the gallery.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.
Nissan Titan Surfcamp Gallery

2018 Nissan Titan Surfcamp Build Sheet
Exterior
Vehicle Wrap
IF Signs; inspired by Hot Wheels 1971 Datsun Bluebird Wagon nicknamed “JNC Surf Patrol”
Wheels
ICON Alloy Alpha Wheels
Tires
Nitto Ridge Grapplers 35/12.50/17
Front Bumper
Fab Four Vengeance Series
Lift Kit
ICON Stage 5, 3-inch lift
Auxiliary Lighting

KC Hilites Pro 6 Lights
Rigid Industries E-Series LED Light Bar
Baja Designs XL9s

Gear Storage
Bed Rack
Leitner Designs Cargo Rack
Roof Rack
Rhino-Rack Cab Roof Rack
Storage Drawers
Decked bed drawer system
Recovery
Jack
Hi-Lift
Shovel
Rhino-Rack
Interior
Seat Covers
Wetskinz neoprene
Floor Mats
WeatherTech
Fishing Gear
Fishing Rod Holders
Custom surf rod mounts
Surf Gear
Paddle Board
DragonFly
Surf Boards
Chris Birch custom surf boards
Protection from the Elements
Tent
Freespirit Recreation Elite Series Automatic
Awning
Rhino-Rack Batwing Awning
Convenience
Coolers
Yeti 125 Hard Cooler
Shower
Road Shower 4 Solar
Photos & Source: Nissan North America.

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BMW Plant Spartanburg Prepping For X5 Production

BMW Plant Spartanburg Prepping For X5 Production BMW’s Plant Spartanburg in South Carolina is prepping for production of the all-new X5. The forthcoming X5 will be the tenth X model produced at the facility since it opened in 1994. BMW’s manufacturing base in South Carolina is the single largest exporter of automobiles by value in the United States, according to the company.
Since the introduction of the X5 nearly 20 years ago, two of every three vehicles produced were exported to customers outside the U.S. When considering the Spartanburg-built X3, X4, X5, and X6 together, more than 70 percent of the annual production is shipped to export markets.
Increased Capacity
The X5 is one of BMW’s top-selling models in the U.S. as well, fueling enough growth in Spartanburg to make it BMW’s largest plant in the world. Overall, the X5 accounts for more than half of the 4.4 million vehicles produced at Spartanburg since its opening. Demand for X models is expected to rise globally, and officials say Spartanburg’s output will eventually reach the plant’s yearly capacity of 450,000 units.
Photo: BMW of North America, LLC.
Economic Footprint
When Plant Spartanburg opened in 1994, its shifts employed no more than 500 people, contrasted with 10,000 today and another 1,000 expected to join the team by 2021. BMW’s parts and materials purchases for production totaled nearly $6 billion in the U.S. last year, coming from more than 300 American supplier companies.
A recent study by the University of South Carolina found that for every 10 jobs that are directly generated at a U.S. BMW facility, an additional 90 jobs are created elsewhere in the U.S. economy as a direct result of those jobs.
Production & Training
BMW X5 production begins later this summer. In the meantime, new employees will undergo a dual apprenticeship training program that utilizes classroom learning and firsthand experience.
The Automoblog Staff contributed to this report and can be reached anytime.

Photos & Source: BMW of North America, LLC.

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2018 Honda Fit: Little But Kinda Big

2018 Honda Fit: Little But Kinda Big

The Honda Fit, besides having an adorably Japanese name (seriously, who would name a car that? The same society that would name one of their cars the Bongo Friendly, I suppose) aims to be nearly all things to a certain slice of the population pie. The Fit wants to be small enough for the urban environment, yet big enough for four adults (five in a pinch).
Small, miserly on gas, yet practical and a hatchback so it can haul a modicum of stuff. Usually, trying to spread yourself this thin is a recipe for disaster (see Aztek, Pontiac) yet somehow, Honda makes it work.
Modestly Misplaced
No, I am not going to say you can take the Fit on The Great American Road Trip, jazz blaring on the stereo, visions of Kerouac and Cassady flashing through your brain in the middle of the great American middle. The Fit might be a number of things, and do a number of them well, but blasting through Montana, say, at 80 miles an hour is not one of them. The Fit is roomy, but you need more vroom, dig?
This is the third-generation Fit to hit the road in America and the first real update since the 2015 model. What it is, in general terms, is Honda’s version of the VW Golf or the Toyota Yaris, only oddly different somehow. The Fit always had odd styling and, as Honda has gotten more sedately extreme in their styling these days, the Fit has gone right along with it. Only it doesn’t work as well. Or at least it doesn’t work as a unified whole.
Have you ever seen one of those kids, and they’re kind of puppy like? They are gangly and their arms and legs are too long and their facial features are all over the place; ears and eyes and nose too big, way too much hair, even when it’s cut, that sort of thing? It’s like a size 5 person dropped onto a size 2 frame. Too much stuff on too small an area; that’s what the Fit always looked like to me. If the Fit was 20 percent bigger – longer wheelbase, taller, wider – all of the many, many design elements crammed onto it would work much better. However, what all Fits do in opposition to that is Work with a capital “W.” They are amazingly well thought out, practical, and useful despite their diminutive size.
2018 Honda Fit EX-L. Photo: Honda North America.

