First Look: 2016 Nissan Maxima

The Nissan Maxima has seen little change since the current generation debuted for the 2009 model year. Now, Nissan is introducing a next-generation model that promises better fuel economy, a more athletic road demeanor, and a driver-focused interior.

Nissan calls the new Maxima a "virtual clone" of the Sport Sedan Concept that came out in January, and although we don't think the two models look exactly alike, we definitely see the inspiration. The 2016 Maxima features a V-Motion grille flanked by boomerang-style headlights with standard LED DRLs. Thanks to its blacked-out A-pillars, the Maxima adopts a floating roof appearance that creates a wraparound canopy. In back there are strong character lines and LED rear parking lights. Overall, the new Maxima is 1.3 inches lower and 2.2 inches longer than the seventh-generation Maxima.

Under the hood, look for a heartier 3.5-liter V-6 with 300 hp and 261 lb-ft of torque. This engine has been redesigned with more than 60 percent new parts and should help increase fuel economy for an unofficial target EPA rating of 22/30 mpg. A new Xtronic transmission with a wider gear ratio range and new shifting logic should improve acceleration from a start and while exiting a corner. Perhaps even more important is a completely new chassis that sheds 82 pounds from the previous model, helping to boost performance further.

The Maxima also benefits from a Drive Mode Selector that adjusts the ride experience to the driver's command. In Sport mode, steering weight and throttle response increase, and new active sound enhancement amplifies the engine note to the driver's ear. Normally, however, the new Maxima is supposed to run quietly thanks to laminated glass and active noise cancellation that drown out road Peek inside the cabin, and you'll see a new ergonomically designed cockpit. The center stack is pointed 7 degrees toward the driver, and a floating console sits higher than in the old Maxima and puts important controls such as push-button start within easy reach. Padded materials give the Maxima a premium feel, and a flat-bottom steering wheel adds sporty appeal.

The 2016 Nissan Maxima will be available in five trims, including a new performance-oriented SR trim. Even the base Maxima S is well-equipped; it now comes standard with NissanConnect navigation and an 8-inch display. Other standard features include remote engine start via Intelligent Key, online search with Google, an eight-way power driver's seat, a four-way power passenger's seat, dual-zone climate control, HomeLink, and Sirius XM satellite radio. Stepping up to the SV nets leather-appointed seating, heated front seats, driver lumbar support, parking sensors, and more. The SL brings a dual panoramic moonroof, 11-speaker Bose sound system, and a number of safety features such as forward emergency braking, rear cross traffic alert, and blind-spot monitor.

The SR joins the upper trim levels. It brings a sport-tuned suspension, front chassis performance damper, Ascot leather seats with diamond-quilted Alcantara inserts, paddle shifters, aluminum sport pedals, and upgraded 19-inch wheels. At the top of the lineup sits the Platinum, which comes with driver memory, power tilting and telescoping steering column with easy access feature, Around View Monitor with moving object detection, mahogany wood-tone finish accents, and other premium extras. No optional packages are offered on the Maxima; instead, buyers can add accessories such as splash guards, spoilers, unique tires, and a few other extras.

The 2016 Nissan Maxima goes on sale this summer and starts at $33,235, including an $825 destination fee. This makes it more than $1,000 more expensive than the 2014 Maxima, which is expected given all the radical changes the new model has in store. In its new generation, the Maxima now has a chance to transform itself from an also-ran model to a uniquely athletic competitor in the large-sedan category.

Read more: http://www.motortrend.com/roadtests/sedans/1504_2016_nissan_maxima_first_look/#ixzz3bRhz5vNB

Learning to drive stick shift makes people better drivers

There are an increasing number of endangered species in this turbulent world of ours, but none is rushing to extinction faster than the driver who can get from A to B in a stick-shift car. The art of mastering how to navigate through the H-gate is almost completely lost on the latest generation of car buyers. It's a troublesome and worrying thing.

Today's story, dear reader, is not a rant about how stick is the purest form of driving and needs preserving at all costs – like some enthusiast magazines who like cars and drivers might banner wave over – this is a thought that maybe, just maybe, it's safer and better for every road user if we all know how the gears that make the wheels go round ratchet up.

You don't learn to ride a horse without knowing how the reins work and you don't sail a boat without understanding the rigging. Yet we see a driving license as a birthright, and it's an automatic assumption we can drive a car.

If you have a teenager learning to drive right now, wouldn't you prefer they were taught to be more like the pilot of that mechanical masterpiece rather than the autopilot passenger?

I can still vividly remember riding shotgun with my dad as an 11-year-old boy and being utterly mesmerized by the way his feet could dance across three pedals in perfect synchronization with his left arm pushing and pulling a metal stick. (I was raised in the land of right-hand drive, remember.) I thought there was no way I could ever learn how to so dexterously coordinate my limbs in a way that could ever get me out of the driveway and off into distance.

That skill set seemed like an Olympic task to me, yet a few years later and after many hours of gear crunching and clutch mashing, I walked into a Scottish driving test center and emerged 30 minutes later with a license to thrill. I had cracked that the left hand connected to the gear shift, the left foot connected to clutch pedal and the right foot connected to the other two – ah, dem bones, dem bones.

My concern here is that the way we currently teach our youth how to move a two-ton piece of hardware around our neighborhoods should be based on the fact that driving is a skill of degrees, where you learn the process of what's going on underneath the hood first. It's about an appreciation of how the thing works, not just the result of what it does. Perhaps you get a better appreciation of time when you know how the watch works, and so I believe, it is with cars.

A good dose of healthy respect for the mechanicals and developing a one-on-one relationship with them makes for a better, safer and more considerate driver. If your first driving skill is easily being able to go straight to D and have the old girl do all the work, then it makes for very lazy and selfish drivers. A little ability in automotive foreplay, where you learn how to feather the clutch, slickly slip your stick in and out of the gate and then push a little harder on the precious pedal to get her turning over surely makes for a more organic driving experience.

Having gears to play with also means you need to concentrate more, which means less time to text, adjust makeup or daydream about a bathing-suit-clad Kate Upton in outer space.

Think about it, we should require our new drivers to learn on a manual transmission and to pass their test with a stick-shift car and then spend the first year of driving in three-pedal heaven. If we did, then perhaps they would see the car not as a moving clubhouse, where you tweet, text and twerk 'til you get there, but as a tamed beast to treat with respect during the journey.

