Buick Design Tour | LA

Great work by the team at Hardin Buick GMC earning another 5-star review!

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Magic Magnets Give Buick Crossovers AWD Refinement

When snow inevitably starts falling over the General Motors Proving Ground in Michigan this winter, Buick engineers will use the conditions to put the finishing touches on the Encore luxury small crossover. It arrives early next year as the brand’s first entry into the burgeoning small crossover segment.

Encore’s “Active On-Demand” all-wheel drive is designed to give the vehicle the fluid drive characteristics and sure-footed traction Buick drivers expect but in a smaller, lighter package. Unlike traditional systems that engage all four drive wheels after slip is detected, Encore uses a magnetic charge to engage a clutch at the rear axle preemptively when the vehicle is at rest because slippage is most likely to occur just as the vehicle begins to move. If no slip is detected, a computer control automatically disengages the preemptive torque to the clutch once the Encore is underway, returning the system to a primarily front-drive operation.

“A Buick all-wheel drive system has to deliver the best traction possible, and it has to do it in a way that’s totally imperceptible to the driver,” said Encore Chief Engineer Jim Danahy. “We engineered Encore’s lightweight, responsive and refined system to deliver on the expectations of demanding luxury buyers.”

Buick engineers used their experience developing an all-wheel drive system for the Enclave luxury crossover SUV and applied it to Encore’s smaller packaging. The Enclave uses similar technology. To fit Encore’s weight and space needs, engineers worked with BorgWarner to develop a new, more compact coupling for the rear axle.

Reduced weight benefits Encore’s handling, as well as fuel economy. With all-wheel drive, Encore’s EPA-estimated fuel economy is 23 mpg in the city and 30 mpg on the highway.

Beyond weight savings, the advantages of Active On-Demand all-wheel drive for the driver include rapid activation and deactivation, more control over the transfer of torque, more refined performance in tight turns and parking situations and better integration with safety systems like ABS and stability control.  

“Technology is allowing us to translate Buick’s quiet, comfortable ride to smaller vehicles than we could before,” said Danahy. “This all-wheel drive system, like turbocharged engines and Buick QuietTuning technologies, allows drivers to experience that Buick DNA with unprecedented efficiency and maneuverability.”

According to the 2012 Harris Poll AutoTECHCAST^SM Study, “familiarity with all-wheel drive continues to climb” and one third of all new car buyers would consider purchasing the technology on their next new vehicle. Consideration of all-wheel drive is greatest among luxury crossover/SUV owners, along with owners between 35-54 years of age. Among current all-wheel drive vehicle owners, 83 percent consider it an important feature for their vehicle.

In addition to the upcoming Encore and the redesigned 2013 Enclave, Buick offers all-wheel drive for the 2013 LaCrosse V-6 luxury sedan.

Source: Buick News

Monday Maintenance Tip: How To Clear Foggy Headlights

Fogged headlight lenses not only make your car look tired but also restrict the amount of light illuminating the road ahead of you. Headlight restoration kits are cheap and can produce dramatic results.

Money Saved: About $40

Time Required: 30 minutes to 1 hour

Tools Required:

• Latex glove
• Electrician's tape
• Buffing wheel (optional)
• Sponge

Materials Required:

• Headlight restoring kit
• Newspapers
• Water

In the photo above are two different headlight restoring kits, the Turtle Wax Headlight Lens Restorer (typically sold for about $10) and Sylvania's Headlight Restoration Kit, selling for about $20. There are many other kits available at different prices, including some that include a buffing wheel to eliminate the manual labor.

Most headlight restoration kits include an abrasive compound and sandpaper (in grades of varying roughness) to remove the outer layer of yellowed, oxidized plastic and clear the lens. Some include a buffing wheel that can be attached to a power drill. One YouTube video even shows headlights being cleaned with toothpaste (which is slightly abrasive) and a clean cloth towel.

