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Traffic Stop Stuff
It's more likely than it's probably ever been you'll get pulled over by a cop at some point in the near future. Not only are there more penny-ante laws and violations on the books than ever, state and local governments are dealing with major cash flow problems, just like the rest of us. They can't raise taxes directly; that would spark a revolt of the masses at this point. But they can turn loose the cops - whose ticket books and radar guns serve as a very effective means of indirect taxation.
So, first, be on the alert. Second, be prepared. Do you know how to handle yourself during a traffic stop? How you behave can be the key factor that determines whether you can successfully beat the ticket later on - or maybe (if you're really lucky) get off with a warning right now.
Pull over the right way - Yes, there is a definite right way to pull over during a traffic stop. When the cop turns on his lights, you should immediately slow the vehicle and put your turn signal on. Then pull off the road - to a shoulder or side street - as quickly as possible. Do not stop in the middle of the road. The idea is to park your car so it's out of the way of traffic - which makes the stop safer for the cop. Which makes him happy. Which is good policy, because aggravating the cop - or conveying the impression that you're an addled idiot - will not help you.
Next, put the car in Park, shut down the engine, turn on the hazard blinkers and turn on the interior light (if it's dark outside). Put both hands on the top of the steering wheel and sit quietly. Do not root around for stuff. Again, the idea here is to make the cop feel safe by conveying the impression that you're an Honest Joe or Jane - and not some thug.
Important: If you have a concealed handgun permit, keep it with your driver's license (a paper clip works well). Do not reach for or produce your weapon. When the cop comes to your window, hand him your license and your permit and tell him, "Officer, I have a concealed carry permit." If you are carrying a weapon or have one in the vehicle, tell him exactly where it is but do not reach for it. Usually, cops relax around CWP holders because CWP holders are by definition not criminals (having undergone state and federal background checks) and rarely cause trouble. But it's very important to let the cop know you have the CWP before he discovers you have a gun on you.
Be polite and cooperative but not talkative - The cop is not your friend. Remember this. He is there to give you a ticket and anything you say can and will be sued against you in court. The cop is taking notes and trained to ask you leading and entrapping questions, such as "Do you know how fast you were going"? To which, you should reply along the lines of "I'm sure you have an opinion, officer." Never incriminate yourself - unless you feel you did do something wrong and want to pay the fine. It's best to keep the conversation as short, sweet - and forgettable - as possible. If you are confrontational or sarcastic, not only will the cop remember you, he is much more motivated to see you're convicted. If, on the other hand, you're remembered as a nice, polite, cooperative person, the cop is more likely to not object come court time when the judge considers a reduced charge or "driving school" to nix the ticket.
Take notes yourself - If you are going to contest the ticket, you should be prepared to present facts in court - or have facts to give your attorney. For example, was the speed limit sign clearly posted? If it was obscured by a leafy tree, and you can show this in court (keeping a small disposable camera with you in the car for this purpose is a smart idea) that is an objective fact that may just get you out of the ticket. Etc. You want to record and keep track of any fact that either puts into question the offense you've been charged with or which serves as what they call in legal lingo a mitigating circumstance - such as the fact that you were rushing your pregnant wife to the emergency room.
At court, unless you have a driving record peppered with previous violations, you can almost always get the judge/commonwealth's attorney to agree to a lesser charge, or even a reduced charge - or to drop the moving violation in return for agreeing to attend one of those day-long DMV driving schools many states offer. The main thing they want is your money; the main thing you want to avoid is "points" on your driver's record, because they can lead to hiked insurance costs for several years vs. the one-time hit of a fine.
At court is the time to talk, incidentally - to explain to the judge, as nicely and politely as you can, why you did "x" - and that you're very sorry about it and it won't happen again and that you'd really appreciate being able to avoid the DMV points but are happy to pay a fine or go to driving school. Dress in nice clothes and appear clean cut and responsible. It's groveling and it sucks - but it does work and if it gets you out of the points, it's worth it.
This approach usually yields better results than actually denying the charge outright and trying to fight it - which you should never attempt yourself, by the way. The system is designed by and for lawyers - and unless you are one yourself, you will almost certainly hear the words, "guilty - fines and costs" - before you can get three words of your own out.
If you want to fight a traffic ticket head-on, get an experienced traffic attorney and let him earn his fee.
Eric Peters
So, first, be on the alert. Second, be prepared. Do you know how to handle yourself during a traffic stop? How you behave can be the key factor that determines whether you can successfully beat the ticket later on - or maybe (if you're really lucky) get off with a warning right now.
Pull over the right way - Yes, there is a definite right way to pull over during a traffic stop. When the cop turns on his lights, you should immediately slow the vehicle and put your turn signal on. Then pull off the road - to a shoulder or side street - as quickly as possible. Do not stop in the middle of the road. The idea is to park your car so it's out of the way of traffic - which makes the stop safer for the cop. Which makes him happy. Which is good policy, because aggravating the cop - or conveying the impression that you're an addled idiot - will not help you.
Next, put the car in Park, shut down the engine, turn on the hazard blinkers and turn on the interior light (if it's dark outside). Put both hands on the top of the steering wheel and sit quietly. Do not root around for stuff. Again, the idea here is to make the cop feel safe by conveying the impression that you're an Honest Joe or Jane - and not some thug.
Important: If you have a concealed handgun permit, keep it with your driver's license (a paper clip works well). Do not reach for or produce your weapon. When the cop comes to your window, hand him your license and your permit and tell him, "Officer, I have a concealed carry permit." If you are carrying a weapon or have one in the vehicle, tell him exactly where it is but do not reach for it. Usually, cops relax around CWP holders because CWP holders are by definition not criminals (having undergone state and federal background checks) and rarely cause trouble. But it's very important to let the cop know you have the CWP before he discovers you have a gun on you.
Be polite and cooperative but not talkative - The cop is not your friend. Remember this. He is there to give you a ticket and anything you say can and will be sued against you in court. The cop is taking notes and trained to ask you leading and entrapping questions, such as "Do you know how fast you were going"? To which, you should reply along the lines of "I'm sure you have an opinion, officer." Never incriminate yourself - unless you feel you did do something wrong and want to pay the fine. It's best to keep the conversation as short, sweet - and forgettable - as possible. If you are confrontational or sarcastic, not only will the cop remember you, he is much more motivated to see you're convicted. If, on the other hand, you're remembered as a nice, polite, cooperative person, the cop is more likely to not object come court time when the judge considers a reduced charge or "driving school" to nix the ticket.