Those crucial first months are when teen driving accidents happen most. And given that 23-percent of all car accidents – that's a staggering 1.3 million a year – are texting-related, then doing something else with your hands might just save a few lives. Oh, by the way, that's how it's done in most European countries and their accident stats are reassuringly lower than ours.

A part of me thinks that changing our driving ed and testing rules would be welcomed by our learners. After all, they are thrilled to go watch actors work a manual tranny in Fast and Furious 57, or put the gearbox through its paces in the Need for Speed Rivals video game – it's cool and clever. Surely if you can buy a fake stick shift for your video driving game, why would you not want to learn how to do the real thing?

Getting a driving license by only ever driving automatics is a bit like learning to ride a bike with training wheels on, expect most drivers never take the baby wheels off. It's time to learn to read the manual. And car companies, please don't give me the guff about nobody wants manuals, which is why even Ferrari doesn't offer one anymore. If we mandated licenses linked to stick-shift cars, I can guarantee there would suddenly be plenty of choices on the forecourt.

We just need to get our act in gear. Perhaps the Oval Office should be more concerned with how the next generation get a true driver's skill set than whether or not to deport Justin Beiber back to Canada. (He's a person who perfectly examples the "if I have a license, I can drive a Lambo" mentality.) It's time to buckle up for a manual revival, and not because of an elitist enthusiast agenda but because it will save lives, make our roads safer and, alright, yes, it's way more fun diving into the gearbox than paddle shifting around the steering wheel.

Read more at: http://www.autoblog.com/2014/02/21/learning-drive-stick-shift-makes-people-better-drivers/?ncid=edlinkusauto00000016

Surprise: Using car's air conditioning saves gas

Want to save fuel on those long summer highway drives? Don't open the window. Crank up the air conditioning.

That's just one of the useful -- and frequently surprising -- tips available from fueleconomy.gov , the go-to web site for information on fuel economy.

While running the AC does increase fuel consumption, it's more efficient than driving with the windows open at highway speeds. The open windows increase the car's aerodynamic drag, and that makes the engine work harder, according to the Environmental Protection Agency.

Other EPA-approved fuel-savers

- Park in the shade so your car doesn't get as hot.

- Leave the windows open when you first start driving to clear hot air out of the cabin.

- If you've got a plug-in hybrid, pre-cool the car while it's still plugged in. That uses power from the electric grid, not your car's engine.

While air conditioning uses energy, drivers are more likely to be safe and focused on the road when they're comfortable. Don't stress yourself out by driving in a sweltering hot car.

If you want to know how much more money you spend when you speed up, the website can calculate that, too.

Driving a 2015 four-cylinder Toyota Camry at 80 miles per hour will cost $1.49 more per 100 miles than 70 mph for instance.

Read more at: http://www.usatoday.com/story/money/cars/2015/05/25/gas-savings-epa/27884285/

The difference between Memorial Day and Veterans Day

Memorial Day is this Monday, and while many are planning their annual cook-outs and children look forward to a day off school, those who have lost loved ones while serving our country think of this day as something much different.

Memorial Day is often confused with Veterans Day, and according to the U.S. Department of Veterans Affairs, here’s why: .

Many people confuse Memorial Day and Veterans Day. Memorial Day is a day for remembering and honoring military personnel who died in the service of their country, particularly those who died in battle or as a result of wounds sustained in battle. While those who died are also remembered, Veterans Day is the day set aside to thank and honor ALL those who served honorably in the military – in wartime or peacetime. In fact, Veterans Day is largely intended to thank LIVING veterans for their service, to acknowledge that their contributions to our national security are appreciated, and to underscore the fact that all those who served – not only those who died – have sacrificed and done their duty. .

Veterans Day and Memorial Day have different histories. .

According to the U.S. Census Bureau, the first official observance of Memorial Day was on May 28, 1868, [history.com says May 30] when flowers were placed on the graves of Union and Confederate soldiers at Arlington National Cemetery. According to the Veterans Affairs department: .

The ceremonies centered around the mourning-draped veranda of the Arlington mansion, once the home of Gen. Robert E. Lee. Various Washington officials, including Gen. and Mrs. Ulysses S. Grant, presided over the ceremonies. After speeches, children from the Soldiers’ and Sailors’ Orphan Home and members of the GAR [Grand Army of the Republic] made their way through the cemetery, strewing flowers on both Union and Confederate graves, reciting prayers and singing hymns. At the time, the day was called “Decoration Day.” .

After World War I, the holiday was extended to all soldiers who had fallen in all American wars. .

Waterloo, New York became the officially recognized birthplace of Memorial Day in 1966. The city had a ceremony on May 5, 1866. In 1971, Congress declared Memorial Day a national holiday to commemorate those who died in all U.S. wars. .

Veterans Day has its origins early in the 20th century. In November 1919, one year after the armistice ending World War I went into effect, President Woodrow Wilson declared November 11 as the first commemoration of Armistice Day with the following words: .

To us in America, the reflections of Armistice Day will be filled with solemn pride in the heroism of those who died in the country’s service and with gratitude for the victory, both because of the thing from which it has freed us and because of the opportunity it has given America to show her sympathy with peace and justice in the councils of the nations….

In 1938, Congress approved a bill that made November 11 an annual, legal holiday known as “Armistice Day” that would honor the cause of world peace, but it was primarily used to honor World War I veterans. In 1954, after World War II, the law was amended, the word “Armistice” was changed to “Veterans” and November 11 became a day to honor veterans of all American wars. .

Marchionne: Next Wrangler won’t be all-aluminum

The next-generation Jeep Wrangler won’t be all aluminum, according to FCA CEO Sergio Marchionne.

Marchionne spoke to reporters at the SAE Foundation’s Annual Celebration last night. He was the guest of honor at the event where he received the group’s 2015 Industry Leadership award.

According to a report in today’s Detroit News, Marchionne said that company tests showed the costs of an all-aluminum body outweighed the weight-saving benefits.

“Because of the difference in cost, not just the new material but the actual assembly process, I think we can do almost as well without doing it all-aluminum,” Marchionne was quoted as saying.

The decision could have been fueled by the difficulties Ford Motor Company faced in producing the latest-generation F-150 pickup. The problems, including the tearing of aluminum body panels in the stamping process, caused delays and constrained early deliveries of Ford’s moneymaker.

The announcement could boost the prospects for Toledo, Ohio, which is spending millions of dollars trying to keep Wrangler production in the city.

Marchionne didn’t give any hints, but said Toledo is one of just two sites being considered for the next-generation of the Wrangler.

During his comments, Marchionne also spoke about the National Highway Traffic Safety Administration’s (NHTSA) latest actions.

