Wednesday, October 31, 2012

Wheelies: The Hurricane Sandy Edition

Partially submerged yellow cabs in a parking lot in Hoboken, N.J., on Tuesday.Charles Sykes/Associated Press Partially submerged yellow cabs in a parking lot in Hoboken, N.J., on Tuesday.

In which we bring you motoring news from around the Web:

- Say goodbye to 16 Fisker Karma extended-range luxury hybrids. The cars, which cost more than $100,000 each, were parked in Port Newark in New Jersey when the storm surge from Hurricane Sandy put them underwater, Jalopnik reported. And if that wasn't enough, they caught fire. Fisker, which has had problems with the Karma's batteries, released a statement saying that no one was injured and the car batteries were not being charged at the time of the fires. (Jalopnik)

- The Fe deral Highway Administration is making $13 million available to repair damage caused by Hurricane Sandy in New York and Rhode Island, Transportation Secretary Ray LaHood announced Wednesday. “President Obama has directed us to immediately help restore vital transportation infrastructure following this unprecedented and devastating storm â€" and that's exactly what we're doing,” Mr. LaHood said. “These emergency relief funds are just a down payment on our commitment to all of the states impacted by Hurricane Sandy.” New York and Rhode Island were the first to seek this aid; other states are also expected to request similar aid. New York's $10 million will go to general emergency repairs to highways, while Rhode Island will use $3 million to repair damaged sea walls that support roadways. (Truckinginfo.com)

- With buses and trains idled by Hurricane Sandy, many people turn to taxis to get around after the storm. But that is easier said than done in Hoboken, N.J., where a parking lot full of yellow cabs was flooded. (Getty Images)

- Drivers headed for Manhattan are going to have some company for the next few days. Mayor Michael Bloomberg announced Wednesday that all cars entering Manhattan will be required to have at least three passengers. All others will be turned away. (The New York Times)



Chevrolet to Produce a Hot Wheels Edition of Camaro

How many times have you heard it? “The difference between the men and the boys is the size of their toys.”

That hoary proverb applies directly to the Camaro Hot Wheels Edition Chevrolet unveiled at the Specialty Equipment Market Association trade show, which opened Tuesday in Las Vegas.

A Camaro was among the first batch of Hot Wheels cars manufactured by Mattel in 1968. But this is the first time a full-size production Hot Wheels car has been offered for sale by any manufacturer, General Motors said in a news release.

Producing a Hot Wheels car at full drivable size is a beguiling dream. The Hot Wheels Edition Camaro, which will be sold only during the first quarter of 2013, carries the exterior flourishes of the ZL1 model,  with Kinetic Blue paint, black 21-inch wheels with red accents and exaggerated aero effects treatment from grille to spoiler. It will be available in coupe and convertible models â€" in 2LT (V-6) and 2SS (V-8) trims, blending t he ZL1 bodywork with graphics that include a two-tone matte hood graphic and rear taillight blackout panel.

The interior is coordinated, with black leather trim and red and black seat stitching. The seats bear the Hot Wheels logo, and each door has a Hot Wheels decal. If you glance down as you get into the car, you will see the Hot Wheels sill plate.

The Hot Wheels special edition option package will cost $6,995.

There have been several experiments in creating full-sized Hot Wheels, but this is the first time one has gone into production. Harry Dean Bradley is credited with designing the first 16 Hot Wheels, which were released in 1968. The most distinctive Hot Wheels car he did was the Deora. In 2003, for Hot Wheels' 35th anniversary, Mattel ordered up a full-sized Deora II. It was built with the help of customizer Chip Foose and the custom builder Five Axis. It was powered by a Cadillac Northstar V8 engine.

In another marketing campaign a few years ago, Hot Wheels invited major automakers to submit ideas by designers of full-size cars to turn into toy cars. Six companies agreed. The designers noted the freedom Hot Wheels offered: wheel and fender relationship are no problem and there's no need to worry about driver visibility.

But building a Hot Wheels car is not just a matter of running the dimensions of a full-sized car through a calculator, dividing everything by 64. Hot Wheels designers have to alter the shapes of production vehicles so they look right as models - so they look like themselves.

In truth, what Chevy is selling is really an options package, like Nascar or the old Looney Toons packages. It , the company says, with a package price of $6,995. It really should come with a blister package box.



A Keynesian Blind Spot

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Casey B. Mulligan is an economics professor at the University of Chicago. He is the author of “The Redistribution Recession: How Labor Market Distortions Contracted the Economy.”

The decline of home construction is not the primary reason that our labor market remains depressed: Keynesian policies are.

If we accept that the housing sector was overbuilt by 2006, then it might seem inevitable that a recession would follow as the housing sector downsized, workers shifted from construction to other industries and workers moved from overbuilt regions to other places in America.

But as Paul Krugman points out in his “End This Depression Now!” the recession of 2008-9 did not have many industries that were growing, let alone growing as a consequence of reallocation away from home construction.

Moreover, transiti ons between industries and regions have happened before, but happened gradually as demographic and other trends slowly but powerfully altered the composition of economic activity. By comparison, this recession came on suddenly.

To put it another way: for every worker that construction lost between 2007 and 2010, the rest of the economy lost at least another five workers, rather than gaining workers. I agree with Professor Krugman and other opponents of the “sectoral shifts theory” that something must have happened - in less than a year or two - that profoundly affected practically all industries and practically every region.

But just because sectoral shifts are at best a small part of what happened does not mean that huge government subsidies would take the labor market back to what it was before the recession. A Keynesian-style demand collapse is not the only aggregate event that could happen or did happen.

In my new book, I explain how, in the matter of a few quarters of 2008 and 2009, new federal and state laws greatly enhanced the help given to the poor and unemployed - from expansion of food-stamp eligibility to enlargement of food-stamp benefits to payment of unemployment bonuses - sharply eroding (and, in some cases, fully eliminating) the incentives for workers to seek and retain jobs, and for employers to create jobs or avoid layoffs.

Economists normally think that eroding incentives (as they call it, raising marginal labor income tax rates) depresses the labor market rather than expanding it, and that it would be tough for the labor market to get back to its 2007 form without returning incentives to what they were back then.

Yet Professor Krugman asserts that he would end this depression now with an even bigger stimulus - with more help for the poor and unemployed - that would further erode incentives and further penalize success.

Remarkably, “End This Depre ssion Now!” says nothing about marginal tax rates or incentives to work, either as they actually evolved or as they would appear in Professor Krugman's ideal stimulus. Nor does the book explain why economists or anyone else should ignore sharp marginal tax-rate increases, or why paying people for not working would have nearly the expansionary effect of military buildups and the like. (These absences are conspicuous to economists who are familiar with Professor Krugman's academic work on how excessive debts harm debtor incentives.)

“End This Depression Now!” is full of interesting and relevant observations, but don't expect its author to mention, let alone appreciate, a non-Keynesian explanation for any of them.



Tuesday, October 30, 2012

Why Consumer Reports and J.D. Power Are So Different

When Consumer Reports issued its 2012 Annual Auto Reliability Survey on Monday, the big news was that Ford had slid once again in the rankings, coming to rest in 27th place out of 28 brands included in the analysis.

That news also placed a focus on Jaguar, which was at the bottom of the list for the second consecutive year.

It all seemed so clear, unless one was also familiar with several studies done by J.D. Power & Associates, the market research firm.

Then one might say: “Wait a minute. I thought Jaguar had done well recently.”

And it had done well in one of those studies. The J.D. Power 2012 Initial Quality Study put Jaguar in the No. 2 spot (tied with Porsche) just behind the first-place Lexus.

If that seems puzzling in light of the Consumer Reports study, it can also seem strange that Jaguar was 28th out of 32 brands in a different J.D. Power study, the 2012 Vehicle Dependability Study.

Lest anyone think that Jaguar is a fluk e, consider Toyota's youth brand, Scion. Its results were the opposite of the Jaguar results: Scion was ranked first in Consumer Reports' reliability survey but was 26th in J.D. Power's Initial Quality Study.

The differences are due to the fact that each survey looks at different factors, according to information from officials at the two companies. The studies ask different questions and vary in whether they include new models, redesigned models or old models.

Monday's Consumer Reports study predicts the reliability of 2013 vehicles - those that are in the dealerships right now.

“What we are looking at is, all of the vehicles that are on sale now and predicting the reliability of those vehicles,” said Jake Fisher, director of automotive testing for Consumer Reports. “We want to tell you what cars are reliable now if you went out and bought a car today.”

It shows how well new cars that are on sale will hold up based on the most recent three mo del years of data, provided the model has not been redesigned for 2013.

J.D. Power's Initial Quality Study is a snapshot taken at a different period of time than Consumer Reports' study. And the J.D. Power study looks at initial quality, not dependability.

The Initial Quality Study looks at problems owners have with their new vehicles in the first 90 days of ownership. It broadly defines problems as things that have “caused a complete breakdown or malfunction, or where controls or features may work as designed, but are difficult to use or understand.”

It gives equal weight to problems that are defects, which can be fixed, and elements that are working as intended, yet rankle owners; the latter cannot be fixed immediately, if ever.

The Consumer Reports survey asks respondents whether they have had any problems with their cars “in the past 12 months that you considered serious because of cost, failure, safety or downtime.”

J.D. Power's Veh icle Dependability Study, meanwhile, measures problems experienced by the original owners of three-year-old vehicles. It can be valuable to consumers in the market for a used car. The 2012 dependability study looks at problems with 2009 vehicles that their original owners had with those vehicles in the previous 12 months.

In that regard alone, the J.D. Power dependability study is different from the Consumer Reports predicted-reliability study. The J.D. Power study looks at one model year over a three-year period, while the Consumer Reports survey looks at three model years - in the case of a 2013 model, for example, Consumer Reports looks at the 2012, 2011 and 2010 model years.