Functional Safety
The 2018 Fit gets a fully fresh look for 2018 and the addition of a new trim level, Sport in this case, and the availability of Honda Sensing. Honda Sensing is, according to the automaker, “our exclusive intelligent suite of safety and driver-assistive technologies designed to alert you to things you might miss while driving.” To put that in plain English, Honda Sensing is the by-now-ubiquitous suite of electronic nannies, sensors, and actuators that aim to save us from ourselves. So be it.
Styling Treatments
The 2018 Fit gets updated styling front and rear, and more color this time around for an “enhanced, youthful, sporty, and emotional character,” says Honda. The new styling aims to be sportier, starting at the very nose of the beast with a horizontal, two-piece grille done up in chrome and piano black with a large “H” dead center. Honda also says the headlights are “more integrated and sophisticated” and designed to blend into the side edges of the upper fascia. The Fit continues along this trend, moving the headlights up and back, back, way back along the fender line. Not saying this is bad, but if we’re not careful, headlights will be on the A pillars by 2021.
Out back, the Fit carries through with the new low and wide styling to keep things sporty. The 2018 rear bumper has been redesigned and features a full-width character line in piano black. There’s a new taillight combo on the Fit’s redesigned rear end too, plus a splitter-shaped lower section. Note that’s “splitter-shaped,” not an actual splitter. But who cares? It’s not like this thing will be going fast enough to really start working the underbody airflow for maximum downforce, y’know?
2018 Honda Fit Sport. Photo: Honda North America.
Sport Package
Now, about that new Sport trim level. Sport falls between the LX and EX trims and features an even more aggressive and sporty look with aero bits at the front, sides, and rear along with a front splitter highlighted in bright orange. At the rear there is a three-strake diffuser with a bright orange upper trim line (probably as ghastly as the one up front) and a chrome exhaust.
No word on pricing or exact availability or any of that jazz just yet, only Honda’s corp-speak: “more in-depth information about the upgrades to the 2018 Fit, including expanded feature content will be provided in the near future.” At the very least, we know the 2018 Honda Fit will hit dealerships next month.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.

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Is Lincoln The Watered Down Cadillac?

Is Lincoln The Watered Down Cadillac?