Take notes yourself - If you are going to contest the ticket, you should be prepared to present facts in court - or have facts to give your attorney. For example, was the speed limit sign clearly posted? If it was obscured by a leafy tree, and you can show this in court (keeping a small disposable camera with you in the car for this purpose is a smart idea) that is an objective fact that may just get you out of the ticket. Etc. You want to record and keep track of any fact that either puts into question the offense you've been charged with or which serves as what they call in legal lingo a mitigating circumstance - such as the fact that you were rushing your pregnant wife to the emergency room.
At court, unless you have a driving record peppered with previous violations, you can almost always get the judge/commonwealth's attorney to agree to a lesser charge, or even a reduced charge - or to drop the moving violation in return for agreeing to attend one of those day-long DMV driving schools many states offer. The main thing they want is your money; the main thing you want to avoid is "points" on your driver's record, because they can lead to hiked insurance costs for several years vs. the one-time hit of a fine.
At court is the time to talk, incidentally - to explain to the judge, as nicely and politely as you can, why you did "x" - and that you're very sorry about it and it won't happen again and that you'd really appreciate being able to avoid the DMV points but are happy to pay a fine or go to driving school. Dress in nice clothes and appear clean cut and responsible. It's groveling and it sucks - but it does work and if it gets you out of the points, it's worth it.
This approach usually yields better results than actually denying the charge outright and trying to fight it - which you should never attempt yourself, by the way. The system is designed by and for lawyers - and unless you are one yourself, you will almost certainly hear the words, "guilty - fines and costs" - before you can get three words of your own out.
If you want to fight a traffic ticket head-on, get an experienced traffic attorney and let him earn his fee.
Eric Peters
The never-ending debate: Motorhome or 5th-wheeler?
Motorhome or travel trailer? If you are venturing out to buy your first RV, or maybe just an upgrade, you have probably already asked yourself that question. There are many advantages and some disadvantages to both. Mostly you need to decide what you want to use your RV to do and where to go and your decision should not be a difficult one.
A motorhome can offer you a little more mobility than a travel trailer. If you travel extensively or are a “full-timer” a motorhome has more of what you are looking for. In a motorhome you will always be in your “home” even if traveling down the highway. Passengers always have full access to beds, kitchen, bathroom, couch. However, 5th wheelers, when parked, have a much larger living space because of their slide-outs. Most travel trailers and 5th wheelers have slide-outs that almost touch when in travel mode. They open to allow a large and comfortable living space when parked. Motorhomes that have slide-outs are a bit confining when on the road.
External storage room is another important decision factor. 5th wheelers and Class A motorhomes generally have large external storage compartments but other trailers and Class C motorhomes generally lack such large storage areas. Maintenance of your RV is going to be less with travel trailers and 5th wheelers. Motorhomes have a few more “systems”, which means more things that could malfunction. Also, if you have engine trouble with a motorhome, your whole home is stranded. With travel trailers the towing vehicle can be exchanged or replaced. Another small, yet important, contrast is height of motorhomes vs. travel trailers. Trailers are closer to the ground, only 1 to 2 stairs, whereas motorhomes are about 3 to 5 steps above the ground.
The comfort levels of motorhomes and travel trailers are tied if comparing them while both parked. However, while in-motion and during travel a motorhome takes the cake. Travelers can use all the amenities of the motorhome while in motion. A travel trailer with slide-outs may not even be accessible while in travel mode. Price, which is one of the most persuasive decision factors, is not as easily generalized to motorhomes vs. travel trailers. An average motorhome is generally going to cost more than an average travel trailer but there are many exceptions. There are so many different amenities, luxury levels, and sizes to both categories that price is always circumstantial. Of course, the larger the travel trailer you get the larger the towing vehicle will have to be, a crucial factor to keep in mind.
Last, but not least; safety factors of motorhomes vs. travel trailers. Due to the fact that drivers and passengers are protected by the steel frame of a truck around them, travel trailers are ranked higher in crash protection. However, it is also true that travel trailers are more likely to be involved in crashes. It is fairly common for travel trailers to jack-knife in the road or become overturned. Motorhomes are not too often involved in crashes except sometimes problems with their vehicle in tow.
Breezego CSS
A motorhome can offer you a little more mobility than a travel trailer. If you travel extensively or are a “full-timer” a motorhome has more of what you are looking for. In a motorhome you will always be in your “home” even if traveling down the highway. Passengers always have full access to beds, kitchen, bathroom, couch. However, 5th wheelers, when parked, have a much larger living space because of their slide-outs. Most travel trailers and 5th wheelers have slide-outs that almost touch when in travel mode. They open to allow a large and comfortable living space when parked. Motorhomes that have slide-outs are a bit confining when on the road.
External storage room is another important decision factor. 5th wheelers and Class A motorhomes generally have large external storage compartments but other trailers and Class C motorhomes generally lack such large storage areas. Maintenance of your RV is going to be less with travel trailers and 5th wheelers. Motorhomes have a few more “systems”, which means more things that could malfunction. Also, if you have engine trouble with a motorhome, your whole home is stranded. With travel trailers the towing vehicle can be exchanged or replaced. Another small, yet important, contrast is height of motorhomes vs. travel trailers. Trailers are closer to the ground, only 1 to 2 stairs, whereas motorhomes are about 3 to 5 steps above the ground.
The comfort levels of motorhomes and travel trailers are tied if comparing them while both parked. However, while in-motion and during travel a motorhome takes the cake. Travelers can use all the amenities of the motorhome while in motion. A travel trailer with slide-outs may not even be accessible while in travel mode. Price, which is one of the most persuasive decision factors, is not as easily generalized to motorhomes vs. travel trailers. An average motorhome is generally going to cost more than an average travel trailer but there are many exceptions. There are so many different amenities, luxury levels, and sizes to both categories that price is always circumstantial. Of course, the larger the travel trailer you get the larger the towing vehicle will have to be, a crucial factor to keep in mind.