As for the J.D. Power studies of initial quality and vehicle dependability, “we see a strong correlation between how a model performs in I.Q.S. and how they perform in V.D.S.,” said Raffi Festekjian, director of automotive research at J.D. Power & Associates. Those that perform well c oming out of the gate are more likely to sustain that quality and dependability over those next three years than those that begin with poor initial quality, he said.

The key in comparing these two J.D. Power studies is to look at different years. A consumer would have to compare the 2012 Vehicle Dependability Study to the 2009 Initial Quality Study to see how the 2009 models held up over three years.

While there can be differences between the Consumer Reports and J.D. Power studies, there can be similarities as well. Ford is an example.

The Ford brand fell last year and this year in the Consumer Reports reliability study. This year it is 27th out of 28 brands. It also fell in the J.D. Power initial quality study to 27th out of 34 brands.

According to past and current interviews with researchers at both companies, Ford fell in both surveys for the same reasons: problems with the MyFord/MyLincoln Touch control system and the rough-shifting PowerShift au tomatic transmission.

To see how the 2012 Ford models fare in the J.D. Power vehicle dependability study, we will have to wait until the 2015 study comes out.

As for consumers trying to figure out how to use this sometimes conflicting, sometimes similar information, the comforting ideal would be to find a brand or model that does well in each of the studies, although that might be a challenge.



A Wireless Charging Solution for the Leaf and Volt

Beginning in March, Chevrolet Volt and Nissan Leaf owners will have the option of an aftermarket wireless charging solution for their cars. Wireless company Evatran, which makes chargers under the Plugless Power brand name, will shortly announce a partnership with SPX Service Solutions, an official charging supplier for the Chevrolet Volt, to provide residential installations.

Wireless chargers use a transmitter located in a parking space or garage floor that connects to a receiver mounted under the car. Precise positioning is important - wireless charging works best when transmitter and receiver are six inches or less apart. Rebecca Hough, chief operating officer of Evatran, said in an interview that its aftermarket residential chargers will operate at approximately 90 percent efficiency, though she said that units now being developed with automakers may be a few percentage points better than that.

“A lot of our customers have been asking for this kind of wi reless solution,” Ms. Hough said. “It's a premium offering, aimed at people in the top 10 to 20 percent of the E.V. market who are looking for a more convenient charging option. We compare it to the automatic garage door opener. Over time, it will become something that people will demand.”

Kevin Mull, vice president of E.V. solutions at SPX, said in an interview that the company has been working with Evatran on its Apollo Launch Program, which involves testing chargers at Google and Hertz locations, among others. “We realized we'd also be a good match for providing installations, both on the vehicle and in the residences,” Mr. Mull said. SPX has installed more than 4,000 Level II chargers in North America (and distributed 10,000 of them), mostly for the Volt but also for the Leaf, Ford Focus, Fisker Karma and other cars. SPX also has Daimler as a charging partner for Mercedes-Benz and Smart electric cars.

Ms. Hough said the Plugless Power chargers would be priced at approximately $2,500, which includes installation of the receiver on the vehicle. Mr. Mull said he expected a garage-based transmitter installation to cost an additional $1,000 to $1,500, about what it costs for a standard wired charger. He said he expected the chargers to be installed in a few hours (or longer for complicated wiring situations) by two-person teams, including a company technician and one of 900 electricians it has certified.



Capturing the Crown Again in a Family\'s Last Tractor Restoration

This year's Delo Tractor Restoration Competition, held last week at the 85th National FFA Convention in Indianapolis, represented a couple of significant milestones for the Haass family of Devine, Tex.

Ryan Haass, 19, became only the second repeat winner of the competition, which challenges high school students to restore old tractors to their previous luster. And for his father, Tony, it wrapped up almost a decade of watching his three children participate in the event.

Ryan, now a freshman at Tarleton State University in Fort Worth, spent his senior year of high school restoring a 1970 Case 1070, which took this year's title. He won the previous year with his restoration of a 1969 Case 530.

But victory brings its own set of difficulties. “During the awards ceremony last year, I was extremely nervous because I didn't know if I could repeat,” Ryan said in a telephone interview. “There was a lot of pressure to repeat it.”

Perhaps that was bec ause the only repeat winner till now had been Tabetha Salsbury, who won in 2003 and 2004, and who attended the awards ceremony for this year's competition. She said she welcomed Ryan to the ranks of repeat winners, emphasizing that the tractor restoration had been a positive experience for her and for many of the competitors. Ms. Salsbury now runs youth programs for Hagerty Insurance, the classic car insurer.

Then again, the extra pressure Ryan was feeling may also have been from the judges, who put the participants through rigorous questioning during the competition. The restorers do not bring their tractors to the event because the logistics and cost of transporting such large machinery over long distances is prohibitive. So each competitor documents the restoration with a detailed workbook, showing photographs of various phases of the project. A panel of five judges scrutinizes the workbooks and grills the restorers about how the work was done.

“The workbook s actually help us more than seeing the physical unit,” said Dennis Rupert, one of the judges. “This way we can see the engine when it's torn down.”

Mr. Rupert said the judges worked hard to make sure the competition was fair, but he acknowledged that knowing Ryan Haass had won last year “we're going to have a high bar for him for sure.”

But Ryan didn't disappoint. “The young man knew as much as any mechanic who has been in the profession for years,” Mr. Rupert said.

Tony Haass, who had each of his three children riding in the cab of his tractor from the time they were toddlers, said having his family involved with the competitions had provided benefits for his children and for him.

“I've spent literally thousands and thousands of hours with my kids over the years,” he said. “The big thing I think they draw from the contest is that they learn how to speak publicly and how to talk to people.”

But Mr. Haass said he hadn't fel t a void since his youngest child moved on from tractor restoration. “We finished building the last tractor last February,” he said, “and I still haven't caught up with my ranch work since then.”



Motorsports: Jimmie Johnson Takes Nascar Points Lead

The balance of power shifted atop the Nascar season standings, after five-time series champion Jimmie Johnson took the points lead with a victory at Martinsville Speedway.

Johnson, with his seventh career victory at the rural Virginia short track, supplanted last week's leader, Brad Keselowski, who finished sixth, by just two points. Three races remain on the season's 36-race slate.

Clint Bowyer, the fifth place finisher at Martinsville after leading 154 of the 500 laps, is 31 points behind in third.

The biggest loser was Denny Hamlin who, after making a run at the leaders in recent weeks, faded from contention with a placing 33rd as a result of electrical problems.

The race also marked the return of Nascar's most popular driver, Dale Earnhardt Jr., who had been sidelined since the Talladega race where he suffered his second concussion in recent weeks. Unfortunately, he wound up with another hard knock, courtesy of Carl Edwards, who crashed into him in the late going. Earnhardt, who had been treated for recurring headaches, said he believed he was unhurt. (Nascar.com)

In other races from the weekend:

- Championship leader Sebastian Vettel stretched his margin in the chase for Formula One's title, with a wire to wire victory in Sunday's Indian Grand Prix. It was the Red Bull driver's fourth consecutive victory in the series. Vettel came into the event with a 6-point lead over Ferrari's Fernando Alonso, who finished second, and left with an 13-point margin. But Alonso said he felt his chances of overtaking Vettel in the season's final three races had actually improved. He started fifth, but noted that a runner-up finish was something to build upon. Before the race, he told news media that he “guaranteed” he would win the title for Ferrari. Vettel's teammate Mark Webber came in third, followed by the McLarens of Lewis Hamilton and Jensen Button. Vettel won the inaugural Indian Grand Prix last year. (Formul a1.com)

- Sprint car driver Tyler Wolf was killed Saturday night at the Calistoga, Calif., half-mile dirt track. Wolf, 20, crashed head-on into the outside retaining wall on the third lap of a 30-lap feature event. He was transported to a local hospital where he was pronounced dead. Last year, at age 19, Wolf won the championship at Silver Dollar Speedway â€" the track's youngest champion ever. (Chico Enterprise Record)

- Local favorite Casey Stoner scored the victory Sunday in the Australian round of the Moto GP series, his fifth victory in the series this season. But Spaniard Jorge Lorenzo's runner-up finish for Team Yamaha was enough to give him an unbeatable margin in the season points championship. Yamaha rider Cal Crutchlow was third. Stoner, riding for Honda, took the lead from Lorenzo on the second lap, and held it to the end. Stoner's teammate, Dani Pedrosa, who had to score a victory to have any chance of besting Lorenzo for the championship, fell off o n the first lap while dicing for the lead. That effectively handed the title to his fellow Spaniard. (Motogp.com)

- The Toyota TS030 hybrid driven by Alex Wurz and Nicolas Lapierre took the victory Sunday in the Six Hours of Shanghai in China. But an Audi R18 e-tron quattro driven to third place by Andre Lotterer, Benoit Treluyer and Marcel Fassler scored enough points to clinch the World Endurance Championship season title. An Audi driven by Allan McNish and Tom Kristensen came in second. The Shanghai stop was the final round of the WEC circuit in 2012. It was Toyota's third victory of the year, and the winners finished nearly a minute ahead of the lead Audi. (WEC)

- Ron Capps won a dramatic showdown in the Funny Car final round against series points leader Jack Beckman on Sunday at the National Hot Rod Association event at Las Vegas Motor Speedway. The victory helped pull Capps to within 4 points of Beckman in the standings, with only one race remaining in 2012 . The veteran Capps, who has never won the championship, scored his fifth final round victory of the season with a run of 4.07 seconds and 315.12 m.p.h. in the quarter mile. In other categories, Bob Vandergriff Jr. was the winner in Top Fuel, Allen Johnson took Pro Stock and Eddie Krawiec came out on top in Pro Stock Motorcycle. Top Fuel points leader Antron Brown stayed atop the leader board, despite going out of the competition in the first round. Johnson maintained a comfortable advantage in the Pro Stock points, as did Karwiec in the drag bike class. (NHRA.com)



The Real Barrier to Tax Reform

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Bruce Bartlett held senior policy roles in the Reagan and George H.W. Bush administrations and served on the staffs of Representatives Jack Kemp and Ron Paul. He is the author of “The Benefit and the Burden: Tax Reform â€" Why We Need It and What It Will Take.”