Lincoln is, by this point in its life, a very strange company. At one time, they were the ride of choice for Presidents and rockstars and mobsters. The Kennedys, Pete Townsend, and the Corleones all had a thing for Lincolns. They were credibly going toe-to-toe with Cadillac for the pinnacle of huge American luxury cars that said to the world, “I have made it! Look who I am! I drive a Lincoln!”
That is a vibe even Cadillac struggles to maintain in the minds of customers younger than 74, but what does Lincoln hope to hang on to?
Loyal Faults
Loyalty. In a word, loyalty. At least if the latest missive from Lincoln is to be taken seriously. And honestly, I have no reason at all to doubt this. It’s not that Lincolns are screwed together so poorly that lack of quality is a problem. They are, without a doubt, very well assembled using very high quality materials. The problem here is with touting, “Lincoln has the luxury segment’s highest loyalty rate among new luxury-vehicle buyers in the first quarter of 2017, according to IHS Markit Loyalty data.” It’s not so much a problem with the information, but how loudly Ford’s luxury brand is trumpeting fairly equivocal facts.
It’s as if Lincoln were that kid in high school saying, “did you know that I am the second relief quarterback on the JV football team? Lots of potential there. And also, Mr. Johnson, the band director, said that I might make third chair trumpet this year. So what-a-ya say? Go to the prom with me?” It’s not as if those things are false; it’s the desperation at their foundation that makes it a worrying pitch for a prom date, but especially for a luxury car.
Lincoln sales are up 6 percent this year, outpacing a luxury segment that is up 2 percent, according to Lincoln and industry reported sales data. However, is that enough to sustain the brand? Photo: Lincoln Motor Company.
Packed Field
And look at the statement they are hanging all this on: “Lincoln has the luxury segment’s highest loyalty rate among new luxury-vehicle buyers in the first quarter of 2017, according to IHS Markit Loyalty data.” That’s three qualifiers in a rather tepid statement. In so many words, Lincoln is saying “hey, people who have never bought an expensive car before sure like our product, if they bought in the first three months of this year at any rate.”
And this is really sad. Not just because Lincolns are put together well and use high quality materials like I mentioned above: No, it’s sad because Lincoln is “the alternative Cadillac.” Lincoln is literally the only domestic alternative to Caddy. If you are a relatively patriotic car buyer, and you’ve just hit the big time, what are your choices? Two: Cadillac or Lincoln. There was a time when there were dozens of top American luxury cars to choose from. Not just Cadillac, but Duesenberg, and Cord and Auburn and Pierce Arrow and Packard and Lincoln. Back when Cadillac’s company motto was “The Standard of The World” they weren’t kidding, and they were right. People from all over the world looked up to, admired and desired Cadillacs. Now? Well, Cadillac has been saying for decades, “Hey! Hey, over here! Pay attention to us! Why buy German? Get a Caddy!”
Even Buick is attempting a complete turnaround.
2017 Lincoln Continental. Photo: Lincoln Motor Company.
Second Best
Whither Lincoln? They can’t even say that. The best they can come up with is, “we’re not Cadillac, but we’re still American! Oh, and new buyers of our cars love us.” If that sort of attitude doesn’t make the higher-ups at FoMoCo shudder and have visions of what happened to Mercury dancing in their heads, I don’t know what will.
And I’m not here to pillory Lincoln. I actually like them. I always have. They’re big and square and have a presence close to a Brink’s truck. Why would I, if I were in the market for something huge and American and over-engined and luxury stuffed, not consider a Lincoln? Because Lincoln is a B- answer in comparison to what Cadillac produces. Being nearly as good is never, ever a way to sell more of your stuff, let alone a sound business strategy.
2017 Lincoln Continental interior layout. Photo: Lincoln Motor Company.

New Strategies
If Lincoln wants to survive, and I really hope they do, they need to get off the dime now. They need to start producing cars that make Caddys look like half-thought out parts-bin specials. Lincoln needs to start dropping in blown Shelby Mustang plants into their capacious engine bays. Have the guys that designed the Ford GT’s suspension have a go at the Lincoln’s chassis. They already have the comfort and convenience stuff down, so go for the performance angle. Make it work, and then beat Cadillac over the head with it.
Shoot, why not go all the way? Why not resurrect Mercury as Lincoln’s performance division, the way Mercedes-Benz has AMG and Audi has their S models? You already have the name right there. He’s even the Roman god associated with speed and financial gain. Use it. Drop the big mills into the Continentals, only calmed and quieted for the stock broker crowd, but put the same engine into the “Mercury” division aimed at the patriotic middle-aging Vin Diesels of America. Pull out sound deadening, make things stiffer, and get marketing on board. Remake the hot rod Lincoln and find some down-right, true-blue American rockstar to be your spokesperson. Shoot, Detroit is crawling with American rock stars. Use one of them.
What’s Iggy Pop doing these days? He’d be perfect. He’s even from Detroit.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.

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70,000 miles with a Volvo C30 in Vermont

70,000 miles with a Volvo C30 in Vermont The Volvo C30 does battle with a VW Golf GTI while being lifeless at the same time

I never followed up with an update on life with the 2009 Volvo C30 R-Design that I eluded to in this piece, so let’s jump forward three years. The C30 has not grown on me since I purchased it. I had low overall expectations, and they have stayed there. It corners and accelerates as well as a GTI and comes with a 6-speed manual transmission. After 70,000 miles with this car, it’s clear that Volvo could have easily sold more of these if they had chosen to make the driving experience a bit more raw. The cost to own this car was the biggest surprise, given it’s a Ford Focus with a serving of 90’s Volvo mechanicals and a splash of Mazda 3. Let’s first jump into what it’s like to live with everyday from driving to practicality:

It’s measurably quick, but deadpan about it.
The shifter is vague, the flywheel is heavy, the pedals are poorly spaced for heel-and-toeing, mechanical grip is high with little feedback, the engine is silent, and the cabin is silent—the NVH difference between 55 mph and 90 mph is negligible. All of this works because the sound deadening and aerodynamics are quite effective, the suspension is well thought out and provides neutral handling, all of the tires have a little bit of negative camber, and there’s that turbo plugged into Volvo’s famed modular 2.5 liter 5-cylinder. The root of the issue is that there is no feeling of engagement for the driver—until the car is chucked well into a “reckless driving/endangerment” condition—the steering feels dead and the motor only starts to make a vacuum-cleaner like drone at 4,000 rpm. The only perennial weak point on paper is the brakes, which have a spongy pedal and can be prone to moderate fade if thrashed.

Get a nice rack, you won’t regret it.
I live in Vermont and this car replaced a Volvo 850 T-5 wagon. The Volvo C30 has 20 cubic feet of space with the seats folded down—the 850 has 65 cubes—and the C30 only manages 12.9 cubes with the two bucket seats in their upright position. Despite the lack of space, a set of Thule Aeroblades and ski racks meant mid-day escapes from the office to the nordic center effortless (mixed driving gas mileage drops from 30 mpg to 26 mpg). For two persons, the storage behind the rear seats is enough for wintertime dayhiking.The rear buckets are actually quite comfortable and offer excellent support while cornering—though egress is tedious. For couples with an outdoor lifestyle and no kids, this car is entirely practical.

Think of the sex appeal (and mental toughness required) of buttering a cold waffle.
The Volvo C30 is front-heavy, the wheelbase is short, and all-around negative camber conspires to make this a handful in the snow. With 1-year-old Hakkapeliitta snow tires on it, “twitchy” is the order of the day. Cornering is on the oversteer side of things and driving along over straight but collapsed sections of roadway causes things get sideways quickly. Have I passed out-of-state folks spinning their all-season tires in their SUVs up a hill from a full stop in this two-wheel-drive low-clearance car? Of course, but that’s all down to the tires. Oh, and while we’re on the subject, it was a masterstroke for Volvo to put the DSTC (traction control) switch on the turn signal stalk.

$3,000/year to maintain a dolled-up Ford Focus?
The car clearly doesn’t provide “all of the feels”, or whatever it is kids are saying these days, but what is it like to maintain? Volvo’s been using the 5-banger since 1993, this is not the first rodeo for Getrag’s M66 transmission with Volvo, and, let’s face it, this is really a dolled up Ford Focus. The truth is sharp—$3,000/year in maintenance for 20,000 miles per year. This includes largely DIY and independent work, though some things like the clutch were farmed out to the dealer. Much of the funds have gone to tires and suspension. The driving has been spirited and it’s hard to get anywhere near 30,000 miles on a set of tires. This is partially down to the stock suspension setup for which Volvo issued a service bulletin, merely advising technicians that because of the car’s mild negative camber, that it would regularly eat through the inside of tires. It’s great for those using directional tires, not so great for those using asymmetrical tires.

The interior doesn’t age.
For all of the negative issues, the positives make this car pretty competitive in its class. The interior is spartan without being cheap and has defied the test of time in a way that economy and luxury cars seem to always fail. Apart from vacuuming light-colored dirt out of the black carpet, Volvo designed the interior to be free of overly shiny surfaces and ‘magnets’ for wear. Buy nearly any car on the market today, drive it for a full day, and the interior will appear ‘lived in’ at the end of the day. Volvo has managed to evade this, and it’s hard to give them enough credit for doing so.

Conclusions
After a long day at the office or a long day out, dropping into the car still feels like a quiet, contemporary sanctuary. The front and rear seats are great for average to small-sized folks, it’s quiet, the stereo isn’t bad for an entry level stereo, and the interior pieces doesn’t rattle incessantly over bumps. Having all of 236 ft-lbs of torque available at 1,500 rpm never gets old.
In today’s car market if you ask for an ample, flat torque curve, a manual transmission, headlamp washers, heated leather seats, an attractive, but low-maintenance interior and unusual styling, you may find there just aren’t many cars out there like this anymore, certainly not for this car’s original asking price of $30,000, I just wish it was alive.
-By: Sawyer Sutton

All photos © 2017, Sawyer Sutton, egmCarTech
The post Long-Term Review: The experience of 70,000 miles in a 2009 Volvo C30 in Vermont appeared first on egmCarTech.