Last, but not least; safety factors of motorhomes vs. travel trailers. Due to the fact that drivers and passengers are protected by the steel frame of a truck around them, travel trailers are ranked higher in crash protection. However, it is also true that travel trailers are more likely to be involved in crashes. It is fairly common for travel trailers to jack-knife in the road or become overturned. Motorhomes are not too often involved in crashes except sometimes problems with their vehicle in tow.
Breezego CSS
Eric's Autos: Take Your Paws Off My Clunker!
Eric's Autos: Take Your Paws Off My Clunker!
Eric Peters
I'll be keeping my "clunker" - a 1998 Nissan Frontier with about 120,000 miles on it. But why? Don't I want to take the government up on its promise of a $3,500-$4,500 handout in return for bringing my old truck in for destruction? No thanks.
My truck may be old; it may even be a "clunker" as far as the government's concerned. But as far as I am concerned, what matters far more than what the government thinks - or even its offer of a $3,500-$4,500 handout - is what I know to be true about my truck.
For one, it is still running great. I think it has another 100,000 miles in it, easy. Why would I want to toss away a perfectly good truck? It's "old"? So what! Too many people are hypnotized and conditioned to believe that it is an essential part of being American to throw away things that are still perfectly good in order to get the "newest" and "latest" thing. This places people on a treadmill of endless consumerism - which profits no one except those who are doing the selling (and the lending). The truck is also paid-for.
That means I have zero fixed expenses beyond the cost of gas and every now and then regular maintenance. Sure, it will likely need this or that as the years roll by. But I'll take the occasional expense for, say, a new alternator or maybe a replacement water pump over the absolute certainty of a monthly payment (with interest) for the next five years.
You may snicker at me when you pull up next to me at the next red light in your new Obama-mobile. But guess what? I've probably got more money in the bank than you do. I definitely don't owe some shyster bank or car company a fistfull of cash every month. I have better things to do with my money - such as save it or spend it on things that are, you know, essential.
A new car isn't. People may believe otherwise, thanks to the consumer conditioning they have absorbed since they were toddlers - but that's just because they've been suckered by Madison Avenue ad men.
Bottom line: There is no way this scam - and that's what it is, a scam - will save you any money. Even if your old car got 15 mpg and you new one twice that, the total cost of the new car (don't neglect to include all taxes - including personal property taxes - as well as insurance and interest payments and all the rest of it) is going to wash away any "gas savings" you may have been hoping for.
And if you really do drive a "clunker"? A car that is on its last legs and no longer reliable or constantly nickel and diming you into the poorhouse with repair costs?
It's still not smart to partake of the Cash for Clunker Con. A much savvier move, money-wise, would be to sell your old car for whatever it will fetch, then use that plus whatever money you have saved up to buy a mechanically sound used car.
For between $5,000 and $8,000 you have your choice of a veritable bounty of new-looking, new-driving and high efficiency slightly used cars. (I recently bought a 2002 Nissan Frontier - very much the same as my '98 only newer and with only 58k miles on it - for $7,200. It looks brand-new and it drives brand new and it cost me less than half the cost a stripped-down base model 2009 Frontier.)
Most people who can afford to finance a new car in the $15k range can afford to buy a used car in this price range with cash. This is a far smarter move, financially, than tying the albatross of a large loan with interest around your neck. Debt is financial cancer. It eats you alive, eventually.
And yet, the suckers think they are getting such a deal. It's no wonder. This is the same crowd that buys into advertising slogans such as "up to 50 percent more!" (which of course means 1 or 2 percent more in reality, if you are really lucky), that buys tax-yourself lottery tickets every week for years on end ("my number's gonna come up today, I can feel it!") and can't perform sixth grade arithmetic without the aid of a calculator - and maybe not even then. You cannot help such people.
All you can do is manipulate them to your advantage. I want no part of that. Exploitation is not my bag, baby. I leave that to the government.
Car Selling- 10 Top Tips
Car Selling- 10 Top Tips to help you achieve the best price
Barbara Jeffers
You’ve taken care of it, serviced it regularly, and washed it every weekend. However, now the time has come to sell your car. So what should you do to get the best price?
1. Research the price - It is essential to have the car priced correctly for a quick sale. Check the price of similar cars in your area. Check the local papers, motoring ad magazines and online. Remember that buyers like bargain, so this price includes a margin for haggling.
2. Have an MOT that is more than 9 months - Even if your MOT renewal is not due you can get a new one. This will stop people thinking you are just selling as it won’t get through the next MOT.
3. Clean the car inside and out - Do a thorough clean, remove all sticky finger prints and dogs hairs. Put in a new air freshener. Consider having a full, professional valet service.
4. Repair the car - Get any minor mechanical faults or paintwork repaired.
5. Documentation Preparation - Keep all the documents in a folder or large envelope that you can give to the buyer to take away. This should include all MOT certificates and service records. If you have work that is still under guarantee, ensure that the receipt is included and the guarantee is transferable.
6. Adverts - Stick to facts and describe the car accurately. Include the year, mileage, MOT months and where you are based. If it's being sold for spares only, or it requires substantial repairs, say so.
7. Test Drive - Check that the buyer is insured to drive the car. Go with them in the car. If you change seats part way through, always take the keys with you and hand them over when you get back in the car.
8. Provide a receipt - Provide a receipt that identifies the car, price and the fact that it is sold as seen without a guarantee. Ensure that two copies are signed by yourself and the seller and keep one copy for yourself.
9. Get paid - Preferably in cash and count it in front of the buyer. If a cheque is given then wait for it to clear in you bank before you hand the car over, but give the receipt annotated with ‘waiting for funds to clear’ and the date for the pickup of the car.
10. Inform the DVLA - Follow the instructions on the V5/registration documents and detach, fill in and send of the portion as indicated. If you don’t do this, it is possible that future offences and convictions associated with the car and its new driver could come your way.
Barbara Jeffers
You’ve taken care of it, serviced it regularly, and washed it every weekend. However, now the time has come to sell your car. So what should you do to get the best price?