Across the political spectrum, it is generally accepted that the basic goal of tax reform should be to broaden the tax base by eliminating tax preferences and lowering statutory tax rates. It is also believed that the principal barrier to such a reform is the resistance of special interests to the elimination of any particular preference that benefits them. But what if, to paraphrase Pogo, the special interest is us?

In all my years in Washington, I have never met anyone, even a professional lobbyist, who thought she was a special interest. That's always somebod y else, someone selfish whose interests are contrary to the national interest. Everyone always says, and may even believe, that whatever special deal they want or wish to preserve in the budget or the tax code is for the benefit of a broad segment of society or the economy.

At least insofar as tax expenditures are concerned, this is basically true. What follows are the top 10 special provisions of the tax code that reduce revenues, with the estimated annual revenue loss.

Office of Management and Budget

It's easy to make a case for each of these tax preferences. The exclusion for health insurance lowers the cost of it and encourages employers to provide it; deductibility of mo rtgage interest lowers the cost of owning a home; preferences for pensions help people save for retirement; lower tax rates on capital gains and accelerated depreciation encourage investment; the deduction for charitable contributions helps churches, hospitals and groups like the Salvation Army; the deduction for state and local taxes reduces the burden of such taxes; and the exclusion for interest on state and local government bonds reduces the cost of borrowing to build schools and roads.

The exclusion for imputed rent needs a little more explanation. If you live in your own home you are wearing two hats: landlord and renter. In effect, you are paying rent to yourself, which is a flow of income, conceptually, that is not taxed. To understand this, imagine that you trade houses with someone who has the same identical house; your mortgage is the same but now you are paying rent to each other. Nothing has changed except that the implicit rent has become explicit.

These and other tax expenditures enjoy wide support, and it is almost impossible to imagine them being abolished, even in return for lower statutory tax rates. For one thing, the value of these deductions and exclusions is capitalized into prices. It is commonly estimated that elimination of the mortgage interest deduction would lower home prices by about 15 percent. So if you are a homeowner, you would lose out even if your tax payments remained the same under a tax reform that eliminated the deductibility of mortgage interest.

Keep in mind also that the political forces supporting the status quo are very strong and already organizing to keep existing deductions and exclusions, and even expand them.

On Oct. 25, David Liniger, chairman of RE/MAX, one of the nation's largest real estate brokers, wrote an open letter to President Obama and Mitt Romney, insisting that the deduction for mortgage interest not be touched. Said Mr. Liniger:

One proposa l being considered that really shocks most of us in real estate is the elimination or reduction of the mortgage interest deduction. This is not simply a loophole for the wealthy. It has been a mainstay of the middle class for many years, and by promoting homeownership it promotes a strong economy. Over 75 percent of homeowners utilize the deduction over the time of their ownership. Even a gradual elimination gives pause to many potential homeowners. This is the wrong approach at the wrong time.

That same day, a coalition of charitable organizations sent letters to President Obama and Mr. Romney warning against any undermining of the deduction for charitable contributions. The letters are slightly different, but both said this:

The charitable deduction is different than other itemized deductions in that it encourages individuals to give away a portion of their income to those in need. It rewards a selfless act, and it encourages taxpayers to give more funds to charities than they would otherwise have given. Data suggests that for every dollar a donor gets in tax relief for his or her donation, the public typically receives three dollars of benefit. No other tax provision generates that kind of positive public impact.

Of course, if one receives a reward for the donation it's not entirely selfless. And for those donating appreciated property, which is often appraised at far above market prices, the charitable contributions deduction might even make them money.

That point aside, it's important to remember that the deduction for mortgage interest and charitable contributions are not as egalitarian as their promoters would have us believe. For starters, they are only available to those who have a positive income tax liability â€" that leaves out Mr. Romney's 47 percent â€" and only to those who itemize. Those using the standard deduction get no benefit, no matter how much they throw in the collection plate on Sunday. Those who own their homes without a mortgage, which includes many older people, save no taxes from the mortgage interest deduction.

Not surprisingly, the mortgage interest deduction is very popular. According to a New York Times/CBS News poll, 63 percent of people say they think it is very important, 30 percent think it is somewhat important, 3 percent think it is not very important and 2 percent say it is not important at all. President Obama and Mr. Romney have promised to protect the mortgage interest deduction.

The problem is that when you take one popular deduction off the table, that becomes the best possible argument for keeping the next most popular deduction or exclusion and so on.

Taking the top 10 off the table means taking more than 70 percent of the dollar value of all tax expenditures off the table, thus greatly limiting the potential for tax reform to lower rates.



Monday, October 29, 2012

Hybrids and Electric Vehicles Do Well in Reliability Survey

Hybrid vehicles, and those powered by electricity in one form or another, have good predicted reliability in the Consumer Reports 2012 Annual Auto Reliability Survey.

The survey predicts the reliability of 2013 models based on tracking of the reliability of vehicles up to 10 years old.

This year's analysis is based on data from 1.2 million 2003-12 model-year vehicles leased or owned by Consumer Reports subscribers.

Magazine editors noted that reliability is a high point this year for all hybrids but the Hyundai Sonata Hybrid. It was the only one that had a worse-than-average rating for predicted reliability.

The Toyota Prius, the Prius V (the larger hatchback Prius) and the new Prius Plug-in were all above average in predicted reliability.

The Chevrolet Volt, a plug-in hybrid, also has above-average predicted reliability.

The all-electric Nissan Leaf has above-average predicted reliability, and the editors said it was the Nissan model with the best predicted reliability.

“There's no rocket science to electric cars,” said Jake Fisher, director of automotive testing for Consumer Reports. “There were electric cars before there were gas-powered cars; it seems to be a reliable technology.”

And despite dire predictions about the longevity of nickel-metal hydride batteries and the high cost of replacing them in hybrid vehicles, there have been few problems.

“We've got Priuses out there with 200,000 miles on them and 12 years in service,” and if a battery has a problem, it is very inexpensive to fix, Mr. Fisher said.

“So the whole thing about the sky falling and the $10,000 battery hasn't happened,” he said.

The jury is still out, however, on the longevity of the new lithium-ion batteries that power the Leaf, Volt and Prius Plug-in, he said.

Subscribers can view the survey results at the Consumer Reports Web site. Nonsubscribers will be able to get access to a preview of the survey there. The complete survey will appear in the December issue of the magazine, which goes on sale Nov. 6.



Ford Continues Slide in Reliability Survey; Japanese Brands on Top

Ford has slid to the second from the last brand in the Consumer Reports 2012 Annual Auto Reliability Survey, as it continues to be dogged by problems with its new automatic transmission and the MyFord and MyLincoln Touch system.

The magazine announced the results of its analysis at the Automotive Press Association on Monday in Detroit.

Just two years ago the automaker was doing well, coming in 10th in the survey. Last year it fell to 20th. This year it comes in 27th out of 28 brands. Its luxury brand, Lincoln, was in 26th place. Jaguar was at the bottom â€" again.

Japanese automakers took the top seven spots. Scion was rated the highest for the second consecutive year, followed by Toyota, Lexus, Mazda, Subaru, Honda and Acura.

Notably, all the models produced by those brands earned a predicted reliability rating of average or better than average. In contrast, 60 percent of Ford brands and 50 percent of Lincoln brands were below average in predicted reliability and none was rated above average.

The survey data gathered is used to forecast the predicted reliability of 2013 models, by tracking the reliability of vehicles up to 10 years old.

This year's analysis is based on data from 1.2 million 2003-12 model vehicles leased or owned by Consumer Reports subscribers. Subscribers were asked whether, in the last year, they had a serious problem with their vehicle that required a visit to the dealer.

To determine predicted reliability, the magazine averages the overall reliability scores for the most recent three model years, if a model did not change in that period and was not redesigned for 2013. If it were, Consumer Reports may use one or two years of data.

Ford had done well two years ago because it had an older product line and had worked out the problems that come with introducing a new vehicle or significantly redesigning an existing one, Jake Fisher, director of aut omotive testing for Consumer Reports, said in a telephone interview.

“We find it with every manufacturer,” he said. “Sometimes there are bugs to begin with and they get a lot more reliable as time goes on. So out with the reliable, perfected cars, and in with new technologies, new platforms; that's why we are seeing such a huge change in their reliability.”

Mr. Fisher said that problems continue to show up on the survey with the MyFord and MyLincoln Touch information and entertainment system and Ford's 6-speed dual-clutch PowerShift transmission on the Fiesta and Focus, even though Ford has issued fixes for both problems.

“They've reprogrammed them,” he said, “but the fundamental problem is still there.”

Also hurting Ford's performance is that some of its most reliable models are not included in this year's survey because they have been redesigned as 2013 models. Therefore, Consumer Reports does not have sufficient data on them.

“The Ford Fusion, the Ford Escape and the Lincoln MKZ, all those vehicles were bringing up the average for Ford,” Mr. Fisher said. “Those were reliable vehicles. Taking them out of the mix is absolutely hurting the overall average.”