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Choosing the Best Car Rental Service

There are many different reasons why people choose to rent a car. It could be because they are on an out-of town or out-of-country trip and need a means of transportation for a certain period of time. It could also be because their cars are being repaired and need another car replacement for short period of time. Whatever the reasons are for hiring or renting a vehicle, often the a main concern for these users is how to select the best car rental company among the numerous agencies available.

In leasing for a vehicle, one always try to get the best possible car at a great price. Start by outlining the budget on car rental. It is best to allot a certain amount that may be slightly over than what is actually needed to be prepared for whatever may come up. Then set out and determine the kind of car is needed. An in-depth information about the car to be rented is very important. Good gas mileage is also a key element in choosing the right car. Be sure to know and remember that trucks, sport utility vehicles and other large cars may be appealing for their capacity or appearance but these car types eat a lot of fuel on the road. The number of passengers needed for the car may also play an important role in deciding which car to rent as to its seating capacity. The make of the car must also be taken into consideration in choosing a car. A sleek car may have a higher chance of breaking down if taken to a rough road or area when it is only suitable in a smooth road or freeway drive. Various cars should be examined for quality to choose the best possible car.

Next step is to look for is the car rental company. This part may prove to be hard as one may search the yellow pages and internet and be lost with the abundant number of companies offering car rental services. It is a must, especially for first time users of car rental agencies, to pick a reputable if not large rental company to assure the user there are no tricks in the deal and that the cars are in good running condition. In an online shopping for car rentals, the user or shopper may find coupons on a particular size and kind of car. These coupons may be printed out or used directly online to avail a slightly bigger vehicle of the same price. The user may also compare the rates provided by various companies. One company may offer a lower cost than the others but the vehicles are in not so good working condition so one must choose the best practical deal available.

The policy and rental agreement of the company must be read and understood carefully prior to rental to be aware of the rules and their implications. If the rental company and car are already chosen, before leaving the lot or location where the rented car is parked, identify if there are already present scratches or clings. If there are part of the car such as the wind shield wipers, which do not work properly, it would be wise to ask for a replacement.

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Volvo Leads New Research To Improve Road Safety For Cyclists