1. Research the price - It is essential to have the car priced correctly for a quick sale. Check the price of similar cars in your area. Check the local papers, motoring ad magazines and online. Remember that buyers like bargain, so this price includes a margin for haggling.
2. Have an MOT that is more than 9 months - Even if your MOT renewal is not due you can get a new one. This will stop people thinking you are just selling as it won’t get through the next MOT.
3. Clean the car inside and out - Do a thorough clean, remove all sticky finger prints and dogs hairs. Put in a new air freshener. Consider having a full, professional valet service.
4. Repair the car - Get any minor mechanical faults or paintwork repaired.
5. Documentation Preparation - Keep all the documents in a folder or large envelope that you can give to the buyer to take away. This should include all MOT certificates and service records. If you have work that is still under guarantee, ensure that the receipt is included and the guarantee is transferable.
6. Adverts - Stick to facts and describe the car accurately. Include the year, mileage, MOT months and where you are based. If it's being sold for spares only, or it requires substantial repairs, say so.
7. Test Drive - Check that the buyer is insured to drive the car. Go with them in the car. If you change seats part way through, always take the keys with you and hand them over when you get back in the car.
8. Provide a receipt - Provide a receipt that identifies the car, price and the fact that it is sold as seen without a guarantee. Ensure that two copies are signed by yourself and the seller and keep one copy for yourself.
9. Get paid - Preferably in cash and count it in front of the buyer. If a cheque is given then wait for it to clear in you bank before you hand the car over, but give the receipt annotated with ‘waiting for funds to clear’ and the date for the pickup of the car.
10. Inform the DVLA - Follow the instructions on the V5/registration documents and detach, fill in and send of the portion as indicated. If you don’t do this, it is possible that future offences and convictions associated with the car and its new driver could come your way.
bwheel - Car Insurance
Best New High Mileage Cars for Seniors
Eric Peters
Senior drivers often have different wants and needs when it comes to vehicles - but like almost everyone else, they're also concerned about the high cost of fuel. The following five cars offer good (to excellent) fuel economy as well as features that will appeal to senior drivers:
Under $15,000 - 2010 Nissan Versa 1.6 (base price $9,990; $11,990 with automatic and AC )
In addition to being the least expensive new car on the market right now, the Versa compact sedan also stands out among cars in its class and price range because of its substantially roomier backseat accommodations. Four adults can sit comfortably in the Versa - a claim few compact sedans or hatchbacks can honestly make. The Versa's tall roofline and large, wide-opening doors also ease entry and exit from the vehicle.
And gas mileage, even with the optional automatic transmission, is very good: 26 city and 33 highway. Its ride is softer than many smallish cars, too.
For those who want more power - and power amenities - the Versa is also available with a larger 1.8 liter engine and can be equipped with high-tech features such as Bluetooth wireless and keyless ignition as well as luxury-oriented equipment such as a sunroof and premium stereo with satellite radio. Prices for the more powerful Versa 1.8S with automatic begin just over $14k. Manual transmission versions of both the Versa 1.6 and the Versa 1.8S are about $1,000 less.
Under $20,000 - 2010 Honda Insight hybrid (base price $19,800)
The Insight is a hybrid gas-electric five-door hatchback sedan that's similar in layout and size to the best-selling Toyota Prius but costs several thousand dollars less.
Two features especially stand out. The first is the simplicity of its interior layout. While the shape of the instrument panel is swoopy and futuristic, the controls are similar in function to what you'd find in a standard (non-hybrid car). For example, instead of a dashboard-mounted toggle switch to control the transmission (as in the Prius) the Insight has a conventional floor-mounted gear selector and the usual ranges of Park, Reverse, Neutral, Drive and Sport. Other controls are similarly easy to understand and use, such as the rotary knob for the AC system (no computer "menus" or "mice" to deal with).
The Insight's other strong suit is its "kammback" rear section. Instead of the typical steeply-raked hatchback design with an abbreviated trunk area, the Insight's rear section tapers gradually, with the single piece tailgate section opening wide to provide a generous opening to the large (32 cubic feet with the second row seats folded) cargo area. This means greater access - and less work/trouble getting things in and out of the cargo area.
Gas mileage (40 city, 43 highway) may not as high as the Toyota's (51 city, 48 highway) but the Insight's much lower up-front cost washes out the Toyota's over-the-road mileage advantage. It would take several years of driving to make up for the approximate $2,200 price difference between the cost of a new Insight and the cost of the least expensive version of the Prius ($22,000).
Under $30,000 - 2010 Ford Taurus (base price $25,170)
The Taurus was a great car in the 1980s and thanks to a complete redesign it is once again exactly that. This is a large, five-passenger sedan that is exceptionally comfortable, smooth and very nicely finished and equipped - for significantly less money than you'd pay for an equivalent import such as the $27,895 Toyota Avalon. The new Taurus is actually bigger than the Avalon (which is itself bigger than a Camry - or the Honda Accord, etc.) with more front seat head and legroom and a substantially larger (20.1 cubic foot) trunk.
The Taurus also comes standard with a powerful 3.5 liter V-6 engine and six-speed automatic transmission and can be ordered with all-wheel-drive for improved winter and wet-weather traction and safety. Another helpful feature is an external keypad SecuriCode entry system. If you lock your keys inside the car, you can enter a personal code to unlock the vehicle. Base SE models are very well equipped with a six-way power driver's seat, a tilt and telescoping steering wheel (which makes the car fit a variety of drivers) as well as automatic headlights, AC, cruise control, power windows and locks, etc. all included.
Official EPA gas mileage numbers weren't published at the time of this writing (because the new Taurus is just coming out) but are expected to be in the low-mid 20s for city driving and close to 30 mpg for highway driving. A Flex Fuel (can operate on E85 ethanol as well as regular gasoline) should be available soon, too.
Under $35,000 - 2010 Buick LaCrosse (base price $27,085)
GM may be in trouble but its Buick division is a bright spot in an otherwise bleak landscape. Reason? Buicks like the 2010 LaCrosse continue to offer what you might call the Traditional Luxury Car Experience. It is noticeably softer-riding than the typical mid-sized luxury sedan - where the emphasis is increasingly tilted toward high-performance handling and import car "sporty" driving feel. There's nothing with that, if that's what you want. But if you prefer a car that drives the way American luxury cars used to drive, the new LaCrosse is apt to be more to your liking.