Mr. Fisher said he didn't know whether those vehicles will help or hurt Ford in next year's survey, but that the problems with the two technologies didn't bode well for the future, especially because MyFord Touch was being added to more vehicles.

Among the domestics, Cadillac was the top brand. It moved up 14 places this year to take 11th place. Other General Motors brands improved as well. Buick moved up three places to 21st place, Chevrolet moved up two places to 15th and GMC moved up 10 spots to 12th.

Although the Chrysler Group fared well last year, that is not the case in this year's analysis now that Consumer Reports has more data on redesigned models. Chrysler, Dodge and Jeep all fell in the ratings. The Dodge Cha rger has well-below-average reliability, for example. But the Fiat 500 has average reliability in its first year on sale here.

While Chrysler's redesigned and freshened vehicles perform much better dynamically on the Consumer Reports' test track, Mr. Fisher said, that doesn't enter into this survey.

When Ram became a separate brand last year, there was not enough data to include it in the survey. This year it is in 25th place based on two models. The Ram 1500 with the V-8 engine had average predicted reliability; the 2500 turbodiesel had much-worse-than-average predicted reliability.

“As you add equipment and complexity, that's where the troubles fall, and with the heavy duty trucks it's more features and more equipment,” Mr. Fisher said.

All of the German luxury brands improved in this year's survey. Audi was the most reliable European brand, moving up 18 spots from last year to eighth place.

Hybrid, plug-in and electric vehicles for the mo st part did well.

These vehicles scored the best and worst:

- The Toyota Prius C, a subcompact Prius, was the top rated car over all.
- The Cadillac CTS coupe was the most reliable domestic car.
- The Ford Explorer with the V-6 engine and 4-wheel drive scored the worst.

The survey results can be viewed by subscribers at the Consumer Reports Web site. Nonsubscribers will be able to access a preview of the survey there. The complete survey appears in the December issue of the magazine, which goes on sale Nov. 6.



Bernard Out as IndyCar Chief Executive

Randy Bernard's tumultuous three-season tenure as IndyCar's chief executive came to a premature end on Sunday.

Bernard had signed a five-year contract before the 2010 season to head the troubled series of races, of which the Indianapolis 500 is the crown jewel. In an extraordinary meeting on Sunday, the board of directors of the Indianapolis Motor Speedway â€" IndyCar's parent company â€" voted to make Bernard's departure official.

Left unclear was the basis upon which Bernard stepped down; he is remaining as a consultant for an unspecified period of time. Jeff Belskus, the Indianapolis Motor Speedway's chief executive, was appointed to head the organization on an interim basis, while a permanent successor is found.

No reason was given for the rift. The interests of car owners have often been at odds with those of series organizers, officials, track owners, drivers and fans. Leadership of the series has been something of a revolving door since 1979, when a group of owners broke away from the United States Auto Club sanctioning body's control.

Bernard tried a major overhaul: new cars and engines, new policies, new racing formats, new venues and new promotions around IndyCar races. He was thwarted somewhat in his efforts by a confusing national television contract, split between networks, that he inherited; ratings have been a disappointment.

A huge setback was a horrific crash on national television at the 2011 season finale in Las Vegas that killed the two-time Indy 500 champion Dan Wheldon. Bernard was criticized for his handling of the situation, and his role in creating a promotion in which Wheldon was involved to start from the back of the pack and race his way to the front for a $5 million bonus. Wheldon was killed as he was picking his way through slower cars, with less experienced drivers, who had crashed in front of him.

The 2012 season was beset with problems, even as fans generally applauded the q uality of the racing. A race in Detroit had to be stopped because of track deterioration and a planned race in China was canceled on short notice after organizers said it conflicted with a local beer festival.

The tug of war behind the scenes was hinted at in June, when Bernard said in a Twitter message that some IndyCar team owners were out to get him.



The End of Men, Revisited

Nancy Folbre, economist at the University of Massachusetts, Amherst.

Nancy Folbre is an economics professor at the University of Massachusetts, Amherst. She recently edited and contributed to “For Love and Money: Care Provision in the United States.”

The title of Hanna Rosin's new book, “The End of Men,” now serves as shorthand for a slightly less apocalyptic event: the end of male economic advantage.

Ms. Rosin and others, including Liza Mundy, author of “The Richer Sex,” assert that this end is nigh. Those who disagree, like me, challenge many of their quantitative claims. We can now point to a new report from the American Association of University Women that exemplifies a better statistical methodology for analysis of the gender pay gap. It show s that young women still earn significantly less than equally qualified men.

The men-in-decline issue can't be reduced to numbers, but in a comprehensive critique in The New York Times, Stephanie Coontz highlights misleading inferences drawn from a marketing-firm study of several metropolitan areas showing that never-married childless women in their 20s out-earn men in the same category.

Much news coverage of this widely headlined study failed to note that the women and men being compared had very different characteristics. Metropolitan areas tend to attract white and well-educated women along with Hispanic and poorly educated men.

As a result, this comparison is misleading.

Driving this point home, Ms. Coontz drew on research by Philip Cohen, a University of Maryland sociologist, whose blog posts on the topic unfold like chapters in a murder mystery solved by forensic statistics. He shows that median earnings for m en and women in what he terms “this odd, unrepresentative slice of the population” have been basically equal since at least 1990. He asserts serious interpretive mistakes in an opinion column in The New York Times and a cover story in Time. He also takes a hilariously skeptical look at the Alabama “matriarchy” featured in Ms. Rosin's book.

The most important substantive point is that comparisons of young men and women who are unmarried and childless don't tell us much about the dynamics of earnings inequalities related to the intersection between a traditional family division of labor and a modern market economy.

Taking care of family members is more than a lifestyle choice. It's a commitment that imposes particularly high costs on caregivers in the United States, especially mothers, partly because we don't offer much public assistance in the form of paid family leave or early childhood education.

Still, it is useful to compare the earnings of young women and men at an early stage of paid employment, before most have made such commitments.

In this context, the new American Association of University Women study, “Graduating to a Pay Gap,” stands out as an example of state-of-the art statistical analysis. It focuses on young men and women with college degrees, working full time, one year after graduation, taking into account differences in college majors, grade point average, hours of work, occupations and tendency to work in the nonprofit sector. The results reveal a male pay advantage of about seven percentage points that can't be explained away. That is, the men earn $100 for every $93 the young women earn.

That advantage may well be the result of conscious or unconscious discrimination against women, more directly documented by experimental studies that submit résumés to potential employers identical in every respect except gender.

The study also shows that, on average, the female college grad uates in the sample earn only about 82 percent of what the male college graduates earn, largely because they chose different college majors or decided to work for nonprofit organizations.

As the study notes, women might make different choices if they knew just how costly their preferences turn out to be. One serious consequence is that young women devote a larger share of their earnings to repayment of their college loans, even though they borrowed about the same amount.

In 2009, 47 percent of women and 39 percent of men working full time and repaying college loans one year after graduation were paying more than 8 percent of their earnings toward student loan debt - a threshold widely considered an indicator of economic stress.

In sum, while young women are more likely than young men to graduate from college, their diplomas don't generate equally rich rewards.

The American Association of University Women has a long and venerable history of setting th e record straight. A research report it published in 1885 challenged the contention that higher education would harm women's ovaries.

There was apparently fear that it would lead to the end of men.



At SEMA, Toyota Avalon Tries Hanging With the Cool Kids

2013 Toyota Dub Avalon.Toyota Motor Sales 2013 Toyota Dub Avalon.

LAS VEGAS - The full-size Avalon sedan, often damned with faint praise as Toyota's Buick, is aiming for a different image, if not a different demographic, with a complete redesign for the 2013 model year. In an effort to give the Avalon a charisma transplant, Toyota is dressing it up in various new guises for this year's Specialty Equipment Market Association Show.

At SEMA, which opens a four-day run here on Tuesday, the cross-dressing Avalon will appear as a supercharged performance machine, a super-fly urban cruiser and as a highly strung hybrid. The concepts are the brainchild of Toyota's nascent Engagement Marketing department.

Dub Magazine, which had a fiel d day taking the last-generation Chrysler 300 to such exaggerated extremes, has turned its high-wattage attentions to the Avalon, and with somewhat predictable results: Matte-black 22-inch custom wheels on low-profile Pirelli tires, a slammed suspension, lower-body aero kit, tinted windows, blacked-out chrome, custom suede seats and a thundering sound system.

Sorry, duffers, there's no longer space for your clubs. Three subwoofers and an array of amplifiers completely take over the trunk.

“Dub has proven here that the new Avalon makes a sharp urban ride,” Keith Dahl, Toyota's Engagement Marketing and Motorsports National manager, said in a press release. “Their modifications give it an aggressive, yet classy look that might have been unexpected in the previous generation.”

Unexpected might be an understatement; previous Avalons were, at most, customized with gold Toyota logos and lettering.

< img src="http://graphics8.nytimes.com/images/2012/10/26/automobiles/wheels-trd/wheels-trd-blog480.jpg" id="100000001868600" width="480" height="320" alt="2013 Toyota Avalon T.R.D. Edition." />Toyota Motor Sales 2013 Toyota Avalon T.R.D. Edition.

Toyota Racing Development, or T.R.D., the company's in-house racing department, also takes a whack at the Avalon's stodginess with the addition of a supercharger that significantly boosts the output of the stock 268-horsepower, 3.5-liter V-6 engine.

Shorter springs and tighter suspension settings help lower the car's body by about an inch, 19-inch wheels and Michelin Pilot Super Sport tires improve grip and a T.R.D. Big Brake kit enhances stopping power. T.R.D. applied a two-tone paint scheme, a matching grille, custom lighting and twin exhausts. Inside, there's leather, more leather and for good measure, a bit more leather.