“We need to work with the agency in a very cooperative and open way to make sure that we can meet their requirements for their new stance,” Marchionne said. “We have no option but to comply with their requirements and we will. I have nothing to hide in this process. I just want clear rules.”

He said the agency’s increasingly aggressive stance will increase automakers’ costs as they try to meet new demands; and that he will not be testifying at the NHTSA’s public hearings scheduled for July 2.

Speaking about the new Jeep Renegade, Marchionne confirmed that several issues, including some software problems, were limiting availability of the Italian-built small Jeep.

Read more at: http://allparnews.com/index.php/2015/05/marchionne-next-wrangler-wont-be-all-aluminum-28735

2015 Ram 1500 Rebel First Drive

Let’s get one thing straight from the start: The Ram Rebel is not a Ford Raptor-fighter. That was the Ram Runner, and it’s dead now. No, this is Ram’s rebuttal to Ford’s FX4 Off-Road package for the F-150, Chevrolet’s Z71 Off-Road package for the Silverado, Toyota’s TRD Pro package for the Tundra, and Nissan’s Pro-4X package for the Titan. Set your expectations accordingly.

That established, let’s talk about what makes a Rebel. The Ram people say it’s a reaction to customer behavior, as a lot of truck buyers immediately install a lift kit and a new wheel and tire package. Ram figured it could offer something like that from the factory easy enough, with the added benefit of having the modifications designed to work together, covered by the warranty and serviceable at Ram dealers.

Ram’s modifications are as clever as they are simple: The Ram 1500’s optional air suspension is standard on the Rebel, but the default ride height is now an inch higher, what a standard Ram would call Off Road 1. It’s now backed by Bilstein monotube shocks, and the alignment, steering gear, and rear anti-roll bar have all been tuned for the higher default center of gravity. A rear limited-slip differential is optional. A new front bumper incorporates tow hooks and a skidplate, with additional protection under the vehicle, and 17-inch wheels wrapped in 33-inch Toyo Open Country A/T tires increase capability and the wow factor. Fender flares, blacked-out trim, and giant badges round out the look. The interior features red accent trim, beefy rubber floormats, and the tire tread pattern embossed in the seat backs.

You’ve likely come to the conclusion I first did, which is that Ram didn’t really do all that much. Compare it with rival packages, though, and you’ll find it perfectly matched. Ram simply came up with a cooler name and tougher look than most of the competition, and what the Rebel might lack in quantity of modifications it more than compensates for in quality.'

We’ll start off-road because that’s the whole point. To demonstrate the Rebel’s capability, Ram took us to the San Francisco Volcanic Field outside Flagstaff, Arizona, in what turned out to be mostly terrible weather. The terrain Ram had intended us to conquer was made mostly of volcanic cinder, which is more or less like coarse, loosely packed gravel. The weather, however, ensured the rest of the driving would involve standing water and several inches of snow on top of mud the consistency and stickiness of saltwater taffy. That none of us managed to get a single truck stuck in any of that mess is a testament, as the cinder Ram wanted us to drive on had the trucks dug in to their rims more often than not.

All this perhaps best illustrates the Rebel’s key feature: Ram’s inspired choice of the Toyo Open Country A/T tire. Not just for show, these knobby wonders clawed their way through every surface we could find. Even completely saturated with taffy mud, they continued to dig in and keep the truck moving. Note that this was the same sort of mud that shut down the off-road driving course at the nearby Overland Expo (where, incidentally, attendees had high praise to sing of the Toyo Open Country A/T). More than simply getting us through the cinder, mud, and snow (without needing to be aired down, as we discovered by trying it both ways), the tires helped keep the truck well under control in all conditions. Be it blasting down a packed gravel road, working through the mud, or turning onto a paved road, the tires bit hard and kept the rear of the truck firmly planted. Getting it sideways took considerable effort, and any slip it gave was predictable, linear, and easily controlled.

Of course, credit for this stability also goes to the Bilstein shocks and Ram’s suspension tuning. The air spring and shock combination (not to mention the fat tire sidewalls) provided a surprisingly comfortable ride both on-road and off. The combo proved adept at handling large and small bumps and holes in pavement, and it soaked up off-road obstacles just as well. The suspension has no more travel than standard Rams, but in all our beating on it, we only managed to bottom out the suspension once. Let’s be clear about this: My co-drivers and I were not nice to this truck, at all, and we couldn’t hurt it.

It could, however, hurt its own cause. Our mutual major objection to the Rebel (aside from the grille) was the electronic stability control. On the Rebel, you’re supposed to be able to turn stability control completely off. This is not the case. Putting aside the fact that you can only achieve full deactivation with the truck in 4WD, if you find yourself several inches deep in gravel or mud, you’ll find you don’t have full authority over the throttle. Every time we found ourselves in this situation, the computer ignored our throttle inputs and limited wheelspin, even when it would’ve been far more advantageous to keep engine and wheel speeds up to avoid getting stuck. On more than one occasion, we found ourselves slowing to a crawl and unable to modulate the throttle, relying instead on the computer’s wisdom and the tires’ bite. Yes, the computer saved us from potentially overdoing it and digging ourselves in, but it also restricted our options at a critical moment. There are few more helpless feelings than being in control of a vehicle on the verge of getting stuck, and it’s only worse when you’re prevented from doing everything possible to avoid it. The lack of a hill descent control feature is also a small disappointment.

On the road, where most Rebels will spend most of their lives, it was really no less livable than a standard Ram 1500. The big off-road tires make a little more noise than street tires, but the truck rides, handles, stops, and goes just as well. You sit a little higher, and there’s a stronger urge to get off the pavement than usual, but there’s no real compromise to the driving experience in return for the greater off-road ability. As the suspension is mostly the same, there are no penalties to towing or hauling ratings, either.

All of this must be read with the caveat that the only pre-production Rebels Ram had available for this test drive were V-8 four-wheel drive models with the optional 3.92:1 rear end. The Rebel is also available in rear-wheel drive, with a V-6, and with a 3.21:1 rear end — the V-6 model is available with four-wheel drive and 3.92:1 gears only. For now, the EcoDiesel engine is not available, as the factory that builds them is maxed out, and the Rebel will only be offered in the four-door Crew Cab and 5-foot-7-inch bed, as that combination accounts for 70 percent of Ram sales. The RamBox bed pictured is optional.

The Ram Rebel may not be a factory Baja pre-runner, but it’s an impressively capable truck nonetheless. Ram has built a more aggressive and better branded off-road package for a half-ton pickup than any of its competitors. Doubters are welcome to try to keep up on the trail.