It's also a great deal - priced comparably to cars that aren't even in the luxury or near-luxury class (like the Toyota Camry or Honda Accord) and well under the price of similarly posh, similarly equipped luxury-brand competitors such as the Lexus ES350 - which starts at $34,470 (a nearly $7,000 price difference).
The 2010 LaCrosse - which is all-new for 2010 - comes standard with a 255 hp V-6 engine, six-speed automatic transmission, seven-speaker stereo, 17-inch wheels, climate control AC, leather trim and full power accessories (windows, door locks, cruise control, etc.). A top-of-the-line CXS with "all the bells and whistles" still stickers out at just $33,615 or thousands less than several competitors.
You'll save at the pump, too. The 2010 LaCrosse is rated by the EPA at 18 mpg in city driving and 27 mpg in highway driving - the latter figure only a few miles per gallon off the pace of many economy-class cars.
Under $45,000 - 2010 BMW 335d (base price $43,900)
Combining luxury, performance and excellent fuel efficiency, the diesel-powered version of BMW's highly regarded 3 Series sedan is literally in a class by itself - for the moment, at least.
Neither Lexus, nor Cadillac, nor Acura, nor Audi or Infiniti or Jaguar offer a luxury sedan that can match the 335d's high-end amenities, high-power and performance (425 lbs.-ft of torque - more than most 6 liter gasoline V-8s - and zero to 60 in about 6 seconds) and its EPA rated 36 mpg capability on the highway. (Its 23 mpg city rating is also very good for a car this powerful.)
The reason is simply that none of those brands currently sell diesel-powered versions of their luxury-sport sedans. (Only Mercedes-benz currently offers a diesel-powered luxury-sport sedan, the $54,200 E320 BlueTEC. But the E320 is massively more expensive as well as a larger car than the 335d, so it's not really in the same class as the BMW.)
The mileage disparity - especially on the highway - can be huge. For example, a new Cadillac CTS with the 3.6 liter gas V-6 only manages 26 mpg on the highway (even with the latest direct injection technology) and just 17 mpg in city driving. This is a representative sample of the mileage delivered by comparable luxury-performance sedans powered by gasoline engines vs. the BMW's turbocharged 3 liter diesel engine. Even with the price of regular unleaded having gone down a bit (appx. $2.30 per gallon at the time of this writing), the savings over an 8-10 period can be considerable. If gas should go back up to $3 or $4 per gallon sometime over the next few years, the difference in ownership costs could be huge.
And the "diesel downsides" of truck-like noise, rattles and clouds of sooty black smoke? They are history. Modern turbocharged, direct engine diesels are smooth, quiet - and clean.
Eric Peters
Senior drivers often have different wants and needs when it comes to vehicles - but like almost everyone else, they're also concerned about the high cost of fuel. The following five cars offer good (to excellent) fuel economy as well as features that will appeal to senior drivers:
Under $15,000 - 2010 Nissan Versa 1.6 (base price $9,990; $11,990 with automatic and AC )
In addition to being the least expensive new car on the market right now, the Versa compact sedan also stands out among cars in its class and price range because of its substantially roomier backseat accommodations. Four adults can sit comfortably in the Versa - a claim few compact sedans or hatchbacks can honestly make. The Versa's tall roofline and large, wide-opening doors also ease entry and exit from the vehicle.
And gas mileage, even with the optional automatic transmission, is very good: 26 city and 33 highway. Its ride is softer than many smallish cars, too.
For those who want more power - and power amenities - the Versa is also available with a larger 1.8 liter engine and can be equipped with high-tech features such as Bluetooth wireless and keyless ignition as well as luxury-oriented equipment such as a sunroof and premium stereo with satellite radio. Prices for the more powerful Versa 1.8S with automatic begin just over $14k. Manual transmission versions of both the Versa 1.6 and the Versa 1.8S are about $1,000 less.
Under $20,000 - 2010 Honda Insight hybrid (base price $19,800)
The Insight is a hybrid gas-electric five-door hatchback sedan that's similar in layout and size to the best-selling Toyota Prius but costs several thousand dollars less.
Two features especially stand out. The first is the simplicity of its interior layout. While the shape of the instrument panel is swoopy and futuristic, the controls are similar in function to what you'd find in a standard (non-hybrid car). For example, instead of a dashboard-mounted toggle switch to control the transmission (as in the Prius) the Insight has a conventional floor-mounted gear selector and the usual ranges of Park, Reverse, Neutral, Drive and Sport. Other controls are similarly easy to understand and use, such as the rotary knob for the AC system (no computer "menus" or "mice" to deal with).
The Insight's other strong suit is its "kammback" rear section. Instead of the typical steeply-raked hatchback design with an abbreviated trunk area, the Insight's rear section tapers gradually, with the single piece tailgate section opening wide to provide a generous opening to the large (32 cubic feet with the second row seats folded) cargo area. This means greater access - and less work/trouble getting things in and out of the cargo area.
Gas mileage (40 city, 43 highway) may not as high as the Toyota's (51 city, 48 highway) but the Insight's much lower up-front cost washes out the Toyota's over-the-road mileage advantage. It would take several years of driving to make up for the approximate $2,200 price difference between the cost of a new Insight and the cost of the least expensive version of the Prius ($22,000).
Under $30,000 - 2010 Ford Taurus (base price $25,170)
The Taurus was a great car in the 1980s and thanks to a complete redesign it is once again exactly that. This is a large, five-passenger sedan that is exceptionally comfortable, smooth and very nicely finished and equipped - for significantly less money than you'd pay for an equivalent import such as the $27,895 Toyota Avalon. The new Taurus is actually bigger than the Avalon (which is itself bigger than a Camry - or the Honda Accord, etc.) with more front seat head and legroom and a substantially larger (20.1 cubic foot) trunk.
The Taurus also comes standard with a powerful 3.5 liter V-6 engine and six-speed automatic transmission and can be ordered with all-wheel-drive for improved winter and wet-weather traction and safety. Another helpful feature is an external keypad SecuriCode entry system. If you lock your keys inside the car, you can enter a personal code to unlock the vehicle. Base SE models are very well equipped with a six-way power driver's seat, a tilt and telescoping steering wheel (which makes the car fit a variety of drivers) as well as automatic headlights, AC, cruise control, power windows and locks, etc. all included.