Volvo Leads New Research To Improve Road Safety For Cyclists A new body of research is looking at ways to keep cyclists safer on the road.
Current data shows that fatal accidents involving a bicycle are on the rise.
The study is based on regulatory procedures for pedestrian head protection.
Swedish carmaker Volvo and top Swedish sports and safety brand POC are forming a partnership. We all know Volvo is a stickler for safety, so this comes as no surprise. However, their latest research focuses on protecting cyclists and improving road safety for all. So, how do they do it?
By developing the world’s first car-bike helmet crash test.
The new crash tests are based on current regulatory test procedures for pedestrian head protection. The tests are ongoing at Volvo’s renowned safety research facility in Gothenburg, Sweden.
Setting The Stage
I must admit, I’m not fond of cyclists on the actual road itself because of the safety risk. And I only loathe cyclists who lack discipline or those with no discernible idea about road safety. Otherwise, I have no beef sharing the tarmac with bicycle riders. Our two-wheeled, pedal-powered friends are working for a living just like you and I. They pay their fair share of taxes, and they have every right to hog the bicycle lane. Unfortunately, not everyone has the same warm feelings – I’m looking at you, Clarkson.
If you combine traffic gridlock, deadlines, and a grumbling stomach on the way to work on a cold and drizzly morning, we all know the result is utter chaos. And when you think about it, cyclists are the most vulnerable. A bicycle, for example, doesn’t have bumpers, airbags, or a steel body and chassis to protect the rider.
The latest Volvo and POC research project will benefit both drivers and riders, and will inevitably benefit all consumers in the end. This study will help POC make safer helmets and safety gear. On the other side of the spectrum, the research allows Volvo to develop a new array of vehicle safety features to protect cyclists and pedestrians alike.
“This project with POC is a good example of our pioneering spirit in safety,” said Malin Ekholm, head of the Volvo Cars Safety Centre and one of the company’s leading safety engineers. “We often develop new testing methods for challenging traffic scenarios.”
Volvo’s Cyclist Detection uses cameras and radar to warn the driver of an imminent collision with a cyclist. Photo: Volvo Cars.
Related: A brief history of the safety features in your car.
Road Safety For Cyclists: The Grim Reality
This latest study by Volvo and POC couldn’t have arrived at a better time. According to the Centers for Disease Control and Prevention, over 1,000 bicyclists died in 2015, and there were 467,000 bicycle-related injuries in the same timeframe. More troubling are the results of a study by the National Highway Traffic Safety Administration (NHTSA) in the same year. The data shows a declining number in overall bicycle accidents, but there’s a catch: the number of fatal accidents increased by 12 percent.
However, it’s not rosy in other countries like the United Kingdom either. The results of a road casualties report by the UK Department for Transport in 2016 shows cyclists are 15 times more likely to be killed or fatally injured on Britain’s roads than motorists. Considering there are an average of 1.7 million people that cycle to work every day in the UK as of 2017, it’s only timely for Volvo and POC to conduct these deeper studies. One of these is to make a direct comparison between wearing a helmet and not when riding a bike.
Partners In Safety
To date, POC has sixty international awards for safety, innovation, and design. KTH Royal Institute of Technology, MIPS, and Autoliv are also participating in the project, which is partially financed by Vinnova. The results will be made publicly available in time.
“Much like Volvo Cars, safety is at the very center of our mission and drives all our ideas and innovations,” said Oscar Huss, Head of Product Development at POC. “By working closely with scientific leaders in the POC Lab we strive to lead the way in introducing new safety ideas.”
Specially-designed crash tests are ongoing at Volvo’s research facilities in Gothenburg, Sweden. The effort is part of a wider research project to understand the types of long-term injuries sustained by cyclists. Photo: Volvo Car Group.
Related: Keeping man’s best friend safe: the science behind pet safety in your car.
The Silver Lining
If you’re a cyclist, then what Volvo and POC are doing will benefit you in the future. In an effort to reduce fatalities and injuries, Volvo will use crash dummy heads wearing POC bike helmets. The dummy is mounted on a testing rig, then launched on different areas of the hood of a stationary Volvo car. The dummy head is thrown at different angles and speeds to gather any necessary and essential data.
“Certification standards are essential,” Huss said. “But they should never limit our willingness to look beyond their parameters to find better and more innovative ways to reduce the consequences of accidents.”
If you compare this with existing bike helmet testing procedures, the old method is as primitive as making tools out of stones and pieces of wood. Manufacturers test bicycle helmets by simply dropping the helmets from differing heights on a flat or angled surface, and that’s it. What’s interesting is how previous test procedures didn’t take into account potential accidents between cars and bicycles, which can exist on the road at any given moment.
During the tests, a technician mounts POC bike helmets worn by crash dummy heads on a rig. They are then launched towards different areas of the hood of a static Volvo car. Photo: Volvo Car Group.
Volvo Safety Technologies: Yesterday & Today
Using data from the bicycle helmet crash tests, Volvo can further develop its array of active safety technologies. Chief among those is Cyclist Detection. The system uses the vehicle’s camera and radar to detect cyclists, warning the driver of an imminent collision, and engaging the brakes if necessary. Inevitably, new safety technologies like this will (or should) trickle down to future cars in the interest of public safety. It was, after all, from Volvo that we receive the single greatest passive safety device in history.
Volvo engineer Nils Bohlin developed the three-point safety belt in 1958 after then Volvo president Gunnar Engellau lost a loved one in an accident. Bohlin’s groundbreaking design formed a “V” with the peak facing down to better secure a driver’s upper and lower body. It’s estimated that over one million lives have been saved as a result of Volvo waiving its patent rights.
“Our aim is not only to meet legal requirements or pass rating tests,” Ekholm said. “Instead, we go beyond ratings, using real traffic situations to develop technology that further improves safety.”
Alvin Reyes is the Associate Editor of Automoblog. He studied civil aviation, aeronautics, and accountancy in his younger years and is still very much smitten to his former Lancer GSR and Galant SS. He also likes fried chicken, music, and herbal medicine.