Read more at: http://www.msn.com/en-us/autos/autos-trucks/2015-ram-1500-rebel-first-drive/ar-BBjVY72

Does Engine Coolant Go Bad?

Yes, engine coolant does deteriorate over time, but unless something unusual occurs, you probably won't need to change the coolant in most late-model vehicles until 100,000 miles. Older vehicles probably require more frequent coolant replacement, so check your owner's manual to be sure.

Most manufacturers now use extended-life coolant with a recommended change interval of 100,000 miles. That varies based on maintenance schedules for each manufacturer and individual models. Some Subarus, for example, call for coolant replacement after 13 years or 132,500 miles. Many Ford engines say to replace it after the first 100,000 miles and every 50,000 miles thereafter, though heavy-duty applications (such as frequent towing) should have it done more often.

No matter what the maintenance schedule is for your vehicle, after a few years of ownership it is a good idea to have the coolant checked by a professional periodically for acid buildup, rust and other contaminants, and for its resistance to freezing and boiling. If you have added water (particularly tap water) to top off the cooling system, you may have introduced contaminants or diluted the antifreeze/water mix (generally 50/50) and altered the freezing and boiling points.

If your engine is running hotter than normal, deteriorated coolant could be a possible cause. Most manufacturers and service shops recommend flushing the cooling system at the same time the coolant is replaced to get rid of deposits that accumulated over the years.

Manufacturers specify certain types of antifreeze, and some may be red, others pink or green, but don't go to an auto parts store looking for the right color. You need to ask for the right type of antifreeze for your vehicle, whether you're adding some yourself or having it replaced by a pro.

Read more at: http://www.cars.com/auto-repair/expert-tips/engine-and-tune-up/does-engine-coolant-go-bad/?cmp=sf9379509+sf9379509

2016 Jeep Patriot Planned

Jeep will keep making the Patriot into the 2016 model year, despite the appearance of the new Jeep Renegade, according to reliable Allpar source “Mopar Man.”

Some expected the Patriot to be dropped once the Renegade appeared, since the cars share a basic form and are roughly similar in size and price. However, relatively few Renegades have made it to the United States, and the plant where the Patriot, Compass, and Dodge Dart are all made is not at full capacity.

A new Jeep Compass is planned for calendar-year 2016, having been pushed back at least once. While the name is still not officially settled, most sources believe it will remain Compass, though the platform will change. In the United States, it will likely use a 2-liter Hurricane turbocharged four-cylinder engine, as well as the current 2.4 and possibly the turbocharged Fiat 1.4 to have a fuel economy leader; however, it will almost certainly use a ZF-based nine-speed automatic, possibly in addition to a manual transmission.

Both Jeep Patriot and the current Jeep Compass are to cease production when the new car starts coming down the line. The next-generation, 2017 Dodge Dart is scheduled to appear at around the same time as the Compass.

As read on: http://allparnews.com/index.php/2015/05/2016-jeep-patriot-planned-28695

Changes for the 2016 Ram HD pickups

A reliable source oh2o provided a list of what will be changing for the 2016 model year in the Ram 2500 and Ram 3500 pickup trucks.

Production of the 2016 model year pickups begins on July 20, 2015, and will include the new Limited, with the same controversial grille and tailgate appearance as the Ram 1500 Limited (shown below). Available as a crew cab or mega cab only, it will have unique wheels (except on double-rear-wheel setups, or “duallies,” which will carry over the old wheels). The interior is all-black and similar to that of Ram 1500 Laramie Limited; bumpers are painted, with optional chrome.

The photo above shows a 2016 Ram 2500 Laramie Limited, as shown at the Chicago Auto Show. Other models are likely to have a grille similar to those of the 2015 trucks.

All 2016 “heavy duty” Ram pickup trucks will have a new center console layout; Longhorn and Limited will also use a new, wooden tambour (sliding console) door.

New 18 inch aluminum wheels will be used on Big Horn, Lone Star, and Outdoorsman, with new pickup box lighting (LED lights on each side at the rear) on Longhorn and Limited, optional on some other models, and included with Luxury Group and Rambox.

Engines appear to remain the same, except for a new compressed natural gas (CNG) option on Crew Cab / long-bed in rear wheel drive, and regular cab models in rear and four wheel drive. Ram continues to have the only factory-upfitted CNG option, not using an aftermarket solution.

The base radio on Tradesman remains the same but will be renamed from RA1 to Radio 3.0 AM/FM. Some models will get optional front and rear parking assistance (standard on Laramie and higher trimlines).

phablet holderThe rear camera will be able to toggle between a cargo view and the backup camera; the cargo view camera will be packaged in the Convenience Group with rain-sensing wipers and automatic-beam headlamps.

Finally, the usual paint changes are going to be made, with red pearl replacing deep cherry red, “Luxury Brown” replacing “Western brown,” and a new pearl white option on higher-level trucks starting with September production.

It normally takes a month or two for trucks to reach dealers after production begins.

As read on: http://allparnews.com/index.php/2015/05/changes-for-the-2016-ram-hd-pickups-28681