Official EPA gas mileage numbers weren't published at the time of this writing (because the new Taurus is just coming out) but are expected to be in the low-mid 20s for city driving and close to 30 mpg for highway driving. A Flex Fuel (can operate on E85 ethanol as well as regular gasoline) should be available soon, too.
Under $35,000 - 2010 Buick LaCrosse (base price $27,085)
GM may be in trouble but its Buick division is a bright spot in an otherwise bleak landscape. Reason? Buicks like the 2010 LaCrosse continue to offer what you might call the Traditional Luxury Car Experience. It is noticeably softer-riding than the typical mid-sized luxury sedan - where the emphasis is increasingly tilted toward high-performance handling and import car "sporty" driving feel. There's nothing with that, if that's what you want. But if you prefer a car that drives the way American luxury cars used to drive, the new LaCrosse is apt to be more to your liking.
It's also a great deal - priced comparably to cars that aren't even in the luxury or near-luxury class (like the Toyota Camry or Honda Accord) and well under the price of similarly posh, similarly equipped luxury-brand competitors such as the Lexus ES350 - which starts at $34,470 (a nearly $7,000 price difference).
The 2010 LaCrosse - which is all-new for 2010 - comes standard with a 255 hp V-6 engine, six-speed automatic transmission, seven-speaker stereo, 17-inch wheels, climate control AC, leather trim and full power accessories (windows, door locks, cruise control, etc.). A top-of-the-line CXS with "all the bells and whistles" still stickers out at just $33,615 or thousands less than several competitors.
You'll save at the pump, too. The 2010 LaCrosse is rated by the EPA at 18 mpg in city driving and 27 mpg in highway driving - the latter figure only a few miles per gallon off the pace of many economy-class cars.
Under $45,000 - 2010 BMW 335d (base price $43,900)
Combining luxury, performance and excellent fuel efficiency, the diesel-powered version of BMW's highly regarded 3 Series sedan is literally in a class by itself - for the moment, at least.
Neither Lexus, nor Cadillac, nor Acura, nor Audi or Infiniti or Jaguar offer a luxury sedan that can match the 335d's high-end amenities, high-power and performance (425 lbs.-ft of torque - more than most 6 liter gasoline V-8s - and zero to 60 in about 6 seconds) and its EPA rated 36 mpg capability on the highway. (Its 23 mpg city rating is also very good for a car this powerful.)
The reason is simply that none of those brands currently sell diesel-powered versions of their luxury-sport sedans. (Only Mercedes-benz currently offers a diesel-powered luxury-sport sedan, the $54,200 E320 BlueTEC. But the E320 is massively more expensive as well as a larger car than the 335d, so it's not really in the same class as the BMW.)
The mileage disparity - especially on the highway - can be huge. For example, a new Cadillac CTS with the 3.6 liter gas V-6 only manages 26 mpg on the highway (even with the latest direct injection technology) and just 17 mpg in city driving. This is a representative sample of the mileage delivered by comparable luxury-performance sedans powered by gasoline engines vs. the BMW's turbocharged 3 liter diesel engine. Even with the price of regular unleaded having gone down a bit (appx. $2.30 per gallon at the time of this writing), the savings over an 8-10 period can be considerable. If gas should go back up to $3 or $4 per gallon sometime over the next few years, the difference in ownership costs could be huge.
And the "diesel downsides" of truck-like noise, rattles and clouds of sooty black smoke? They are history. Modern turbocharged, direct engine diesels are smooth, quiet - and clean.
Reviewing the 2009 Mazda CX-9
Mazda does a great job making relatively inexpensive, reasonably economical cars that are almost always more fun to drive than similar cars from competitors. The catch has been that for the most part, these cars have been medium and compact-sized ony. People who needed a full-size vehicle with room for a large family pretty much had to shop somewhere else. That's why Mazda decided to build the CX-9.
WHAT IT IS
The CX-9 is a seven-passenger, three-row sportwagon that comes standard with V-6 power and either front-wheel-drive or (optionally) all-wheel-drive. Prices start at $29,820 and run to $35,205. The CX-9 is slightly smaller than the eight-passenger Chevy Traverse, about the same size as the seven- passenger Ford Flex and bigger than a Toyota Venza, which seats only five. But it is by far the largest vehicle Mazda has ever made.
WHAT'S NEW
Introduced in '07 and updated significantly in 2008 with a bigger, more powerful 3.7 liter V-6, the '09 CX-9 is mostly a carryover. Bluetooth wireless has been made standard - and AWD-equipped models now also get a trailer towing prep package included.
Bu the really good news is that Mazda hasn't raised the price much. The MSRP of the 2009 model with more standard equipment is only $520 more than the '08 version. If you've shopped around, you'll know that's a pretty modest year-to-year uptick relative to many others, whose MSRP has jumped by closer to $1,000 (or even more), often for pretty much the same vehicle as before.
WHAT'S GOOD
Roomy, sporty and family friendly; not a minivan. 2009 only slightly more expensive than 2008 model.
WHAT'S NOT SO GOOD
Costs a lot more than a minivan; being cool and quick don't come cheap.
ENGINES & PERFORMANCE
The CX-9's standard 3.7 liter V-6 produces 273 hp, which puts it just above the Flex (262 hp 3.5 liter V-6), V-6 Venza (3.5 liters, 268 hp) and just under the Chevy Traverse (3.6 liter V-6, 281 hp). The standard and only transmission is a six-speed automatic transmission. Buyers can choose FWD or AWD.
True to Mazda's reputation, the CX-9 is a snappy performer, capable of making it to 60 mph in about 7.3 seconds. For a vehicle this big that weighs over 5,000 pounds, that's an excellent run. But don't expect equally excellent fuel economy. The CX-9 sucks it down with gusto - 16 city, 22 highway (with FWD; AWD equipped models lose about 1 mpg both ways). However, this is about the same as others like the Traverse (17/24) and Ford Flex (also 17/24). Even the smaller, seats-only-five-people Toyota Venza doesn't do much better. V-6 versions log 18 city, 25 highway.