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Letter From The UK: A Breed Apart

Letter From The UK: A Breed Apart

A small green jewel of an island in the middle of the Irish Sea is home to one of the most exciting and nerve-shredding Motorsports events anywhere on the planet. Although it is part of the United Kingdom, the Isle Of Man has its own parliament and government which have competence over all domestic matters.
This makes a difference.
The Race
As long ago as 1907, a group of enthusiasts decided they would stage an “auto-cycle” race around the island and thus, the Tourist Trophy was born. Today, Tourist Trophy Week attracts riders and supporters from all over the world. Handily, TT also stands for Time Trial which is what this race is.
It is a two-wheeled spectacular; motorbike rider and machine pitting themselves against the clock on an island circuit comprised entirely of closed public roads. Competitors encounter stone walls, hedgerows, drain covers, and high curbs all of which are hard, unyielding, and deadly. The Snaefell Mountain Course is 37.73 miles long and races can comprise one to six laps, so the Senior TT bikes will cover 226 miles in one race and – I can’t stress this enough – the record for the average speed per 37.73 mile lap, AVERAGE, is currently 133.962mph. The men and women who wrestle these mighty machines around the lumpy, bumpy streets of the Isle of Man are truly a breed apart.
Death Ever Present
Tragically, scarcely a year goes by without someone getting killed in often a horrendous accident. One slip, one brush against a curb and all is lost. During this year’s TT competition which finished last week, it is sad to report that three riders died in crashes and a couple were injured and this is the point. In the UK generally the great gods of health & safety rule. They have their humorless clipboard-toting acolytes who go around preventing people from doing the things they enjoy. To say our nation is risk-averse is to put it mildly. If the authorities could make us all wear personal safety roll cages whenever we left the house they would.
The Isle of Man does it differently. They believe that, all reasonable safety precautions being taken, if riders want to put themselves at hazard then they should be allowed to do so. This is a mature and sensible attitude. Furthermore, the competitors and their families know the risks. It stares them in the face. If someone is killed there is usually a moment of reflection for other riders before their machine is pushed up to the start line. Over 200 motorcycle stalwarts have died over the years and yet still they come in their droves. The race week has never been so well supported.
The trouble is, if you like to go fast then it is in your blood. Many competitors crave the excitement and, yes, the fear, as a starving man would crave a piece of bread. The fact is that here on the cracked and broken mainlands of Britain and elsewhere in the world, much motor racing on two or four wheels has to an extent been slightly muted by rules and regulations. Nobody wants to bear witness to death but, in my view, racing has become, if not dull, at least a little pedestrian at times.
Isle Of Man TT. Photo: Creative Commons.
Racing Relics
Obviously, there’s still plenty of exciting motor racing around. The last race of this weekend’s British Touring Car Championship demonstrated that but, like an insidious disease, I worry slowly but surely the rot will set in. I can’t speak for the rules in the USA but to me it seems that American Motorsport appears less afflicted by the excesses of health and safety. I for one love to watch any NASCAR or IndyCar racing I can find on the television, but I can’t say the same about Formula One. Increasingly, the bloated and money-obsessed F1 circus is staged on brand new circuits that are like giant car parks with huge run-off areas and a boring track design that leaves spectators remote from the action.
Many of the grand old circuits of the past hardly get a look in now. Monaco survives, thanks to the glamour, but the days of seeing Grand Prix cars sweeping up the corkscrew that is Eau Rouge at Spa are long gone. Accidents by their very nature are just that. No one can predict the unknowable. Essentially what I am saying is that if we insist on yet another safety precaution every time someone dies, where does it end? How safe does Motorsport have to become before it turns into a parade?
Eau Rouge & Raidillon, Circuit de Spa-Francorchamps, October 1997. Photo: Creative Commons.

Good Old Days On Film
This writer recently watch a current documentary film about the New Zealand racer, Bruce McLaren. What struck me most was just how exciting the racing was in those gung-ho days. No track-side barriers, no run-off gravel areas, just man and machine dicing with the devil. History shows these racers were at the edge of the abyss yet they still pushed the limits. Technology has made our race cars safe for drivers which is good, but has it taken away the spirit of derring-do?
Need For Speed
The need for speed is in us, but eroded by society. The need to take risks is an urge laying dormant just below the veneer of our daily humdrum lives. This other breed embraces that urge fully. If you ask them why, they probably could not give a fully coherent answer. It’s the buzz, they say. It’s the charge. It’s the blast. Two wheels aren’t enough for me personally, but give me four and I get it.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite
Cover Photo: A. G. Lloyd-Jones.

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