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Monday, August 8, 2011

Honda Recalls 2.5 million Vehicles Globally for Software Issue

DETROIT (Reuters) -- Honda Motor Co. said today it will recall 2.49 million cars, small SUVs and minivans worldwide, including its popular Accord sedan, to repair a software problem that could damage the automatic transmission.

The recall includes 1.5 million vehicles in the United States, 760,000 in China and 135,142 in Canada, the automaker said in a statement.

Globally, the recall affects four-cylinder Accord sedans for the model years 2005 to 2010.

The company is also recalling vehicles in parts of Europe, the Middle East, South America, Mexico and Puerto Rico. The recall did not affect vehicles sold in Honda's home Japan market.

In the United States and Canada, the recall also includes the CR-V crossover for the model years 2007 to 2010 as well as the small SUV Element from 2005 to 2008.

In China, the recall also includes more than 160,000 Odyssey minivans from 2005 to 2009 and about 4,000 Spirior cars, which are based on the European version of the Accord, for the 2010 model year.

Without updating the software, the automatic transmission in these vehicles could be damaged if the driver quickly shifts between gears. That might cause the engine to stall or make it difficult to put the car into park.

This week, Consumer Reports said it was not recommending the 2012 Honda Civic. This has led some industry analysts to ask if that is a symptom of larger problems at the automaker, which ranks fifth in U.S. sales this year.

The company has said it disagreed with the influential U.S. consumer advocate's assessment.

Chris Martin, Honda spokesman at the company's U.S. headquarters in California, said today the recall was not a sign of deeper difficulties.

Martin said the current recall was the result of "extremely unusual circumstances. The far majority of our consumers would never really encounter this. It's software programing. It's not a weakness in the transmission per se."

No injuries or deaths have been reported from this problem, Martin said.

Honda said the problems might arise if the transmission were quickly shifted between the reverse, neutral and drive positions. A driver might do this in an attempt to dislodge a vehicle in mud or snow.

The automatic transmission secondary shaft bearing could be damaged in this scenario.

An update to transmission control module software will ease the transition between gears and reduce the possibility of damage.

Honda will begin informing U.S. consumers at the end of August. It did not disclose expected cost of the recall.

The software update will take about a half-hour, but customers may have to leave their cars at Honda dealerships for a longer period, Martin said.

Read more:   http://www.autonews.com/apps/pbcs.dll/article?AID=/20110805/RETAIL05/110809880/1493#ixzz1URuUG0fU

Friday, August 5, 2011

Ford told the National Highway Traffic Safety Administration it will recall more than 1 million trucks to replace fuel tank straps.

The recall includes these units:
—Ford F-150 from 1997 through 2004 model years.
—Ford F-250 with a gross vehicle weight rating of less than 8,500 pounds from 1997 through 1999 model years.
—Lincoln Blackwood from 2002 and 2003 model years.

NHTSA explained these vehicles were manufactured from June 20, 1995 through Aug. 4, 2004.
—Connecticut
—Delaware
—Illinois
—Indiana
—Iowa
—Kentucky
—Maine
—Maryland
—Massachusetts
—Michigan
—Minnesota
—Missouri
—New Hampshire
—New Jersey
—New York
—Ohio
—Pennsylvania
—Rhode Island
—Vermont
—West Virginia
—Wisconsin
—District of Columbia

In a note to Auto Remarketing, Ford spokesperson Wesley Sherwood said the recall that includes a total of 1.22 million units also covers models in Canadian provinces where road salt corrosion is most common.

Both NHTSA and Ford acknowledged that prolonged exposure to road de-icing chemicals may cause severe corrosion of the fuel tank straps that secure the tank to the vehicle.

“The straps can corrode after operation for extended periods of time in high corrosion areas and allow the fuel tank to drop and potentially leak, which could lead to a fire,” Sherwood stated.

“Ford is aware of three vehicle fires and one injury associated with this condition,” he continued.