The new Avalon Hybrid also is not exempt from the new dress code. In addition to suspension tuning and lowering, the Avalon HV concept wears custom blue-tint accents inside and outside the car, fancy exterior lighting upgrades, and silver-blue leather seating and trim accents on the dash, with lighting to match.

It is not clear whether any of the modifications would do anything to improve the Avalon Hybrid's combined fuel-economy rating of 40 miles per gallon.

Both the HV and T.R.D. versions also receive a 15-speaker JBL sound system, with dual trunk-mounted amps.

“The new Avalon is an attractive target for performance enhancement,” Mr. Dahl said. “Tuners always want to get their hands on a great new design with strong enthusiast appeal.”



Saturday, October 27, 2012

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Friday, October 26, 2012

In an Autonomously Driven Future, Whither Automotive Reviews?

PRNewsFoto/Volkswagen of America “Junior,” based on a Volkswagen Passat wagon, one of six robotic vehicles to finish the 2007 Darpa Urban Challenge.

As Henry Fountain writes in this Sunday's Automobiles section, the era of the autonomous vehicle may be nigh. A pursuit long derided by skeptics as an after-school science-club experiment has evolved into a potentially transformative force in the automotive industry. He writes:

With all the research efforts, there is a growing consensus among transportation experts that self-driving cars are coming, sooner than later, and that the potential benefits - in crashes, deaths and injuries avoided, and in roads used more efficiently, to name a few - are enormous. Already, Florida, Nevada and California have made self-driving cars legal for testing purposes, giving each car, in effect, its own driver's license.

Reading Mr. Fountain's report, we at Wheels were struck by the potential ramifications of an autonomously driven future, not just for manufacturers and transportation infrastructure but for the car-review beat as well.

Would car hacks be forced to trade their driving gloves for a pair of bifocals for parsing binary code produced by the vehicle's mainframe?

Would brake feel be a calculation determined by a sensor, not a Nike?

And could the mud-flaps news beat absorb the resulting flood of refugees from automotive media?

In the comments below, tell us what other ramifications we might expect if the passenger car became but another automated appliance in our lives.



In an Entrenched Car Culture, Painting a Bolder Face on Mass Transit

A billboard designed by Michael Lejeune's creative team.Los Angeles County Metropolitan Transportation Authority A billboard designed by Michael Lejeune's creative team.

LOS ANGELES - “Make metro cool.” That was Michael Lejeune's task 10 years ago when he was hired as the first creative director of the Los Angeles County Metropolitan Transportation Authority.

The brief was difficult, given this city's deeply rooted car culture, but Mr. Lejeune, a native of Los Angeles, said he relished the task of making over the image of the third-largest mass-transit system in the United States.

“Public transportation was in the blind spot in Los Angeles because we're such a car-centric place,” Mr. Lejeune said in an inte rview on Thursday at the Hammer Museum of the University of California, Los Angeles,  before delivering a lecture titled “Michael Lejeune: A Cooler Ride.”

“Unless you had to take public transportation, the majority of people thought that's not for me,” he said.

With support from 20 internal writers, photographers and other creative hires, Mr. Lejeune, 49, began chipping away at the blind spot he perceived. One of his team's early efforts was to shift how people spoke about the M.T.A. “The Metropolitan Transportation Authority. Authority? How friendly is that?” he quipped during the lecture. He ditched the verbiage in favor of a new tagline: “Metropolitan Transit Authority? Oh, please. Just say Go Metro.”

He said he was still in disbelief that the slogan had been approved, and that a tongue-in-cheek tag, “Plan your next trip, man,” in which two flower children mugged from the same poster, had found its way into the cityscape.

Another creation by Mr. Lejeune's team.Los Angeles County Metropolitan Transportation Authority Another creation by Mr. Lejeune's team.

Playful slogans are one thing; getting commuters to use the city's rails and buses more often is another, and Mr. Lejeune claimed that the makeover had been effective.

“After 18 months of advertising (the period after our new campaigns and increased exposure broke, nine years ago), discretionary ridership rose 8 percent,” Mr. Lejeune wrote in a follow-up e-mail. “At the time, that was double the national average increase. And we had not significantly added or changed our service over that period, so we do see the correlation between messaging and an increase in choice ridership,” he added. The mayor's office, meanwhile, has noted that rail ridership has increased 38 percent since 2005.

At the Hammer, Mr. Lejeune discussed how the M.T.A. was using geographically focused advertising, which was intended to put a more neighborly than institutional face on the system. An ad in the Crenshaw section of Los Angeles reads, “Crenshaw just got Rapid. Metro Rapid. Fast. Frequent. Fabulous.” The creative team also participates in the annual West Hollywood Pride Parade, walking behind a banner that reads “Ride With Pride.”

Mr. Lejeune and company are also responsible for the M.T.A.'s billboards, mobile applications, public arts program, television commercials, merchandising and even the office security badges.

The team has taken advantage of the M.T.A.'s internal paint shop to recast rapid buses in red and locals in orange - or California Poppy, according to the authority's literature - a welcome change f rom their dour white past.

Among the group's greatest challenges is to ensure that Angelenos do not give up on the transit system after the approval of a $40 billion, 30-year transportation package in 2008. As part of the revitalization efforts, Los Angeles County is scheduled to build new carpool lanes, an extension of the Exposition Light Rail Line to Santa Monica - expected to open in 2015 - and new bike lanes. To keep ridership high, the M.T.A. has begun a campaign with the tagline “In the Works,” detailing the planned improvements.

Lest Mr. Lejeune be accused of not patronizing the system he promotes, he talked about his 35-minute commute on the Gold Line. “I read and I pay bills and I work and I talk to people,” Mr. Lejeune said. “I used to drive two hours a day, so this job is karma for me.”

Los Angeles County Metropolitan Transportation Authority


Reviewing the Aprilia Tuono V4 and Ducati 1199 Panigale

Aprilia Tuono V4 R.Piaggio Group Aprilia Tuono V4 R.

In Sunday's Automobiles section, Norman Mayersohn reviews the Aprilia Tuono V4 and Ducati 1199 Panigale: two Italian sportbikes priced from roughly $15,000 to $25,000 that take different paths to making MotoGP-level riding dynamics accessible to mere mortals.

Ducati 1199 Panigale S.Ducati Motor Ducati 1199 Panigale S.

Of the Ducati, Mr. Mayersohn writes that the superbike is not a turnkey proposition, where everythin g is intuitive and reassuring. But when rider and machine reach a détente, the results are memorable:

“On a longer Sunday ride in the hilly farm country of western New Jersey, the Panigale and I could not come to terms. The engine always felt as if it wanted a lower gear; I did not find a rhythm, even on roads I know well.

“The next time out - a Monday, with far less traffic - it all clicked. I held the lower gears, revved the engine higher and pushed harder; the Ducati and I quit fighting. Its stability and precision, even when pushed hard, inspired confidence. The clutch pull is light, and the brakes, as staggeringly powerful as the engine's urge, added to the feel of the Ducati's sky-high limits.”

The Aprilia is quick, if not as brutally so as the Panigale, but Mr. Mayersohn identifies faults that are not so easy to reconcile as his quibbles with the Ducati are:

“Neutral is annoyingly hard to find, especially if you're already at a stop, a nd in one long energetic tear over back roads, the transmission developed a lurch on gearshifts that felt like a protest from the slipper clutch. In calmer riding conditions, I never felt that problem.”

Read the entire review, check out the slide show and share your thoughts on the Ducati 1199 Panigale and Aprilia Tuono V4 in the comments.



Wheelies: The Truthiness Edition

A Jeep Liberty undergoing assembly in February at Chrysler's plant in Belvidere, Ill.Scott Olson/Getty Images A Jeep Liberty undergoing assembly in February at Chrysler's plant in Belvidere, Ill.

In which we bring you motoring news from around the Web:

- In response to reports that it would shift production of Jeep vehicles to China from North America, Chrysler published a blog post on Thursday denying the claim. “Let's set the record straight: Jeep has no intention of shifting production of its Jeep models out of North America to China,” Gualberto Ranieri, senior vice president of corporate communications for Chrysler, wrote. An erroneous interpretation of a recent report by Bloomberg, in which Chrysler executives discussed t he possibility of producing the entire portfolio of Jeep vehicles in China, led to the false reports, Mr. Ranieri said.

The Detroit Free Press noted that the faulty interpretation was echoed by the Republican presidential candidate Mitt Romney on Thursday, during a campaign stop in Defiance, Ohio. (Chrysler)

- Though not as robust as the standalone incubator created by BMW iVentures, Toyota's Scion division has announced the creation of a young-entrepreneur mentoring contest, in which 10 entrants from ages 18 to 35 would win $10,000, a Scion model of their choice and a “personal business mentor” to help realize their professional project. The contest is being publicized through television and social media campaigns. (Scion)

- Neiman Marcus said in a news release it sold out its run of 12 special-edition McLaren 12C Spiders, featured in the retailer's 2012 Christmas catalog, in under two hours. The roadsters, which went on sale on Wednesday, were priced at $354,000, roughly $85,000 more than a comparably equipped 12C Spider. (Neiman Marcus)

- In an expression of solidarity with two Italian marines imprisoned in India after being accused of killing two local fishermen, the Ferrari Formula One factory team displayed the Italian naval flag on its cars during practice on Friday, ahead of Sunday's Indian Grand Prix, outside Delhi. The marines claimed they mistook the fishermen for pirates. Ferrari's gesture has been roundly criticized by the Indian media. (IHT Rendezvous Formula One blog)



Ford Taurus Is Investigated for Sticky Throttles, and BMW 7 Series Is Recalled for Faulty Doors

2001 Ford Taurus.Ford Motor 2001 Ford Taurus.

The National Highway Traffic Safety Administration is investigating whether about 310,000 Ford Taurus and Mercury Sable models from the 2000-3 model years should be recalled because the vehicles' throttles might stick, according to a report (PDF) posted on Friday to the agency's Web site.