School Zones are supposed to keep kids safe as they arrive at and leave school, but the zones sometimes pose a risk for pedestrians and motorists alike. Each school year, nearly 54 million school-age children walk or bike to school or otherwise pass through the school zone after exiting a caregiver's car or the school bus. In those busy zones, they can be at risk of injury or death. Meanwhile, motorists (even those who are parents or caregivers hauling their precious cargo) may need a refresher class on the rules of the road in school zones, experts say.
"There's a lot of activity that happens between arrival time and dismissal time that can be distracting, and that's the piece that can make it risky for young pedestrians," says Nancy Pullen-Seufert, associate director of the National Center for Safe Routes to School.
Just How Dangerous Are School Zones?
Take Chicago as an example: From 2007 to 2011 nearly 1,700 children and youths ages 5-18 were struck by vehicles within about a block of a school, according to a recent analysis by the Chicago Tribune of school zone safety in the city. That's an average of about 10 percent of all pedestrians hit by vehicles in Chicago over that time period. Many drivers didn't stop or slow down in or near these school zones, even when a crossing guard was present.
Big cities like Chicago aren't the only places where school zones are unsafe for pedestrians. A national survey found that two-thirds of drivers exceed the posted speed limit during the 30-minute period before and after school. And automated photo enforcement measures found that 78 percent of drivers sped in school zones, and 82 percent of drivers passed a school bus illegally.
Motorists often violate stop sign rules at intersections in school zones and residential neighborhoods, according to a report by Safe Kids Worldwide, "Facts About Injuries to Child Pedestrians." Forty-five percent don't come to a complete stop, 37 percent roll through the stop sign and 7 percent don't slow down.
The most dangerous time for the school zone and beyond is the after-school period from 3-4 p.m. That's when more school-age pedestrians are killed by motorists than at any other time of day, according to AAA.
The problem of speeding in school zones has forced some municipalities, including Chicago, to install speed cameras to catch and ticket those violating the school zone speed limit.
"In places where that's happened, there's been a decrease in injuries and fatalities associated with kids who are walking in school zones," says Kate Carr, CEO of Safe Kids Worldwide.
Good News, Bad News and Why Teens Are at Increased Risk
Fortunately, the number of traffic fatalities among pedestrians age 14 and younger went down from 391 fatalities in 2002 to 230 in 2011, the most recent year for which data is available, according to the National Highway Traffic Safety Administration.
The bad news is that nationwide in 2011, an estimated 11,000 pedestrians age 14 and younger were injured in traffic accidents overall.
For young children, learning to cross the street safely takes awhile. Children don't always cross when or where they should. In 2011, 79 percent of pedestrian fatalities among those ages 14 and younger occurred at non-intersection locations, such as between parked cars or crossing the road in the middle.
When drivers approach a school zone, the odds are that most of the people walking there "do not know the laws and do not know anything about an automobile," says James Solomon, program development and training director of defensive driving courses for the National Safety Council.
"Kids don't know how long it takes to stop a car," he says. "None of that is in their thinking."
It's not just unpredictable elementary kids who walk into harm's way: Teens between the ages of 15 and 19 account for half of all pedestrian deaths among children.
Drivers should increasingly keep an eye out for tweens and teens, who are often plugged into their mp3 players or smartphones and tuned out of the real world and its hazards. Over the last five years, there's been a 25 percent increase in pedestrian injuries for teens between the ages of 16 and 19, found a 2012 report by Safe Kids Worldwide.
Because of this alarming trend, Safe Kids recently conducted an observational study of 34,000 middle school and high school students walking in school zones. It found that one in five high school students and one in eight middle school kids were distracted by a mobile device.
"We know that distraction is a big issue for drivers, but there's been less focus on the issue of distraction for pedestrians," says Carr of Safe Kids Worldwide. "We need to teach our kids that a mobile device shouldn't be used when crossing the street." Safe Kids Worldwide recently launched a Web video campaign to get kids to turn off their mobile devices before crossing the street. They're asked to switch off in memory of Christina Morris-Ward, a 15-year-old who was distracted by a mobile device and killed while crossing the street.
Follow the Rules To Save a Life
Crosswalks, flashing lights, stop signs and crossing guards can only do so much when it comes to protecting school children. When it comes to school zone safety, motorists need to study up on these safe-driving tips from experts in school zone safety:

• Expect the unexpected: "Children run and play. They can come from anywhere," says James Solomon of the National Safety Council.
• Stop properly at stop signs and crosswalks: It's illegal to pass through either a stationary stop sign or one held by a crossing guard or other safety representative.
  
  In all 50 states, when a stop sign is displayed, motorists must stop for it, Solomon says. Drivers should stop completely at the stop sign, before the crosswalk area. Blocking a crosswalk could force kids to go around your vehicle, putting them in danger. And wait a bit before driving through after the crossing guard clears the intersection, warns Solomon. "There are always one or two children lagging behind that are now going to run through the crosswalk to catch up with the rest of the group."
• Obey the speed limit: "The faster you are going, the more likely you are to injure a pedestrian and to injure them more seriously," says Nancy Pullen-Seufert of the National Center for Safe Routes to School.
  
  Most school zones have speed limits of 20 mph or less. Studies have found that 5 percent of pedestrians hit by a vehicle at 20 mph suffer a fatality. The fatality number increases to 45 percent when hit by a vehicle going 30 mph, and to 80 percent for a pedestrian hit by a vehicle traveling at 40 mph. And because of their smaller size, children fare even worse. Faster driving means longer stopping distances. At 20 mph, it takes an average vehicle 69 feet to come to a total stop, and nearly double that distance, to 123 feet, at just 30 mph, according to NHTSA.
• Put away electronic devices: A few states, including Illinois, have made it illegal to use a cell phone while driving in a school zone, and for good reason.
  
  Talking on your cell phone has been shown to reduce reaction time. Looking away for just 2 seconds doubles your chance of crashing. Texting while driving has been shown to be as dangerous as driving drunk.
  
  "The ability to multitask is a myth. If you are going to drive your child to school, drive your child to school. Leave the cell phone in a place where you aren't going to be distracted," says Kate Carr of Safe Kids Worldwide.
  
  Solomon agrees. "You want to navigate the school zone 100 percent prepared to handle a situation," he says.
• Make eye contact with pedestrians: "If you haven't made eye contact with them, assume that they haven't seen you and that they are just going to keep on going," says Carr.
• Wait your turn near school buses: It's illegal in all 50 states to pass a bus on undivided roadways if the vehicle is stopped to load and unload children. State laws vary regarding passing a school bus on a divided roadway when the bus is traveling in the opposite direction, but all vehicles behind a bus must stop. Make sure you know the rules in your state, and regardless of whatever they are, never pass a school bus on the right. It's a sure recipe for disaster.
  
  According to the National Safety Council, most children who die in bus-related crashes are pedestrians ages 4-7 who are hit by the bus or by motorists illegally passing the school bus.
• Pay attention to bus warning lights: A yellow flashing light means the bus is preparing to stop to let kids on or off. A red light means kids are getting on or off the bus.
• Give buses ample space to load and unload: Children are in the most danger of being hit by a vehicle within the 10 feet around a school bus. And just in case you're tempted to violate any of the bus-related rules, many school buses are now equipped with rear cameras to catch motorists who illegally pass them.
• Follow the school's drop-off rules: "Oftentimes parents get very tempted to drop their child off across the street from the school and tell their child to just run across the street. And we really, really don't want drivers to do that," says Pullen-Seufert. "Any time any pedestrian of any age is crossing the road, they are at a greater risk."
• Choose a different route: If you are a daily commuter and not a parent picking up or dropping off their child, avoid a school zone if you can.
• Be more careful in the fall: More children are injured by cars in September than any other month. "Kids are going back to school and drivers have to adjust again after a summer season," says Carr.
• What to do if there's a near miss: Never reprimand or approach the child directly. The child is likely to be nervous or frightened when confronted by a stranger, Solomon says. Do let an adult know what happened, though. You might be alerting authorities to a potentially dangerous area within the school zone.
  