One difference between the two kits — and probably the reason for the price difference — is that the Sylvania kit includes a glove, tape and a liquid "UV Block Clear Coat" to protect the lens from refogging once it has been cleaned. I have one gripe with the Sylvania kit, because the clarifying compound comes in a little packet that can't easily be stored. This means this kit will probably be a one-shot deal. The Turtle Wax kit doesn't have the extra goodies, but the pads can be reused and the bottles contain a larger amount of the clarifying compounds.

To be clear (so to speak), what we're actually tackling in this project is the plastic lens covering the headlight bulbs. This plastic lens protects the headlight from dirt and debris blown around on the road. Over time, these lenses become scratched, pitted and clouded by exposure to the sun. Replacing the lenses is expensive, so many car owners opt just to clean them.

Whichever kit you use, make sure you follow the included directions carefully. Use the products in the correct order and keep in mind that the headlights won't look clear until you are finished and the residue is washed off.

I use the electrician's black tape from the Sylvania kit to protect the paint around the headlights from the abrasive compound and to ensure I don't accidently scratch the paint with sandpaper. The electrician's tape is particularly good for this task because it pulls off easily when you are finished without leaving any sticky goo on your car's paint. You might also consider using extra protection and tape some newspaper onto the car to protect the finish. Once you start getting into the project and the how-to zeal takes hold, the compounds tend to fly onto painted surfaces.

I have used the Turtle Wax kit on the left headlight and the Sylvania on the right. I applied the Turtle Wax products in two stages, rubbing on the lens-clarifying compound first to see if that did the job.

If the clarifying compound doesn't get results, you spray on the lubricant and use the abrasive pads. I use both chemicals for this test.

The Sylvania kit called for washing the headlight lens with a surface activator. Then I applied the clarifying compound from the packet to the different levels of sandpaper for sanding and polishing the lens. Finally, I applied the UV Block Clear Coat.

Clearing your headlights is easy, inexpensive and the results are satisfying. Once you do it and see how it sharpens up the look of your car, you'll find yourself recommending it to all your friends with older cars. Even better, there might be a little more from your headlights when you're driving at night.

Source: Edmunds

2012 Buick VERANO | Dance

Monday Maintenance Tip: How Old — and Dangerous — Are Your Tires?

In February 2008, the owner of a 1998 Ford Explorer in Georgia needed a new tire for his SUV and ended up buying a used one. When he was driving two weeks later, the tread suddenly separated from the tire. The Explorer went out of control and hit a motorcycle, killing its rider. An analysis of the used tire revealed that it was nearly 10 years old.

The incident illustrates not only the potential danger of buying a used tire but also the perils of aging tires — including those that have never spent a day on the road.

For years, people have relied on a tire's tread depth to determine its condition. But the rubber compounds in a tire deteriorate with time, regardless of the condition of the tread. An old tire poses a safety hazard.

For some people, old tires might never be an issue. If you drive a typical number of miles — 12,000-15,000 miles annually — a tire's tread will wear out in three to four years, long before the rubber compound does. But if you only drive 6,000 miles a year, or have a car that you only drive on weekends, aging tires could be an issue. The age warning also applies to spare tires and "new" tires that have never been used but are old.

What Happens to a Tire as It Ages?
Sean Kane, president of Safety Research & Strategies, Inc., compares an aging tire to an old rubber band. "If you take a rubber band that's been sitting around a long time and stretch it, you will start to see cracks in the rubber," says Kane, whose organization is involved in research, analysis and advocacy on safety matters for the public and clients including attorneys, engineering firms, supplier companies, media and government.

That's essentially what happens to a tire that's put on a vehicle and driven. Cracks in the rubber begin to develop over time. They may appear on the surface and inside the tire as well. This cracking can eventually cause the steel belts in the tread to separate from the rest of the tire. An animation on the Safety Research & Strategies Web site shows how this happens. Improper maintenance and heat accelerate the process.