The CX-9's max tow rating is 3,500 pounds - much less than the Traverse (5,400 lbs.), Flex (4,500 lbs.) and dead even with the Venza.
RIDE & HANDLING/DRIVING IMPRESSIONS
The CX-9 edges out the Chevy Traverse to 60 mph by about half a second (7.3 seconds vs 7.8 seconds) and flat out walks away from the sluggish Ford Flex, which needs almost 9 seconds to do the deed. The Venza's quicker than all of them - about 6.7 seconds to 60 - but it ought to be, as it's smaller and lighter.
Acceleration, though, is only one of the CX-9's virtues. Handling is where it really puts distance between itself and most of its competitors. That "zoom zoom" ad copy's no hype.
Front-wheel-drive or all-wheel-drive, the CX-9 hustles through a turn like no minivan ever did - and more athletically than most crossovers and wagons in the segment. The 5,000-plus pounds of curb weight doesn't lurch around oafishly - traction and stability control sweating hard to keep the tires planted. The suspension's definitely up to the job of maintaining a fast pace - and so is the drivetrain, including the standard six-speed automatic. It's a "smart" automatics that adjusts itself to your driving. If, for example, you're trying to keep pace with a Miata through a series of S-turns, it'll hold the lower gears without upshifting as you come out of the corner - just like you'd do yourself with a manual transmission. When you slow down/back off, so does the transmission - which then eases into 5th or 6th to cut the revs and up the mpgs.
Steering is light, precise and very similar to what you get in Mazda's other cars. The DNA shows. The Ford Flex is not even close as a driver's car; the Traverse (and its other GM siblings) is better but can't match the CX-9's moves, either. And compared with a traditional minivan, you'll swear you're driving a seven-seat 911.
STYLING & UTILITY
The CX-9's less boxy than the Flex and less SUV-like than the bigger (and bigger-looking) Chevy Traverse. The low, wide front end feeds into a fast windshield and low roofline - all of which make the eye believe the car's smaller than it really is. You get in and out - no climbing in, up or over anything.
The interior's sporty and classy - like every Mazda. Piano back and wood trim inserts nicely complement solid and two-tone interiors. Rotary controls for the AC, fan and heat you can adjust by feel - without having to take your eyes off the road. Sports car-like gauge cluster with large tach and speedo and secondary pods off to either side - the whole thing backlit in aircraft-like red-orange. Wide and deep center console that's very comfortable as an arm rest and has plenty of room to stash your radar detector.
As before, the CX-9's equally good at hauling people - and stuff - as it is hauling you-know-what. It has a super- spacious, wide-body interior with standard third-row that's equally kid or adult friendly. This is a nice contrast to the semi-useless third rows one often finds in mid-large SUVs and crossovers - which are marginal even for limber kids and young adults but uncomfortably inaccessible for adults - or just too cramped to be serviceable for anything but very short trips. The Mazda's second row slide/fold system is easy to use, too.
Cargo-wise, with the third row up, the CX-9 offers 17.2 cubic feet of space; drop 'em and you've got 101 cubic feet. This is much more space than either the Flex (83 cubes, max) or Venza (70 cubes max) offer. The Traverse has more total space - 118 cubic feet - as well as slightly more room for people (8 passengers, total, vs. 7 for the Mazda). But not by all that much. The CX9's 3,500 lbs. max tow rating is a weak point. Many mid-sized sedans and almost all minivans can tow about this much.
QUALITY & SAFETY
Mazda's rep for quality and its customer satisfaction scores are among the best out there, even though Mazda's prices often significantly undercut competitors. For example, the Chevy Traverse starts at $29,255 and you can easily spend more than $40k on one. The Ford Flex, too, is pretty pricey - $36,810 for a fully loaded one. Each of these - the Chevy and the Ford - have their own strengths, of course. But holding their value isn't one of them, unfortunately. GM and Ford vehicles, historically, have higher-than-average depreciation rates. Mazdas, on the other hand, hold their value pretty well - and because they're less expensive to buy in the first place, whatever the depreciation ends up being ends up hurting even less.
As far as safety: All CX-9s come with dual front, front seat side-impact and full-row curtain airbags, plus traction/stability control and ABS with Brake Assist. Top-of-the-line Grand Touring models also come with a Blind Spot Warning System with indicators built into the outside rearview mirrors. Top scores in all government and insurance industry crash testing.
THE BOTTOM LINE
Sporty wagons and crossovers like the CX-9 are doing a Dr. Kevorkian on traditional minivans. Several automakers - including Ford - have dropped them from their product lineups entirely. The "why" is not hard to fathom: The only thing a traditional minivan still has going for it is the price. You can pick one up for considerably less than the CX-9's MSRP of $29,820 - which is about five grand more than you'd pay for a decently equipped traditional minivan.
The CX-9 has competition; most recently, from the just-launched Chevy Traverse as well as the Ford Flex - and even the Toyota Venza, for those who might want something just a bit smaller. But the CX-9 has sharper reflexes and is much more fun to drive than its competition. That's always been Mazda's strongest hand.
WHAT IT IS
The CX-9 is a seven-passenger, three-row sportwagon that comes standard with V-6 power and either front-wheel-drive or (optionally) all-wheel-drive. Prices start at $29,820 and run to $35,205. The CX-9 is slightly smaller than the eight-passenger Chevy Traverse, about the same size as the seven- passenger Ford Flex and bigger than a Toyota Venza, which seats only five. But it is by far the largest vehicle Mazda has ever made.
WHAT'S NEW
Introduced in '07 and updated significantly in 2008 with a bigger, more powerful 3.7 liter V-6, the '09 CX-9 is mostly a carryover. Bluetooth wireless has been made standard - and AWD-equipped models now also get a trailer towing prep package included.
Bu the really good news is that Mazda hasn't raised the price much. The MSRP of the 2009 model with more standard equipment is only $520 more than the '08 version. If you've shopped around, you'll know that's a pretty modest year-to-year uptick relative to many others, whose MSRP has jumped by closer to $1,000 (or even more), often for pretty much the same vehicle as before.