  You need to find whoever is in charge, if it's a crossing guard, a law enforcement agent or school staff," Solomon says. "You need to safely park the vehicle and explain what happened. Sooner or later, enough near-misses mean someone gets hit."
• Treat every kid as your own: It's not always some unwary motorist who is responsible for school zone traffic accidents. Whether they're dropping off or picking up their children, parents also often break school zone road rules, say safety experts.

If you're a parent, keep in mind that even if your children are safely in school or in your vehicle, you still have to watch out for their classmates. You'd want other parents to do the same for your kids. As read on: http://www.edmunds.com/car-safety/driving-safely-in-school-zones.html

What to Wear When You Ride - and Why

Just because you are free to ride your motorcycle or scooter in the U.S. with hardly enough clothing for a beach party does not mean it’s a good idea. And just because riders in at least 30 states may legally ride without helmets, also does not make this recommended.

Gear comes styled for every kind of riding, at several price points, and designed more comfortably than ever. Aside from its obvious intent of protecting you in a crash, proper clothing and a helmet can actually reduce fatigue and improve your focus.

And whether you think it’s too hot out, or gear costs too much, or you just don’t feel like it – none of these are excuses not to protect yourself. How would those who care about you like it if you were hurt or killed? You owe it to them, and you owe it to yourself.

While some want to debate the merits of helmets and gear, when push comes to shove, riders know. Or ask any racer. He or she understands a crash could happen any time and what are they required to wear?

Allstate Insurance On Rider Safety

Our friends at Allstate Motorcycle Insurance know a thing or two about motorcycle safety. In addition to Motorcycle.com's safety series, Allstate Motorcycle Insurance has its own valuable safety information to share.

* Motorcycle Awareness: Safety Tips from Allstate Motorcycle Insurance
* Rider Safety: Staying Alert on Familiar Routes
* Rider Training: Be Prepared and Carry These Essentials

Helmet

A helmet (and optional ear plugs) protects you from hearing loss, or being pelted by debris, insects, rain, hail, and it could one day save your life.

The National Highway Traffic Safety Administration (NHTSA) estimates helmets improve your odds by 37 percent. That is, for every 100 riders killed not wearing one, 37 riders could have lived had they all been wearing helmets.

There are several standards – U.S. Department of Transportation (DOT), Snell, and some European standards. While the Snell Foundation says its standard is superior, this is open to debate.

Based on several studies, we recommend at least the federally mandated DOT standard. Identified by a label on the back of the helmet, the DOT standard means the manufacturer says it will pass specific tests for impact protection, penetration, staying on your head, and more.

There are “half helmets,” partial coverage, and full face. A full face provides the most protection.

Jacket and pants

Well-designed rider clothing keeps you protected from windburn, sunburn, exhaust burns, and is a comfortable first line of defense.

Some riders wear a motorcycle jacket, but complete the outfit with street pants. Fact is, your legs are very vulnerable so why not protect them just as well?

In a crash, cotton dungarees tear through in less than one second. Shorts, khakis or sweat pants offer negligible safety value. Fashion leather may shred as instantly as cloth. If you choose leather, make sure it’s suitable for motorcycle use.

According to Dana Grindle, owner of Bates Custom Leathers in Signal Hill, Calif., while certain textiles can do a good job, especially when combined with built-in armor, high-tensile cowhide still offers the most abrasion resistance and tear-through strength.

For the heat of summer, manufacturers offer perforated leather or abrasion-resistant mesh. There are also several brands of textile jeans, if you absolutely don’t want the fully kitted look.

Whatever you wear, make sure it’s protective, said Rae Tyson, an experienced rider and NHTSA spokesman.

“Some of the worst crashes I’ve seen have been with people who fell off the motorcycle who were wearing short sleeves, or shorts, or a tank top, etc., and it’s not a pretty sight,” Tyson said, “Last time I checked your body was never designed for that.”

And Grindle concurred, adding motorcycle clothing can cost significant money, but if you crash once, you will not question whether it was worth it.

“Do you know what 20 mph does to your skin,” Grindle asked, “Oh my God, it can take it to the bone.”

This may sound dramatic, but she’s not kidding.

The skin covering your joints – knuckles, elbows, hips, knees, ankles, and shoulders – is especially easy to damage, and a crash can remove it, and even flesh, and healing can take a year or longer.

Built-in armor, or strapped-on armor under your clothing at these points is highly recommended!

Some gear comes with European-standard armor, rated “CE” level I (good), or level 2 (best).

Motorcycle clothing sold in the U.S. is not required to meet any certification, however. So be wary, but understand some premium American manufacturers have crash tested their armor and found it as good as or better than otherwise certified armor.

Boots and gloves

The hands and feet are intricate mechanisms made of many delicate bones. They can be crushed or broken far too easily. Boots should be heavy-duty leather with hard armor around the ankle, and ideally padding too. Leather gloves with long gauntlets should likewise have impact protection on the knuckles and palms, and even wrists.

Good advice

Spend enough time researching and talk to your dealer and others about your options. There are many great choices available and you should never gamble with your safety.

They say that sooner or later everyone crashes. If true, what would you want to be wearing if it became your turn?

Read more at: http://www.motorcycle.com/rider-safety/what-to-wear-when-you-ride-and-why-88120.html

Chrysler compact still coming

The Chrysler compact car, normally referred to as the 100, is still on the way, according to both the company’s strategic plan and insiders.

Some believe the forthcoming Chrysler is closely linked to the new Fiat Linea replacement, which will be unveiled shortly. It seems likely that most of the work will be done by Fiat, which traditionally has more expertise in small cars, especially since Chrysler itself has its hands full with yet more revisions to its pickups, work on next-generation large cars, Dart upgrades, nine-speed fixes, the next-generation Compass, new minivans, possibly bringing over a Ram version of the big Daily commercial van, and other projects.

At minimum, Chrysler is likely to retune the suspension to fit American roads, and adjust the interior and exterior styling to match American tastes. Unfortunately, the Microsoft-based Fiat Blue & Me system, now renamed UConnect, may be the only connectivity system available, at least on lower models.