Every tire that's on the road long enough will succumb to age. Tires that are rated for higher mileage have "anti-ozinant" chemical compounds built into the rubber that will slow the aging process, but nothing stops the effects of time on rubber, says Doug Gervin, Michelin's director of product marketing for passenger cars and light trucks.

How Long Does a Tire Last?
Carmakers, tiremakers and rubber manufacturers differ in their opinions about the lifespan of a tire. The National Highway Traffic Safety Administration (NHTSA) has no specific guidelines on tire aging and defers to the recommendations of carmakers and tire manufacturers. Carmakers such as Nissan and Mercedes-Benz tell consumers to replace tires six years after their production date, regardless of tread life. Tire manufacturers such as Continental and Michelin say a tire can last up to 10 years, provided you get annual tire inspections after the fifth year. The Rubber Manufacturers Association says there is no way to put a date on when a tire "expires," because such factors as heat, storage and conditions of use can dramatically reduce the life of a tire.

Heat: NHTSA research has found that tires age more quickly in warmer climates. NHTSA also found that environmental conditions like exposure to sunlight and coastal climates can hasten the aging process. People who live in warm weather and coastal states should keep this in mind when deciding whether they should retire a tire.

Storage: This applies to spare tires and tires that are sitting in a garage or shop. Consider how a spare tire lives its life. If you own a truck, the spare may be mounted underneath the vehicle, exposed to the dirt and the elements.

If your spare is in the trunk, it's as if it is "baking in a miniature oven," says Dan Zielinski, senior vice president of Public Affairs for the Rubber Manufacturers Association. Most often, the spare never sees the light of day. But if the tire has been inflated and mounted on a wheel, it is technically "in service" — even if it's never been used, Gervin says.

A tire that has not been mounted and is just sitting in a tire shop or your garage will age more slowly than one that has been put into service on a car. But it ages nonetheless.

Conditions of use: This refers to how the tire is treated. Is it properly inflated? Has it hit the curb too many times? Has it ever been repaired for a puncture? Tires on a car that's only driven on the weekends will have a different aging pattern than those on a car that's driven daily on the highway. All these factors contribute to how quickly or slowly a tire wears out. Proper maintenance is the best thing a person can do to ensure a long tire life. Gervin recommends that you maintain proper air pressure in tires, have them rotated regularly and have them routinely inspected.

How To Determine the Age of a Tire
The sidewall of a tire is littered with numbers and letters. They all mean something, but deciphering them can be a challenge. The Edmunds article about reading a tire's sidewall goes into greater detail, but for the purposes of determining the age of a tire, you'll just need to know its U.S. Department of Transportation (DOT) number.

Tires made after 2000 have a four-digit DOT code. The first two numbers represent the week in which the tire was made. The second two represent the year. A tire with a DOT code of 1109 was made in the 11th week of 2009. Tires with a three-digit code were made prior to 2000 and are trickier to decode. The first two digits still tell you the week, but the third digit tells you the year in the decade that it was created. The hard part is knowing what decade that was. Some tires made in the 1990s — but not all — have a triangle after the DOT code, denoting that decade. But for tires without that, a code of "328" could be from the 32nd week of 1988 — or 1978.

Clearly, these DOT numbers weren't designed with the consumer in mind. They were originally put on tires to make it easier for NHTSA to recall tires and keep track of their manufacturing date.

To make matters worse, you might not always find the DOT number on the outer side of the tire. Because of the way a tire is made, it is actually safer for the technician operating the mold to imprint information on the inner side of the tire, so some manufacturers will opt to put the number there. It is still possible to check the DOT code, but you might have to jack the car up to see it. Keep the visibility of the DOT number in mind the next time you are at a tire shop and the installer asks if you want the tires to be mounted with the raised lettering facing in.

That potential inconvenience is going away, however. NHTSA says that the sidewall information about the tire's date of manufacture, size and other pertinent data is now required to be on both sides of the tire for easier reading.