“We will notify affected owners in mid-September and ask them to take their vehicles to their local dealers who will repair the vehicles at no cost to customers,” Sherwood went on to say. “Customers should work with their dealers to schedule an appointment.”

In the meantime, potentially effected owners can contact Ford at (866) 436-7332 and reference recall campaign No. 11S21

Wednesday’s announcement continues a string of recall campaigns Ford has conducted since the beginning of the year.

Back in March, the automaker revealed it wanted to bring in more than 140,000 trucks and CUVs because of possible fuel odor or leaks from a fuel line in the engine compartment. Auto Remarketing’s recap of that announcement is available here.

Then a month later, Ford ramped up a previous recall of the F-150 stemming from an airbag deployment issue. After voluntarily recalling 144,000 F-150s from the 2005 and 2006 model years in late February, Ford brought back the remaining population of F-150s built between 2003 and 2006, a total of 1.19 million units.

Sherwood reiterated Ford’s stance on any recall.

“Ford is committed to safety and responding quickly to vehicle concerns for our customers,” Sherwood stressed.

“We believe that handling recalls in an open and transparent manner is important to them and a key component of delivering top quality,” he concluded.

Please see an autohrized service center for more details.

Read more: http://www.autoremarketing.com/content/retail/ford-recalls-more-1-million-trucks-replace-fuel-tank-straps?utm_source=Listrak&utm_medium=Email&utm_term=http%3a%2f%2fwww.autoremarketing.com%2fcontent%2fretail%2fford-recalls-more-1-million-trucks-replace-fuel-tank-straps&utm_campaign=Ford's+Newest+F-150+Recall%2c+July+Used+Sales+Spike+%26+Manheim's+Mid-Year+Report

Chrysler recalls 300,000 minivans for airbag defect

WASHINGTON (Bloomberg) -- Chrysler Group LLC is recalling about 300,000 Dodge and Chrysler brand minivans in North America, citing a risk of airbags deploying when not needed and without warning.

The vehicles in this recall are the same ones involved in an earlier recall to replace a heating and cooling system drain grommet, the automaker said in a document posted today on the U.S. National Highway Traffic Safety Administration Web site.

Chrysler is recalling model-year 2008 Chrysler Town and Country and Voyager minivans and Dodge Caravans, it said on the NHTSA site. Because of the earlier defect, moisture may have leaked into the air-bag controls, the company said today in a statement on its Web site.

Chrysler said it doesn't know of any accidents or injuries related to the airbag defect.

"Despite the lack of field reports, we believe it is in the best interest of our customers to replace these modules to ensure the proper functionality of the minivan's advanced safety system," David Dillon, Chrysler's head of product investigations and campaigns, said in the statement.

For more information please visit an authorized service department for detials.

Read more:  http://www.autonews.com/apps/pbcs.dll/articleAID=/20110804/RETAIL05/308049852/1492

Wednesday, August 3, 2011

Even Car Purists Can Appreciate New M-Class

GREENOUGH, MT – Many years before the term “Carmageddon” warned of an epic traffic jam in southern California, it could have referred to a trend that was sweeping through the ranks of luxury auto makers.
Purists figured the end was near when BMW, Lexus, Audi, Lincoln, Cadillac, Volvo and later on Porsche decided their car-only portfolios needed something more in the way of utility and off-road capability.
It all started with Mercedes-Benz and the M-Class, which went on sale in September 1997 (codename W163) with great fanfare, produced in a shiny new plant outside Tuscaloosa, AL.
The market hasn’t been the same since.