WHAT'S GOOD
Roomy, sporty and family friendly; not a minivan. 2009 only slightly more expensive than 2008 model.
WHAT'S NOT SO GOOD
Costs a lot more than a minivan; being cool and quick don't come cheap.
ENGINES & PERFORMANCE
The CX-9's standard 3.7 liter V-6 produces 273 hp, which puts it just above the Flex (262 hp 3.5 liter V-6), V-6 Venza (3.5 liters, 268 hp) and just under the Chevy Traverse (3.6 liter V-6, 281 hp). The standard and only transmission is a six-speed automatic transmission. Buyers can choose FWD or AWD.
True to Mazda's reputation, the CX-9 is a snappy performer, capable of making it to 60 mph in about 7.3 seconds. For a vehicle this big that weighs over 5,000 pounds, that's an excellent run. But don't expect equally excellent fuel economy. The CX-9 sucks it down with gusto - 16 city, 22 highway (with FWD; AWD equipped models lose about 1 mpg both ways). However, this is about the same as others like the Traverse (17/24) and Ford Flex (also 17/24). Even the smaller, seats-only-five-people Toyota Venza doesn't do much better. V-6 versions log 18 city, 25 highway.
The CX-9's max tow rating is 3,500 pounds - much less than the Traverse (5,400 lbs.), Flex (4,500 lbs.) and dead even with the Venza.
RIDE & HANDLING/DRIVING IMPRESSIONS
The CX-9 edges out the Chevy Traverse to 60 mph by about half a second (7.3 seconds vs 7.8 seconds) and flat out walks away from the sluggish Ford Flex, which needs almost 9 seconds to do the deed. The Venza's quicker than all of them - about 6.7 seconds to 60 - but it ought to be, as it's smaller and lighter.
Acceleration, though, is only one of the CX-9's virtues. Handling is where it really puts distance between itself and most of its competitors. That "zoom zoom" ad copy's no hype.
Front-wheel-drive or all-wheel-drive, the CX-9 hustles through a turn like no minivan ever did - and more athletically than most crossovers and wagons in the segment. The 5,000-plus pounds of curb weight doesn't lurch around oafishly - traction and stability control sweating hard to keep the tires planted. The suspension's definitely up to the job of maintaining a fast pace - and so is the drivetrain, including the standard six-speed automatic. It's a "smart" automatics that adjusts itself to your driving. If, for example, you're trying to keep pace with a Miata through a series of S-turns, it'll hold the lower gears without upshifting as you come out of the corner - just like you'd do yourself with a manual transmission. When you slow down/back off, so does the transmission - which then eases into 5th or 6th to cut the revs and up the mpgs.
Steering is light, precise and very similar to what you get in Mazda's other cars. The DNA shows. The Ford Flex is not even close as a driver's car; the Traverse (and its other GM siblings) is better but can't match the CX-9's moves, either. And compared with a traditional minivan, you'll swear you're driving a seven-seat 911.
STYLING & UTILITY
The CX-9's less boxy than the Flex and less SUV-like than the bigger (and bigger-looking) Chevy Traverse. The low, wide front end feeds into a fast windshield and low roofline - all of which make the eye believe the car's smaller than it really is. You get in and out - no climbing in, up or over anything.
The interior's sporty and classy - like every Mazda. Piano back and wood trim inserts nicely complement solid and two-tone interiors. Rotary controls for the AC, fan and heat you can adjust by feel - without having to take your eyes off the road. Sports car-like gauge cluster with large tach and speedo and secondary pods off to either side - the whole thing backlit in aircraft-like red-orange. Wide and deep center console that's very comfortable as an arm rest and has plenty of room to stash your radar detector.
As before, the CX-9's equally good at hauling people - and stuff - as it is hauling you-know-what. It has a super- spacious, wide-body interior with standard third-row that's equally kid or adult friendly. This is a nice contrast to the semi-useless third rows one often finds in mid-large SUVs and crossovers - which are marginal even for limber kids and young adults but uncomfortably inaccessible for adults - or just too cramped to be serviceable for anything but very short trips. The Mazda's second row slide/fold system is easy to use, too.
Cargo-wise, with the third row up, the CX-9 offers 17.2 cubic feet of space; drop 'em and you've got 101 cubic feet. This is much more space than either the Flex (83 cubes, max) or Venza (70 cubes max) offer. The Traverse has more total space - 118 cubic feet - as well as slightly more room for people (8 passengers, total, vs. 7 for the Mazda). But not by all that much. The CX9's 3,500 lbs. max tow rating is a weak point. Many mid-sized sedans and almost all minivans can tow about this much.
QUALITY & SAFETY
Mazda's rep for quality and its customer satisfaction scores are among the best out there, even though Mazda's prices often significantly undercut competitors. For example, the Chevy Traverse starts at $29,255 and you can easily spend more than $40k on one. The Ford Flex, too, is pretty pricey - $36,810 for a fully loaded one. Each of these - the Chevy and the Ford - have their own strengths, of course. But holding their value isn't one of them, unfortunately. GM and Ford vehicles, historically, have higher-than-average depreciation rates. Mazdas, on the other hand, hold their value pretty well - and because they're less expensive to buy in the first place, whatever the depreciation ends up being ends up hurting even less.
As far as safety: All CX-9s come with dual front, front seat side-impact and full-row curtain airbags, plus traction/stability control and ABS with Brake Assist. Top-of-the-line Grand Touring models also come with a Blind Spot Warning System with indicators built into the outside rearview mirrors. Top scores in all government and insurance industry crash testing.
THE BOTTOM LINE
Sporty wagons and crossovers like the CX-9 are doing a Dr. Kevorkian on traditional minivans. Several automakers - including Ford - have dropped them from their product lineups entirely. The "why" is not hard to fathom: The only thing a traditional minivan still has going for it is the price. You can pick one up for considerably less than the CX-9's MSRP of $29,820 - which is about five grand more than you'd pay for a decently equipped traditional minivan.
The CX-9 has competition; most recently, from the just-launched Chevy Traverse as well as the Ford Flex - and even the Toyota Venza, for those who might want something just a bit smaller. But the CX-9 has sharper reflexes and is much more fun to drive than its competition. That's always been Mazda's strongest hand.