The company recently trademarked the Hornet name, first used by Hudson for its only “small” car, then used by AMC (the company formed by the merger of Hudson and Nash), and made famous by the movie Cars. So far, there has been no indication of what the name might be used on — they may replace Dart or Avenger with Hornet, or set up a midsized, rear-wheel-drive hatchback or coupe with the name — but it’s possible, albeit unlikely, that it will be used for the small compact Chrysler.

The launch of the upcoming Chrysler car might be timed so that it comes close to the relaunch of the Dodge Dart. Some observers believe that the Dart will be made into more of a niche car, perhaps with the lowest performance version matching today’s Dart GT, or having a turbocharged “Hurricane” engine, while the Chrysler 100 will cater to the mainstream.

Read more at: http://allparnews.com/index.php/2015/05/chrysler-compact-still-coming-28662

New 2017 Chrysler minivan spy shots

The Windsor, Ontario plant that builds all Chrysler and Dodge minivans is currently down for a thorough refitting, which will clear out ancient equipment and presumably use all available space when the minivan line is complete: standard, plug-in hybrid, and crossover (some believe a large car will also be added, as the Volkswagen Touareg shared with the Volkswagen Phaeton).

In the meantime, Chrysler appears to still be running prototypes built in their Auburn Hills shop, anticipating the time when real pilots can run down the Windsor lines for a few months for testing before the all-important vans are made.

Chrysler, inventor of the modern minivan, is still the sales leader for the first four months of 2015, but it has increasingly relied on cheap versions, discounts, and fleet sales, while Toyota and Honda cherry-pick the high-end sales. The new version will, according to Sergio Marchionne, have a fully independent suspension, an all wheel drive option, and a plug-in hybrid option, and is extremely likely to have a crossover relation. Naming has not yet been announced, but many observers expect that we will see a Chrysler Caravan with a high-end Town & Country trim level, duplicating the current lineup but without diluting Dodge’s new muscle-car image.

Allpar now believes that the minivan will use the Chrysler 200 V6 nine-speed powertrain, with some rumors claiming there will also be a turbo four (possibly with the hybrid, so there is always torque available). The minivan is reportedly based on a stretched CUSW platform, and should start at $26,000 with lower or no rebates. We expect the exterior dimensions to remain about the same.

Read more at: http://allparnews.com/index.php/2015/05/new-2017-chrysler-minivan-spy-shots-28623

Dick Scott's Classic Motorcycles Bike Nights are BACK!

BIKE NIGHTS ARE BACK!!!!

Join us EVERY Monday night starting, THIS Monday, May 11th at Alberts on the Alley (5651 Middlebelt Rd, Garden City, Michigan 48135) for Motorcycle Monday's!

 Sponsored by Rosenau Power Sports, Dick Scott Classic Motorcycles and The Rider Report, come on our for motorcycle fun all summer long. AOTA will give riders the best bike night in the Motor City!

• Biker Games & Prizes
• Music On The Patio
• Rain Gear Give away @ The End Of The Season (Show Up On Rain Days To Enter)
• Great Food & Drink Specials
• Tons Of Motorcycle Parking
• Roll Call Each Week

Don't miss the hottest motorcycle event in southeast Michigan every Monday from 7:30 to 9:30. This event will be held every Monday, rain or shine, through September!

* See more at: http://www.albertsonthealley.com/enter…/motorcycle-monday-s…

Motorcycles require extra attention in traffic

Warmer weather means it’s more likely for bikers to take their prized possessions for a ride on Michigan’s roads. And that means everyone on the road needs to be cautious, whether on two wheels or four.

AAA Michigan Public Affairs Director Susan Hiltz said drivers should never tailgate a motorcycle or abruptly change lanes in front of one.

“With summer approaching, it’s good to be on the lookout for motorcycles in the traffic mix,” she said. “If you’re preparing to change lanes, use your turn signal, use your mirrors and check your blind spot.”

Hiltz also recommended that bikers should keep their skills fresh and seek additional training if necessary. They also should avoid driving distractions, she said.

Jim Rhoades, legislative director of the pro-motorcyclist rights group ABATE (American Bikers Aiming Toward Education) of Michigan, said the group’s objective is to encourage safe ridership and training that leads to state endorsement. He added that around 42 percent of the 2014 motorcyclist deaths came from bikers who were operating without a lawful cycle endorsement on their driver’s licenses.

“The key to motorcyclist and traffic safety is to teach people how to ride properly and to make car drivers aware of motorcyclists,” Rhoades said.

Rhoades explained that bikers get official state endorsements by taking classes that involve written and riding exams.

“The classes generally involve about a three-day time period — a first half a day is spent learning techniques and learning laws,” he said. “The next two days is spent fully on the range.”

According to traffic crash statistics compiled from the Michigan State Police, motorcycle-related fatalities declined in 2014. Last year, 107 motorcycle users died from crashes compared to 2013 (128) and 2012 (129).

“2014 had the second-lowest number of motorcycle fatalities in the last 10 years despite the doom and gloom that was predicted when the helmet law was modified in 2012,” an ABATE press release said April 21.

In 2012, Michigan passed a law that allows motorcyclists ages 21 or older to ride without a helmet so long as they have sufficient medical benefit coverage and have either completed an approved safety course or have had a motorcycle endorsement for a minimum of two years.
Rhoades is supportive of the current helmet law.

“We recommend that if they choose to, they can go ahead and use it,” he said. “We don’t feel that helmets necessarily made a substantial difference.”

AAA’s Hiltz recommended that bikers cover their heads with the proper equipment.

“We know it’s not a law, but we strongly encourage helmet use,” she said. “It’s just a smart move.”

Learn more about AAA Michigan by visiting www.michigan.aaa.com. Find out more about ABATE of Michigan by visiting www.abateofmichigan.org.

Read more at: http://www.candgnews.com/news/motorcycles-require-extra-attention-traffic-83145

Car Seat Recommendations for Children

There are many car seat choices on the market. Use the information below to help you choose the type of car seat that best meets your child’s needs.

Select a car seat based on your child’s age and size, choose a seat that fits in your vehicle, and use it every time. Always refer to your specific car seat manufacturer’s instructions (check height and weight limits) and read the vehicle owner’s manual on how to install the car seat using the seat belt or lower anchors and a tether, if available.

To maximize safety, keep your child in the car seat for as long as possible, as long as the child fits within the manufacturer’s height and weight requirements.

Keep your child in the back seat at least through age 12.

Rear-Facing Car Seat

Birth – 12 Months

Your child under age 1 should always ride in a rear-facing car seat. There are different types of rear-facing car seats: Infant-only seats can only be used rear-facing.