BMW, meanwhile, announced a recall of nearly 7,500 of its 7 Series sedans from the 2005-7 model years because doors - though appearing to be closed - may unexpectedly open. The automaker conducted a recall for this problem in Japan in 2007.

Earlier this year, BMW agreed to pay a $3 million fine to N.H.T.S.A. for not promptly carrying out recalls in 2010. The automaker, however, did not ad mit wrongdoing.

The agency said its investigation of the Tauruses was prompted by 50 complaints from owners about unintended acceleration involving the 3-liter, 4-valve Duratec V-6 engine, but not the 2-valve version, which uses a different design.

There were no reports of accidents.

The agency said it suspected a fractured speed-control cable collar could result “in throttles stuck at approximately 26 percent open.”

One owner noted that the car continued to accelerate after he took his foot off of the gas pedal. “On topping the hill we were traveling over 70 miles per hour,” he wrote. The speed was alleviated by shifting into neutral and stopping on level ground.

“On restart the engine immediately revved to over 6,000 r.p.m. and a transaxle warning icon appeared,” the owner added.

He said a mechanic “knew the problem immediately. Broken plastic tabs had allowed the cruise control cable sh eath to slip out of the throttle connector.” The mechanic concluded the throttle was held open.

2005 BMW 7 Series.BMW Group 2005 BMW 7 Series.

BMW said (PDF) it would recall 7 Series sedans with either the Comfort Access or Soft Close Automatic options.

The automaker said “software functionality and the geometric design of the control cam” may prevent the door from latching and “an external influence, such as an irregular road surface or an inadvertent interior contact with the door, could lead to an unexpected opening.”

In its report, BMW said the Japanese safety agency asked about two claims of unintentional door openings in 2007, and the automaker “concluded that the issue was not safety related.” Instead, BMW decided to update the software on models sold in Japan.

The agency, however, insisted this was not adequate, and BMW agreed to a recall.

Early in 2008, BMW introduced that same software change in the United States, which, combined with the action in Japan, prompted a query from N.H.T.S.A. BMW said in its recall filing this month that it did not receive any record of owner complaints from N.H.T.S.A. until August 2012, when the agency presented the automaker with nine complaints saying the doors unexpectedly opened.

That led to BMW's decision to conduct the recall, even though the automaker said it routinely upgraded the software when those vehicles came in for service. BMW said 70 to 80 percent of affected vehicles were already fixed and that it was not aware of any accidents or injuries related to the problem.

BMW described the recall as voluntary, but once an automaker is aware of a safety problem it must inform the agency within five bu siness days of its plan for a recall or face a civil penalty.



If Primary-Care Doctors Were Taxed Like Hedge-Fund Managers

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Uwe E. Reinhardt is an economics professor at Princeton. He has some financial interests in the health care field.

“Advancing Primary Care” was the sole focus of the latest report by the Council on Graduate Medical Education, whose mandate is to assess the current and future health work-force situation and make recommendations to the federal government. The problem has long been how to get this done.

To entice a higher than the current fraction of medical-school graduates into primary-care practice requires a solid understanding what factors influence the choice of a medical specialty as a career.

Among the nonpecuniary factors that have been identified are the medical students' personal characteristics, their socioeconomic background, whether they grew up in rural or urban settings, the professional prestige that faculty advisers and society at large appear to accord different specialties and, of increasing importance in recent years, the life styles that different specialties imply â€" that is, the leisure time available for family and personal control over work hours.

It is difficult, perhaps even impossible, to manipulate these nonpecuniary factors significantly through public policy. Much easier to manipulate are the purely economic prospects implied by the choice of a specialty â€" that is, the rate of return on their investment in medical education that medical students can expect from practice in different specialties. Along with prospective life style, that economic dimension of specialty choice has been found to be influential.

In an earlier post, I described the “human capital” approach to occupational choice, replete with graphic illustrations of the model. In that model both a student's investment in the choice of a par ticular profession and the financial returns from that choice are calculated as differential flows against a baseline net-income stream that could be expected by the student from an alternative career that began with only a bachelor's degree.

Thus, the total amount of money invested in becoming a particular medical specialist has two components: (1) the income forgone by training to become a physician in a given specialty, that is, the income that would have been earned during the years of the physician's education and training in the baseline occupation, and (2) additional cash outlays for tuition and other fees. The investment does not include the cost of housing and food, because they would have been incurred in any case.

Similarly, the return stream to this investment is the expected income stream the physician can expect from practicing in the chosen medical specialty minus the income stream that would have been earned in those practice years in the alternat ive baseline occupation.

Public policy can try to influence the choice of medical specialties through the economics of that choice either by reducing the cost of investing to enter that specialty or enhancing the future income stream from practice in that specialty, or by doing both.

Either or both would increase the rate of return the physician earns on the sizable investment in becoming a medical practitioner.

For students signaling an intention to practice in primary care, public policy could lower the cost of investing in such a career by reducing or even eliminating tuition and fees for attending medical school, as some policy analysts have proposed. I criticized that idea in an earlier post, because taxpayers might end up subsidizing some medical students who ultimately decide not to specialize in primary care after all.

A more effective method of lowering the cost of investing in a primary-care career is to charge all medical students full tui tion and to lend students the funds for it at reasonable interest rates â€" and then to forgive sizable fractions of the student's accumulated debt for each year of full-time practice in a designated primary-care specialty (or in a geographic location) thought to experience a shortage.

Several programs of this nature already exist, most prominent among them the Loan Repayment program of the National Health Service Corps, which was established by Congress in 1972. The program, which so far has been kept relatively small by Congress, could be vastly enlarged to address the entire primary-care shortage head on.

The income stream earned by practicing in a medical specialty could be enhanced in one of two ways.

First, the fees paid for primary-care services or the salaries paid primary-care physicians could be significantly increased to the point that current and future medical graduates would be aware of them. In principle, this seems easy; in practice, it has proven much harder, for reasons whose exploration warrants a post in their own right.

If raising primary-care fees or salaries turns out to be too difficult, an easier alternative might be to enhance the future income stream of primary-care physicians through the federal income-tax code by taxing the practice income of full-time primary-care physicians at the same low rate now accorded the managers of private-equity and hedge funds on certain portions of their income.

The managers of private-equity and hedge-funds are typically paid a performance bonus called carried interest by other investors in the funds. The bonus is earned if the funds under management yield a return above a certain minimum level (e.g., full preservation of invested capital plus 8 percent).

Although carried interest is not a long-term capital gain on the fund managers' own investment in the funds they manage, carried interest is taxed at the low capital-gains rate (currently 15 percen t), rather than the ordinary-income tax rate (currently 35 percent plus payroll taxes) that would apply to similar performance-based bonuses in other industries (e.g., sales commissions), cash bonuses paid executives for performance or to, say, the income earned by physicians.

While economists, including Gregory Mankiw of Harvard, can be found valiantly trying to defend this practice (though Professor Mankiw sometimes seems to support the opposite view), probably most others, including myself and my fellow Economix blogger Bruce Bartlett, take the opposite view.

As long as this tax preference accorded private-equity and hedge-fund managers remains on the books â€" presumably because they are deemed precious and important to our country â€" why doesn't Congress treat full-time primary-care physicians as equally precious and important? That would show we really are serious about an acute shortage of primary-care physicians.



Thursday, October 25, 2012

Ahead of SEMA Show, Mopar Looms Large

Fiat 500 Beach Cruiser, one of the Mopar vehicles scheduled to be shown at SEMA.Chrysler Group Fiat 500 Beach Cruiser, one of the Mopar vehicles scheduled to be shown at SEMA.

The primary intention of the annual Specialty Equipment Market Association trade show in Las Vegas, scheduled from Tuesday to Nov. 2, has always been to showcase aftermarket accessories developed for the automotive industry. But as car manufacturers have become more invested in how its vehicles are customized, the SEMA Show has developed into an important forum, much like a traditional auto show, for demonstrating the personalization possibilities of a brand's rides.

Lest their efforts be swallowed in the commotion of a trade show covering one million square feet of exhibition space, a number of automakers have previewed their offerings in recent weeks. Mopar, the parts and accessories division serving Chrysler, Dodge, Jeep, SRT, Ram and Fiat, introduced perhaps the largest factory-backed assortment of vehicles.

Though the Jeep Wrangler is often called the most customized vehicle on the market - a whole industry of aftermarket parts suppliers has sprung up to serve it - Jeep has not traditionally done much with it. So SEMA represents a coming-out party of sorts for Mopar's increased emphasis on Jeep parts.

The Cherokee Half and Half concept is a striking demonstration of the difference that in-house customization can make. The car has a zipper graphic down the middle, so one-half of the vehicle is stock, the other half is fully Mopar-ized.

The Jeep Wrangler Sand Trooper showcases a 375-horsepower conversion kit for Chrysler's venerable 5.7-liter Hemi V-8 engine. There's als o a five-inch lift kit, which includes suspension and axle mods; 42-inch mud-bogger tires; a full underbody skid plate, winch, rock rails and auxiliary storage compartments.

Every accessory on these cars, including the Wrangler's half doors, is available from Mopar.

The Dodge Charger Juiced is the brand's rear-drive sedan rendered street-legal hot rod, with a 650-horsepower V-10 crate engine stuffed in it. The exterior gets assorted graphics and accents for the Copperhead paint scheme.