Porsche, for instance, sells nearly as many Cayenne cross/utility vehicles as it sells cars – that’s 911, Cayman, Boxster and Panamera, combined. The X3 and X5 CUVs are among BMW’s four best-selling vehicles. The Cadillac SRX CUV is threatening the CTS for top-selling honors within the brand this year.
Car loyalists might consider luxury utes an affront to civilization, but CUVs and body-on-frame SUVs can be incredibly profitable (especially when produced domestically), and the suits can’t be blamed for wanting part of the action.
And Mercedes-Benz, the German giant that made it OK to capitalize on America’s emerging interest in spaciousness, versatility and a high seating position, arrives in September with an all-new M-Class destined to uphold both its legacy and place in the market.
What makes the new ML special are two new or significantly improved engines; advanced suspension controls to enhance ride and handling; upgraded interiors; and acute attention to chassis engineering.
The M-Class has never been a repository for warmed-over technology, and this latest generation carries on that tradition.
But at first glance, the ’12 ML350 and diesel ML350 BlueTEC don’t appear to be significantly different from their predecessors, based on the second-generation M-Class that arrived in 2005 (codename W164).
The new model (W166) picks up the identical design of the tapered C-pillar and applies a similar beltline that descends toward the front. The shape of the greenhouse and roofline and raking of the windshield and side windows appear to be unaltered.
Changes to the front end would be considered subtle, if not for the smoother 3-bar grille replacing three large perforated slats in the old ML. The new grille is slightly more shallow, but the tri-star emblem remains in the same location – smack in the middle.
The new “eagle-eye” headlamps also are more dramatic, narrow and angular and integrate stylish amber light bars. LED daytime running lamps are packaged within the bumper. The new wheel wells are smaller and less flared and hug the handsome standard 19-in. alloy wheels much more tightly than the previous body style.
From the back side, the ML looks completely new and much more sporty, thanks to a clever bumper design and brushed-aluminum skid plate that hide the dual exhaust. The backlight is angled more steeply, and the beltline flows neatly around the back.
The sheet metal on the liftgate is less bulbous and now is creased in just the right places to lend a clean, horizontal design that nicely frames LED taillamps that wrap tightly around the corners.
Under the hood, Mercedes offers two engines that perform admirably: an all-new 302-hp 3.5L direct-injection gasoline V-6 and 240-hp 3.0L BlueTEC turbodiesel, available in all 50 states.

No hybrid is in the plans, although the ML450 Hybrid was available previously. The potent 4.6L BiTurbo V-8 will be offered in 2012.

Both gas and diesel V-6s are more powerful and fuel-efficient than their predecessors and integrate new technology. So the question ultimately is: which is better? Whether accelerating hard on an uphill grade to pass a gravel hauler or cruising steadily along, both engines get the job done well. Both are amazingly smooth and quiet, yet responsive and emotive when pressed into service, and can sprint from 0-60 mph (97 km/h) in 7.3 seconds.
But having spent the majority of our time driving the diesel on highways and 2-lane roads that weaved through the Rocky Mountains and the Continental Divide, the diesel is better for four reasons:
•It clobbers the gas engine nearly 2-to-1 in available torque, which is what matters most to drivers. Its 455 lb.-ft. (617 Nm) peak arrives early, at 1,600 rpm and holds on until 2,400 rpm. Dialing up 120 mph (193 km/h) on a remote Montana highway is no problem at all.

•The new gas engine is sophisticated and all, but the bottom-line output is not all that impressive on paper, at 302 hp. Engines of similar size in less-expensive vehicles made that much, or more, several years ago.

•Combined fuel economy comes in at 22.5 mpg (10.4 L/100 km) for the diesel and 19.5 mpg (12 L/100 km) for the gas V-6. During a 181-mile (291-km) loop, we averaged 23.5 mpg (10 L/100 km) with the diesel, according to the trip computer. It’s worth noting diesel fuel is priced currently in line with premium unleaded gasoline.

•If the ML truly is being used as Mercedes intended – for road trips and adventures and hauling lots of stuff, maybe even a small trailer – the diesel will handle the load more capably. As a low-miles grocery getter, the $1,500 premium for the diesel is probably wasted money, so the gas V-6 would be better.
With either engine, an excellent 7-speed automatic transmission (carried over from the previous ML) sends power seamlessly to all four corners via 4Matic all-wheel drive, which has been standard on all three generations of M-Class.