After checking out a tire's birth date, give the rubber a visual inspection. Some of the best advice on such an inspection comes from the British Tyre Manufacturers' Association. It recommends that consumers check tires regularly for any sign of aging, such as tread distortion or large or small hairline cracks in the sidewall. Vibrations or a change in the dynamic properties of the tire could also be an indicator of aging problems, the association says. It recommends replacing the tire immediately if such symptoms appear.

Don't Buy Used
Tires are expensive, especially when you factor in the price of mounting and balancing. That's why used tires become more attractive to consumers who are strapped for cash. But the purchase of used tires is very much a buyer-beware situation, Zielinski says. "Even a one-year-old tire can be dangerous if it was poorly maintained," he says.

When a consumer buys a used tire, he has no idea how well it was maintained or the conditions in which it has been used. The previous owner might have driven it with low pressure. It could have hit curbs repeatedly. It could have been patched for a nail. Further, it's a dated product.

"You wouldn't want a used tire for the same reason that you wouldn't buy a 10-year-old computer," Zielinski says. "You are denying yourself the advancements in tire technology over the past few years."

Make Sure You're Getting a "Fresh" Tire
Just because a tire is unused doesn't mean it's new. In a number of instances, consumers have purchased "new" tires at retail stores only to find out later that they were manufactured years earlier. In addition to having a shorter life on the road, a tire that's supposedly new but is actually old may be past its warranty period.

If you buy tires and soon after discover that they're actually a few years old, you have the right to request newer ones, Zielinski says. Any reputable store should be willing to make amends. "It is fair for a consumer to expect that 'new' is not several years old," he says.

Letting Go
Getting rid of an unused spare or a tire with good-looking tread may be the hardest thing for a thrifty consumer to do. "Nobody's going to take a tire that looks like it's never been used and throw it out," Kane says. But if it's old, that's exactly what the owner should do.

Although Kane has lobbied NHTSA to enact regulations on tire aging, nothing is currently on the books. A NHTSA spokesman says the organization is "continuing to conduct research into the effects of tire aging, and what actions consumers can do to safely monitor their tires when they are on their vehicles."

It's too bad that tires don't have a "sell by" date, like cartons of milk. Since there's no consensus from government or industry sources, we'll just say that if your tire has plenty of tread left but is nearing the five-year mark, it's time to get it inspected for signs of aging.

Of all your vehicle's components, tires have the greatest effect on the way it handles and brakes. So if the tire store recommends new tires at your five-year check-up, spend the money and don't put it off. Your life could depend on it.

Source: Edmunds

2013 GMC Acadia Preview

Along with its Buick Enclave and Chevrolet Traverse siblings, the 2013 GMC Acadia receives its first significant face-lift since its introduction in 2007.

The 2013 GMC Acadia is the mid-point classwise, and is also meant to be the more rugged looking, larger CUV in GM’s trio. For the 2013 model year, the front fascia garners the most attention with a bolder grille and headlights that feature LED signature lighting, and it also grabs new 18” to 20” wheels.

The rear receives likewise LED-accented tail lights, integrated into revised rear quarters with flow-through exhaust outlets.

The cabin is equally updated with new gauges, a redesigned center console replete with features such as touch-activated climate control, and new soft-touch materials.

The Denali version of the 2013 GMC Acadia returns as the top model with a power tilt and telescoping leather and wood-grain steering wheel, contrast stitching on gorgeous unique Cocoa Dune leather and an eight-way power passenger seat.

On the powertrain front, the 2013 GMC Acadia sports the same 288 hp 3.6L V6 and 6-speed automatic transmission as the pre-face-lifted model. Front- and all-wheel-drive versions are offered.

Safety features are numerous in the new Acadia as it will be equipped with seven airbags including an industry-first Centre Side Airbag, the Cross-Traffic Alert System, and Head-up Display. Traction and electronic stability control systems are obviously standard.

The 2013 GMC Acadia Denali is scheduled to arrive in Canada at the end of 2012. Final pricing should be available later this year.