Dodge said when the 2013 Dodge Dart went into production, there were already more than 150 Mopar parts and accessories available for the compact sedan. The busy-looking Dart Carbon Fire concept apparently has all 150 of them bolted on.

The new 2013 SRT Viper arrives from the factory built at the edge of road-car performance, but a race-inspired custom yellow paint job amplifies its already considerable bad-boy image. Carbon fiber is used for accents, inside and out. The distinguishing attribute of the interior is a sort of bumblebee color scheme. Racing seats, with six-point safety harnesses, are sure to remind the boulevard poseur that it is always better to look good than feel good.

Other highlights among the 24 different Moparized vehicles scheduled to be displayed include the Chrysler 300 Luxury concept, with subtle touches intended to remind attendees that the recently redesigned 300 has gone through rehab successfully and is now a recovering urban gangster.

The Urban Ram, meanwhile, may attract the disenfranchised 300 customizer, with an appearance and handling-enhancement package that the company said would amp up the truck's “intimidation factor.”

A playful take on the West Coast car-customizer vibe, the Fiat 500 Beach Cruiser has an entertaining surf motif. The charcoal-gray, matte-finish 500 features a body widened by a foot both front and rear, with old-school fender flares that cover aluminum Mopar prototy pe wheels. Red paint brightens the rims, as well as satin and brushed center caps that impart a clean look while hiding the lug nuts.

The exterior metal work receives a satin, brushed finish on the door handles, mirrors and Mopar fascia accents, including the front chin spoiler and Mopar roof-rack surfboard carrier. Headlamps are tinted, and cues from vintage hot-rod culture are found on the prototype Mopar hood and rear deck lid, which include louvers that are functional and aesthetically appealing. Teak woodwork on the slats of the roof rack, which carries a custom surfboard painted to match the body, round out the Vegas-bound supermini's C.V.

“The SEMA Show is the perfect place for us to showcase our vast portfolio of proven, quality-tested Mopar performance parts and accessories,” Pietro Gorlier, president and chief executive of Mopar, said in a media statement. “We hope that showgoers look at each of these vehicles and get inspired to customize and acc essorize their rides.”



Prospects for R8 E-tron Darken, as Audi Shifts Focus to Plug-in Hybrids

Audi R8 E-tron prototype, in July at the Nürburgring Nordschleife.Audi of America Audi R8 E-tron prototype, in July at the Nürburgring Nordschleife.

The Audi R8 E-tron, a purely electric version of Audi's sinuous, midengine flagship GT, was scheduled to go on sale at the end of the year. The car's march toward the dealership, however, appears anything but assured.

According to a report by Car and Driver this week, spiraling battery costs and limited driving range were conspiring to delay the R8 E-tron, or stop the program entirely. But Brad Stertz, corporate communications manager for Audi of America, said the program had in fact not been derailed, though the R8 E-tron remained more of a road-based laboratory than a prototype about to enter production.

“All along, Ingolstadt has been saying there would be a limited production run at first,” Mr. Stertz said in a telephone interview on Thursday, referring to the corporate base of Audi AG. In a follow-up e-mail, he wrote, “The plan for the R8 E-tron is for the production of 10 in an initial series run, which will continue to serve as a technology platform.” Those 10 vehicles would be “strictly for internal use,” he said.

Though he would not commit to a timetable, Mr. Stertz said Audi would eventually “consider the circumstances surrounding the feasibility of subsequent builds.” He declined to address explicitly the prospects of the R8 E-tron's making its date with dealers by the end of this year.

The R8 E-tron has been several years in the making for Audi, which unveiled the car in concept form during the 2009 Frankfurt motor show. The automaker recently ran an R8 E-tron prototyp e at the 12.9-mile Nürburgring racetrack in Germany, where it set what Audi claimed was a lap record for an electric-powered, production-intent vehicle, with a time of 8 minutes 9 seconds.

The prototype that ran the Nürburgring, which was mechanically identical to the eventual production car, Audi said, was equipped with a lithium-ion battery pack with 49 kilowatt-hours of capacity. The rear-drive coupe accelerates from zero to 62 miles per hour in 4.6 seconds, Audi claims.

Range for the prototype is estimated at 134 miles, slightly better than many E.V.'s, although relatively high energy capacity helps in that regard; a Nissan Leaf makes do with roughly half the battery capacity. The range is also slightly lower than that of the Mercedes-Benz SLS AMG Electric Drive prototype, estimated by Mercedes at 155 miles. That car, unveiled at the Paris motor show last month, is listed at 416,500 euros in Germany, roughly $540,000, a premium of more than $300,000 over th e standard gasoline-powered model sold in America.

The introduction of another R8-based E.V. project, the F12, is intended to run “in parallel” with the E-tron program, Mr. Stertz said. Unlike the R8 E-tron, the F12 has all-wheel drive and electric motors positioned at the front and rear axles. The car's lithium-ion battery pack is also divided into two separate parts, for better packaging and weight distribution.

Development of the F12 was financed with help from the German government and was a collaborative effort of Audi, Bosch and the RWTH Aachen University. Audi said the powertrain, though still under development, was adaptable to a wide range of vehicles, including city cars and S.U.V.'s.

Audi's hesitation about selling a purely electric vehicle is nothing new.

“Ingolstadt is continuing to move forward on plug-in hybrid E-tron models for volume production,” Mr. Stertz said. This conforms with recent statements by Audi executives that cha mpion plug-in hybrid powertrain vehicles over purely electric ones.

In an interview with Wheels in June, Jeff Curry, director of e-mobility and sustainability strategy at Audi of America, called plug-in hybrids “the best of both worlds,” thanks to their combination of an electric-drive mode and overall range comparable to a normal gasoline- or diesel-powered vehicle.

Audi intends to introduce a plug-in hybrid variant of its new A3 model, set to be sold as a sedan in the United States, by 2014. The larger A4 sedan and full-size Q7 crossover are also expected to receive plug-in treatments within the next two to three years.



In a Crash-Safety Campaign, a Collision of Humanity

The piece used in the print campaign, fashioned entirely from human models.Motor Accident Commission of South Australia The piece used in the print campaign, fashioned entirely from human models.

Using 17 men and women as her medium, an Australian artist has simulated the effect of a low-speed car crash through a tangle of contorted bodies.

The Motor Accident Commission of South Australia commissioned Emma Hack to produce the piece, called “Body Crash,” as part of a broader campaign to curb low-level speeding in the region. Clemenger BBDO, an Australia-based advertising agency, provided Ms. Hack with a visual reference to an unidentified sedan.

“It had to be slightly nondescript as it was portrayed crashed,” Ms. Hack wrote to Wheels in an e-mail. The artist selected athletes, bodybuilders and members of acrobatics teams to fulfill the technical requirements. “They are used to holding weight and their fatigue level would be higher,” she said.

The subjects also had up to five layers of makeup-based paint applied to their bodies.

“As far as I can see it actually hasn't been done before, this whole 3-D element of having people stacked on top of each other,” Ms. Hack said in a video about the project.

At the outset, Ms. Hack executed a sketch of the car to determine the number of people that would be required, as well as the approximate placement of the bodies. “The side mirror would be a head and the tires would be people rolled up,” she said. “Once I started sketching those people on the drawing, everything sort of piled up and made sense.”

The photo shoot lasted 18 hours.

Ms. Hack, based in Adelaide, specializes in skin illustration, but this was her first effort at transforming subjects into a static vehicle. “My artwork features more nature-based subjects,” she said. “The magnitude and cost of production would make it difficult for me to do this as a regular thing, but you never know what is around the corner.”

Ironically, Ms. Hack's name may become more recognized for the Accident Commission piece than for a project that has garnered more than 330 million views on YouTube. She painted Gotye, the Australian pop musician, and Kimbra, the New Zealand vocalist, for the music video for Gotye's single “Somebody That I Used to Know.”

Ms. Hack's artwork can be viewed in a group exhibition at the Rebecca Hossack Gallery in New York through Nov. 2.



The Dark Side of Bipartisanship

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Simon Johnson is the Ronald A. Kurtz Professor of Entrepreneurship at the M.I.T. Sloan School of Management and co-author of “White House Burning: The Founding Fathers, Our National Debt, and Why It Matters to You.”

In Washington today, “bipartisan” is a loaded term. The traditional usage of bipartisan refers to an agreement across the usual political divide - sometimes a good idea and in many cases the only way to get things done. But a darker meaning applies all too frequently - to a group in which the members, irrespective of party affiliation, are very close to special interests and work to advance an agenda that helps a few powerful people while hurting the rest of us.

Financial deregulation in the 1980s and 1990s was pushed by both Democrats and Republicans. It reached its apogee when Alan Greenspan, a Republi can, was chairman of the Federal Reserve and Robert Rubin, a Democrat, was Treasury secretary. Bill Clinton was president; Newt Gingrich was speaker of the House.

This is probably why President Obama and Mitt Romney shied away this fall from the issue of who was responsible for the financial crisis that brought us the deep recession and slow recovery of the last five years. Both political parties share culpability for allowing parts of the financial sector to take excessive risk while financing themselves with a great deal of debt and relatively little equity.

In this context, the new Financial Regulatory Reform Initiative of the Bipartisan Policy Center seems eerily familiar. The introductory white paper published last week reads like a sophisticated manifesto preparing us for another round of deregulation.

We have come a long way since the 1990s -and most of it has been downhill. No reasonable person can now espouse the kind of views that Mr. Greenspan repeatedly laid out during his libertarian push to allow banks to become as big and as dangerous as they wished. (In our book “13 Bankers,” James Kwak and I go through the historical record of deregulation - and Mr. Greenspan emerges as a central character.) Mr. Greenspan's bipartisan notion - that any financial-sector mess can be cleaned up easily and cheaply - is now completely exploded.