The transmission integrates a new torque converter with an advanced lock-up clutch and improved damper de-coupling for better fuel efficiency.
Understanding the 4-wheel independent suspension offerings requires total concentration, although the basic setup carries over: double-wishbone geometry up front and 4-arm multi-link at the rear.
Upgrading to the optional Dynamic Handling Package costs $5,150 and includes AirMatic air suspension, which uses air bladders instead of coil springs, as well as air springs, to lower the vehicle at high speeds for better handling.
Off-road, the suspension can be switched to raise the vehicle about 3 ins. (7.6 cm) for more ground clearance.
The package includes an adaptive damping system that can change compression and rebound damping every 0.05 seconds in adjusting to road conditions. The driver can switch between a “sport” setting for a firm ride and “comfort” for more compliance.
Another feature of the air-suspension package is the new Active Curve System, which uses electronic sensors, an engine-driven hydraulic pump and electronically controlled hydraulic valves to reduce body lean.
The stabilizer bars with this package are “split” in the center and connected to rotary hydraulic actuators that are inactive when the vehicle is traveling in a straight line.
In curves, the actuators are pressurized to counteract lateral pitching, reducing the natural tendency for the body to lean in curves.

With so much going on within the suspension, it’s hard to tell which feature is doing what, even while paying close attention. Suffice to say the ML stayed firmly planted during our highway jaunts, but we did not experience the base suspension.
An On & Off Road Package will be available next year that uses six transmission modes to optimize driving dynamics.
The M-Class also is the latest in a long list of newly launched vehicles to use electric power steering. The electro-mechanical rack-and-pinion unit integrates speed-dependent power assist and enables fuel savings by requiring electrical power only when the wheel is turned.
The steering feel is precise, firm and comfortable, whether on the highway or in parking maneuvers.
The interior of the M-Class reflects iterative rather than wholesale changes. There’s more real-wood trim (eucalyptus or burl walnut), colors are richer and the 7-in. (17.7-cm) central display screen has been moved up in between two air vents, rather than below them in the old model.
Cupholders have been reconfigured; seats offer better bolstering; and air vents now are square or rectangular instead of round.
But the overall layout of controls, switches and gauges is virtually identical to that of the outgoing model. Fit-and-finish in the pre-production models evaluated was excellent.
Three adults fit comfortably in the back seat, which folds flat to make room for loads of cargo.
The previous interior wasn’t so bad, and Mercedes was right not to rip it up.
What’s not to like about the new ML?
The Comand human-machine interface is not very reconfigurable and can’t display both audio and navigation information simultaneously. This HMI has been in Mercedes vehicles for several years now and feels dated at a time when consumer electronics change every month.
Adaptive cruise control is not standard, neither are cooled front seats or heated rear seats. Heck, the Hyundai Elantra is a third the price and offers rear heated seats.
Which brings us to pricing. The M-Class might be priced competitively against the X5, but the SRX and Lexus RX remain better values. The cheapest model at the media event here stickered at $56,825; the most expensive was $77,115.
Value-conscious buyers, even at this level, are paying attention. Through the first six months, the RX and SRX, respectively, are the best-selling vehicles in Ward’s Middle Luxury CUV segment.
No.3 is the X5, which received a facelift last year, followed closely by the M-Class. Not bad for a vehicle at the end of a 6-year cycle.
The X5 offers an optional third row, but M-Class does not – yet. It’s in the works, Mercedes says.
Job One in Alabama for the new M-Class, which is exported worldwide, was July 20, and Mercedes marked the occasion by announcing a $2 billion investment to expand for the launch of the next-generation GL CUV, as well as the C-Class sedan, which begins assembly in 2014.
Admittedly, the level of excitement about a new M-Class is a rung or two below that generated by a new Mercedes SLK roadster or CLS 550 4-door coupe.
But the M-Class is the third best-selling vehicle in the Mercedes stable and deserves recognition.
After all, in the world of luxury CUVs and traffic jams, “Carmageddon” hasn’t been all that bad.

http://wardsauto.com/testdrive/car_purists_appreciate_110801/