Source: Auto123.com

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GMC Never Say Never Sweepstakes & Mike Tirico

Do Your Car a Favor by Lightening Your Keychain

Lighten up that keychain! Does your car key share a chain with a dozen or more other keys? That’s a pretty heavy load hanging off the car key when it’s in the ignition. The weight, combined with bouncing while you drive, can wear out the tumblers inside the ignition and eventually lead to ignition switch failure. To add years of service to your ignition switch, purchase a lightweight key chain that allows you to separate your ignition key from the others. Drive with only the ignition key in your ignition. If your ignition key “sticks” when you try to turn on the car, it’s a warning that your ignition switch is about to fail. Replace it before you get stranded.

Monday Maintenance Tip: Don't Be Stranded by a Missed Recall Notice

You're driving along a lonely stretch of road miles from nowhere when the noise begins. As it gets louder, a terrible question jumps into your mind: did you remember to check the recall notices on the car you're driving?

If your answer is "no," you could be in for a rude shock. Recalls, often issued for relatively insignificant issues such as windshield wiper malfunctions, sometimes relate to the operation of the engine itself. To ignore such recall notices could leave you stranded.

Typically, you will be notified of recalls on your car in two ways:

1. A written notice mailed directly to the owner of the car.
2. The dealer tells you a recall is in effect when the car is brought in for maintenance.

Unfortunately, this system of notification is by no means foolproof. Owners are sometimes left unaware that recalls exist on their cars. The defect goes unrepaired. And motorists are left stranded.

Honda Motor Company, known for building the most reliable cars on the market today, recently issued a recall for a misaligned timing belt tensioner pulley on the water pump on some 17,500 2003 Honda Pilots made during July 2002. As the recall notice states, the misaligned tensioner pulley "could cause the timing belt to contact a bolt on the cylinder head. Eventually the belt could be damaged and fail." The consequence of this? "The engine will stall, increasing the risk of a crash."

Naturally, Honda is not anxious to publicize the fact that one of its vehicles was manufactured with a defect. However, owners should have been informed by one or both of the above methods and obtained the necessary repairs before the situation becomes critical. That's the way the system is supposed to work, anyway. In reality, some owners were not informed and were left stranded by the side of the road. For a more detailed account of one such recall notification lapse and subsequent breakdown, read "The Road Warrior, Breakdown and Twister."

Of course, all manufacturers — not just Honda — have to issue recalls on their vehicles at one time or another. Yet, the owner notification process remains imperfect in many cases. In fact, Honda's legendary reputation for dependability makes the recent situation that much more surprising. And it underscores the need for motorists to take matters into their own hands.

Instead of merely waiting to be notified by the manufacturer, or alerted during a maintenance visit, owners should periodically check for recalls themselves. Recall information is available in our Maintenance Guide, along with a wealth of information about how to service and maintain your vehicle. Recall notices are posted weekly on Edmunds.com.

Additionally, you can call the dealership and ask a service advisor to run your vehicle identification number (VIN) through the computer system. Another source for recall information is the National Highway Traffic Safety Administration (NHTSA) which is responsible for investigating possible design and manufacturing defects. For more information on NHTSA's role, read "Recalls, Technical Service Bulletins, and Other Good Stuff."

Checking for recalls on your vehicle will only take you a few moments. Breaking down by the side of the road will take you hours, or days, to get back up to speed and may require major repairs. As always, planning ahead has its rewards.

Source: Edmunds

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Buick Regal GS | Groceries

Driving Tip: Multitasking Mania and Distracted Driving

Mark Stevens is a multitasking maniac. A couple of months ago, the White Plains, New York, marketing consultant was working his cell phone with one hand and his Blackberry with the other while trying to steer his Mercedes SL500 with his wrists and knees — when he plowed it into a rental vehicle in an Enterprise parking lot. That followed his fourth ticket in four years for talking on his cell phone while driving.