Convertible and All-in-one car seats typically have higher height and weight limits for the rear-facing position, allowing you to keep your child rear-facing for a longer period of time.

1 – 3 Years

Keep your child rear-facing as long as possible. It’s the best way to keep him or her safe. Your child should remain in a rear-facing car seat until he or she reaches the top height or weight limit allowed by your car seat’s manufacturer. Once your child outgrows the rear-facing car seat, your child is ready to travel in a forward-facing car seat with a harness and tether.

Forward-Facing Car Seat

1 - 3 Years

Keep your child rear-facing as long as possible. It’s the best way to keep him or her safe. Your child should remain in a rear-facing car seat until he or she reaches the top height or weight limit allowed by your car seat’s manufacturer. Once your child outgrows the rear-facing car seat, your child is ready to travel in a forward-facing car seat with a harness and tether.

4 - 7 Years

Keep your child in a forward-facing car seat with a harness and tether until he or she reaches the top height or weight limit allowed by your car seat’s manufacturer. Once your child outgrows the forward-facing car seat with a harness, it’s time to travel in a booster seat, but still in the back seat.

Booster Seat

4 - 7 Years

Keep your child in a forward-facing car seat with a harness and tether until he or she reaches the top height or weight limit allowed by your car seat’s manufacturer. Once your child outgrows the forward-facing car seat with a harness, it’s time to travel in a booster seat, but still in the back seat.

8 - 12 Years

Keep your child in a booster seat until he or she is big enough to fit in a seat belt properly. For a seat belt to fit properly the lap belt must lie snugly across the upper thighs, not the stomach. The shoulder belt should lie snugly across the shoulder and chest and not cross the neck or face. Remember: your child should still ride in the back seat because it’s safer there.

Seat Belt

8 - 12 Years

Keep your child in a booster seat until he or she is big enough to fit in a seat belt properly. For a seat belt to fit properly the lap belt must lie snugly across the upper thighs, not the stomach. The shoulder belt should lie snugly across the shoulder and chest and not cross the neck or face. Remember: your child should still ride in the back seat because it’s safer there.

As read on: http://www.safercar.gov/parents/CarSeats/Right-Seat-Age-And-Size-Recommendations.htm

Jeep sales continue to impress

The Jeep sales reported yesterday may not have been as dramatic as they were last year, but they were definitely noteworthy.

Last month’s 21.1% growth compared to April 2014 is impressive considering last year’s sales were up 51.6%. That means Jeep sales have risen 82.0% in two years.

Jeep repeated as the top-selling SUV brand in America, easily blowing by Ford, which reported an all-time record for SUV and crossover sales. Jeep was over 9,000 sales ahead of Ford’s best. The Ford Edge set a new April sales record, which was beaten by the Cherokee, Wrangler and Grand Cherokee. The Cherokee and Wrangler also outsold the Ford Explorer and the Grand Cherokee was just 555 sales behind.

April Jeep sales volume gave the brand the largest increase in market share of any brand sold in the U.S. as it set another all-time sales record.

Jeep has set records in every month since November of 2013.

The Cherokee, Wrangler and Grand Cherokee were all in the SUV Top 10 in April and for the first four months of 2015. The Cherokee and Wrangler also made the Top 10 among all light trucks in April as the Cherokee set an all-time sales record and the Wrangler set a new April record.

Ram also made the Top Ten list for trucks and the Top 10 for all vehicles. The Ram pickup added another month as the No. 3 best-selling vehicle in the U.S.

The Chrysler 200 made the April passenger car Top 10, coming in at No. 9. It was the third-best-selling American-badged car in April, outselling the Ford Focus. It was also the third-best-selling Chrysler Group brand vehicle after the Ram and the Cherokee. It edged the Wrangler out by one sale.

The Chrysler 300, despite a drop in deliveries, remained the best-selling American-badged upscale sedan in the U.S. It outsold its rivals from Buick, Cadillac and Lincoln in April.

The Dodge Challenger was just 138 sales behind the Chevrolet Camaro in April.

Read more at: http://allparnews.com/index.php/2015/05/jeep-sales-continue-to-impress-28578

Nissan Rogue Hybrid Might Migrate to the U.S.

A Nissan Rogue hybrid? Sounds like a vehicle that would win the blessing of Nissan-Renault CEO Carlos Ghosn, who is known to be very bullish on battery electric cars taking over the industry. Lending more specific credence to the rumor, a Japanese engineer just told Automotive News that Nissan may give us a Rogue hybrid. Are your electrons getting excited, crossover buyers?

The suggestion comes from Nobusuke Toukura, chief engineer for the new X-Trail Hybrid, the overseas Rogue built on the same platform, which was just introduced in Japan last week. When we asked Nissan USA about the prospect, the company wouldn’t confirm Toukura’s claim outright, but did say that it would like to add more hybrids beyond the Pathfinder Hybrid to its lineup. Since the Rogue is Nissan’s second best-selling model and Toyota has just unwrapped the RAV4 Hybrid, a Rogue hybrid seems like a no-brainer. From a production standpoint, a Rogue hybrid would be easy to add to the Smyrna, Tennessee line that already rolls out Rogues and Pathfinders.

Like the Pathfinder Hybrid, the X-Trail Hybrid eschews the typical two-motor setup—a generator to charge its lithium-ion battery and a traction motor to put down the power—and instead employs two electronic clutches that perform both duties, with one separating the engine and the motor. On the X-Trail Hybrid, Nissan pairs a 40-hp electric motor with a 2.0-liter 145-hp four-cylinder, optional all-wheel drive, and claims 47 mpg on Japan’s highly unrealistic JC08 cycle. It’s hard to say how that combo would do in EPA testing but at the very least we could expect a significantly higher rating than the Pathfinder Hybrid’s 25/27 mpg city/highway.

Even with gas prices in a welcome lull, Nissan needs volume to become noticed in this space, and the future hybridized GT-R is not going to do it. The last-gen Altima Hybrid, which used a Toyota-licensed powertrain, was short-lived, relatively inefficient, and only available in 10 states. And while the Nissan Leaf leads the plug-in market, the automaker sells the fewest hybrids of all its competitors. Combined with its three Infiniti models (Q50, QX60, and Q70), Nissan sold fewer than 8000 hybrids in 2014. Ford shipped more than 9.5 times that number. Even Subaru, which offers only the XV Crosstrek Hybrid, managed to outsell Nissan and Infiniti in its very first year. Get to it, Ghosn.

Read more at: http://blog.caranddriver.com/nissan-rogue-hybrid-might-migrate-to-the-u-s/