Still, the new initiative, underwritten by the Heising-Simons Foundation, seems likely for three reasons to push strongly for the rollback of important parts of the Dodd-Frank legislation.

First, the white paper frames the entire issue in a way that is incorrect - but highly informative about the attitudes at work: “Evaluating financial regulatory reform requires consideration of the inevitable trade-off between market stability and the combination of innovation, risk-taking and growth” (see Page 6).

There is no such trade-off. F inancial crises destroy growth - and for a long period of time. If you want to undermine American productivity, as well as the power and prestige of the United States, step back and allow the financial sector to go crazy again. In the last decade, the United States lost its stability and its growth. It's too bad the presidential candidates were not pressed on this point during the recent debates, and particularly on the cost of the crisis, estimated by Better Markets to be more than $12.8 trillion.

Second, of the task force's 14 members, an overwhelming majority are very close to the industry's way of thinking. Six are lawyers whose practices - according to their biographies on the Financial Regulatory Reform Initiative's Web site - involve working with major financial-sector players. Two of them, Annette L. Nazareth and H. Rodgin Cohen, are among the most well-known advocates for Big Finance (see this profile of Ms. Nazareth from Bloomberg Businessweek). Another of th ese lawyers is John C. Dugan, comptroller of the currency from 2005 to 2010, head of an agency famous for being very friendly to the banks under its supervision. Mr. Dugan also features in “13 Bankers” - not as influential as Mr. Greenspan but still a person very much identified with deregulation and nonregulation.

Another two task-force members are senior figures at companies â€" Oliver Wyman and PricewaterhouseCoopers â€" for which Wall Street firms are important clients. Robert K. Steel is also on board; he is currently a deputy mayor in New York City and was previously chief executive of Wachovia and worked at Goldman Sachs for more than 30 years. Mark Olson, currently with Treliant Risk Advisors, is a past president of the American Bankers Association.

Powerful people in the industry were, naturally, happy to have regulators back off and supervision to become super-light in the past. In fact, they lobbied long and hard to make this happen - including, fo r example, the right to use their own risk models in calculating how much equity capital they needed to have. I hear the same arguments today.

With 10 of the 14 initiative members so close to big players in the financial sector, can this initiative in fact be “independent, objective and fact-based,” as its Web site says? Their clients do not want to be regulated effectively.

Not everyone in this group should be considered close to big banks or Wall Street more generally. Three distinguished academicians are involved - John C. Coffee Jr., James D. Cox and Thomas H. Jackson. We shall see to what extent they can provide a counterweight to the financial sector. There is also one independent member from outside the academic world, Eric Rodriguez, vice president at the National Council of La Raza, which the Bipartisan Policy Center describes as “the largest national Hispanic civil rights and advocacy organization in the United States.”

If the organizers o f the initiative were seeking experienced industry professionals, they should have invited the former insiders who form Occupy the S.E.C. - and who recently submitted another impressive letter on the Volcker Rule in response to a request from Representative Spencer Bachus, Republican of Alabama and chairman of the House Financial Services Committee, for “alternatives” to it.

Third, while the internal governance structure of the initiative is somewhat unclear, there is no reason to be optimistic about the decision-making process and the work product. The directors, Martin Neil Baily and Phillip Swagel, are former senior government officials who now work at research groups (Mr. Baily is at Brookings and Mr. Swagel at the American Enterprise Institute and the Milken Institute) and a university (Mr. Swagel's primary appointment is on the faculty of the University of Maryland).

Both are thoughtful people who are open to discussion. Mr. Swagel recently invited me t o a forum at the Milken Institute where we debated - along with Harvey Rosenblum of the Federal Reserve Bank of Dallas and Peter Wallison of the American Enterprise Institute - whether big banks should be forced to become smaller (and, in my view and Mr. Rosenblum's view, less dangerous). Mr. Swagel and Mr. Wallison strenuously opposed the proposition (you can watch this discussion on the C-Span archive).

Two senior advisers, whose role is not made clear on the Web site, seem very similar to most task force members in terms of their background and current work. Gregory P. Wilson worked in the past with the Financial Services Roundtable (a lobbying group for large banks) and is still an external adviser to the group. James C. Sivon, a top banking lawyer, is a former senior executive at the Association of Bank Holding Companies.

The director of the initiative is Aaron Klein, a former senior Treasury official (under President Obama) who previously worked for Senator Christopher Dodd, Democrat of Connecticut. Mr. Klein wrote the white paper, along with Mr. Baily and Mr. Swagel. It is striking - and disappointing - to see such figures endorse the idea of a “stability-growth trade-off” (see Page 7) for modern financial regulation in the United States.

This is the same attempted frame for the issues that I hear regularly from industry lobbyists and their lawyers (for example, at the Commodity Futures Trading Commission hearing on the Volcker Rule in May).

This is entirely the wrong way to look at our financial sector, including the global megabanks that have come to predominate. This particular special interest has become too powerful - and is working hard to repeal the restrictions that can limit its ability to damage the economy again.

Subsidizing, with implicit guarantees, the too-big-to-fail financial institutions is unfair and dangerous. Such subsidies distort and destroy markets. They undermine stability and ma ke it harder to sustain growth. Fewer people will benefit from the growth that we do have.

Let's be honest: Everyone would like an arrangement in which they personally get the upside and the taxpayer gets the downside. Imagine how much fun it would be to visit Las Vegas on that basis - and the size of the bets you would make.

Asked to comment, Mr. Swagel said, “It is easy and wrong to say that efforts to change Dodd-Frank are to weaken it.” He suggested that this bipartisan initiative could improve financial regulation and that such changes would be good for the economy and for all Americans.

My view is that, unfortunately, the Financial Regulatory Reform Initiative of the Bipartisan Policy Center seems likely to side with industry lobby groups on all substantive questions.

I hope I'm wrong, but its initial paper and the task force membership suggest that it will just be another cog in the vast Wall Street influence machinery that has come to domi nate Washington.



Wednesday, October 24, 2012

Insurance Institute Awards Highest Rating to a Record Number of Booster Seats

Of 17 new-for-2012 booster seats identified by the Insurance Institute for Highway Safety, 15 received the organization's top rating of Best Bet. Accounting for previously evaluated models on the market, the latest evaluation brings the total of Best Bet boosters to 47.

An illustration of improper fitting of a car's lap belt. The belt should lie over the tops of a child's thighs when the child is in a booster seat.Insurance Institute for Highway Safety An illustration of improper fitting of a car's lap belt. The belt should lie over the tops of a child's thighs when the child is in a booster seat.

That represents the highest number of top-rated boosters since 2008, when the I.I.H.S., which is financed by the insu rance industry, began evaluating the seats. In 2008 only 10 were rated Best Bets.

Booster seats are intended to fill the gap between the time a child is too big for a safety seat, with its internal harnesses, and too small for a vehicle's seat belts to fit correctly.

In another first, the number of booster seats on the market that are rated Best Bets outpaces the tally in any other individual category; five seats are rated a Good Bet, 37 are in the Check Fit category and two fall in the Not Recommended group.

A Best Bet indicates that a booster would correctly position belts on a typical 4- to 8-year-old in almost any car, minivan or sport utility vehicle. A Good Bet provides an acceptable fit in most vehicles. Check Fit indicates it may work well in some vehicles, but not as many as one rated a Best Bet or Good Bet.

Models are classified Not Recommended when they do not provide the proper seat belt fit. Just two f ell in the category in 2012, a welcome decrease from 2008, when 13 models received the classification, the study's authors noted.

The two Not Recommended products, the Safety 1st All-in-One and Safety 1st Alpha Omega Elite, both manufactured by Dorel Juvenile Group, have been on the Not Recommended list since 2009, when they were first evaluated.

Five seats manufactured by Dorel are Best Bets, while one is a Good Bet and 12 are rated as Check Fit.

Four other booster seats that were on the Not Recommended list last year, all made by Evenflo Company, have been discontinued.

The institute emphasized, as is its tendency every year, that parents would not have to spend a fortune for a booster seat to fit their child in a Best Best model, though they certainly could. Best Bets in 2012 range from $19 to $300, with several models selling at the lower end.

Evaluations performed by the I.I.H.S. focus on correct seat belt fit. The boosters themselves are n ot crash-tested because safety belts are expected to provide the protection needed by a child in a crash, the institute says.

For the full list of the institute's latest ratings, click here.



J.D. Power: Consumers Increase Their Use of Smartphones in Car Shopping

Consumers' reliance on their smartphones to obtain information about new cars is growing, according to the 2012 Automotive Mobile Site Study, released Tuesday by J.D. Power and Associates, the market research company.

The study found that the number of shoppers using smartphones this year increased to 31 percent from 24 percent in 2011, and from 17 percent in 2010. It also found that 53 percent of those shoppers accessed information from their smartphones at the dealership.

The study, conducted in August, included 9,131 evaluations of automotive mobile Web sites from shoppers who said they intended to buy or lease a vehicle within the next two years.

Most shoppers, 66 percent, were looking at the sites to glean information about vehicle pricing; 54 percent were seeking information on a particular model; 53 percent were looking at photos; 52 percent were accessing vehicle reviews or ratings; and 47 percent were in an active comparison between vehicles.

Although more consumers are using their smartphones to access information, they are not always happy with the sites they encounter.

Using a 1,000-point scale to gauge overall consumer satisfaction, the study found user satisfaction with the mobile-phone equivalents of the Web sites was 767 - lower than satisfaction levels for desktop-accessed Web sites (818) and tablet versions (824).

Among automakers' mobile sites, Acura and Kia finished in a dead heat with 794 points. At the bottom, also tied, were Audi and Lexus with scores of 733.