"If you are a determined multitasker, it's an addiction — and you can't stop it," said the 59-year-old Stevens.

Talk about distracted driving. Even during a short trek, he said, he's likely to sip a Diet Coke and a bottled water, eat a sandwich, read a copy of The Economist, write notes to himself and listen to NPR, in addition to performing his cell phone and Blackberry action — oh, and driving. "I'm a driven person, and that's why I do all this stuff while I drive." Efficiency, not safe driving, is primary.

Although he may represent an extreme, there's a little bit of Stevens in many of us. Multitasking while driving has become endemic — and epidemic — on American roads. More drivers are trying to figure out what other duties they can perform while driving. Insurance companies, meanwhile, are trying to make drivers keep their eyes on the road and their hands on the wheel. And automakers are caught between consumer demands for more capabilities and conveniences — and the safety and legal concerns that often compel vehicle designers to make multitasking more difficult.

The growing number of cultural references to multitasking resonates with all of us. They include the TV ad depicting a group of business colleagues moving all their office functions into a car and the Allstate Insurance commercial in which spokesman Dennis Haysbert tsk-tsks viewers about multitasking.

The reasons for multitasking are many. Ever-longer commutes are tempting time-starved Americans to invent ways to spread more tasks over the hours they must spend in their vehicles. Also blame cell phones, video entertainment systems and iPods. Throw in the fact that many drivers apparently don't care that they might be annoying — or even alarming — other drivers by applying mascara, drinking hot coffee, reading a pulp novel or selecting station XM 132 all at the same time.

A recent survey by Nationwide Insurance quantified some of the trend's scary dimensions. More than 80 percent of drivers surveyed identified themselves as multitaskers. Sixty-eight percent eat while driving; texting or instant-messaging while driving, or fixing hair, is practiced by 19 percent of drivers; 14 percent comfort or discipline children while behind the wheel; and 8 percent drive with a pet in their laps.

Weather conditions had little effect on drivers' tendency to multitask. Even those who perceive themselves as safe drivers admitted doing outlandish things behind the wheel, including changing clothes, balancing a checkbook and shaving.

And multitasking is going to increase before it wanes. About 35 percent of Gen Y-ers say they always multitask, compared with 30 percent of Gen X-ers and just 21 percent of baby boomers. Those differences are amplified in important behaviors such as fiddling with a cell phone while driving: 37 percent of Gen Y-ers admit doing it versus just 17 percent of Gen X-ers and only 2 percent of boomers. About 89 percent of teenagers reported seeing other teens on their cell phones at least sometimes while driving, reports a recent State Farm Insurance survey.

The problem for drivers and insurance companies is that drivers are just bad at multitasking successfully. About 80 percent of all crashes are related to some form of distracted driving, according to the U.S. government.

"Driver behavior is only getting worse," said Bill Windsor, associate vice president of safety for Columbus-based Nationwide Insurance. "Car design and safety features have helped reduce fatalities over the last 10 years, but there are signs — such as an increase in fatalities among pedestrians and motorcyclists — that problems with driving behavior are starting to outstrip vehicle and roadway improvements."

Governments, insurance companies and other players can mitigate the problem to some extent. Four states and the District of Columbia already outlaw the use of handheld phones while driving, and at least 38 states currently are debating bills that would specifically regulate text messaging while behind the wheel, according to the National Conference of State Legislatures. Highway designers are trying to add more rumble strips on highway shoulders to startle those who've strayed to the side, and creating greater numbers of safe rest spots along the nation's roads.

But a large part of the responsibility and opportunity for dealing with multitasking rests with automakers themselves. The scope of their dilemma is perfectly underscored by the fact that an alliance of General Motors, Toyota, Nissan and Ford spent $6 million over the last four years to study driver distraction and develop solutions. Their conclusion was that drivers can safely withstand just about any amount of aural distraction in a vehicle as long as they keep their vision on the road in front of them.

"It was a lot of expensive research just to validate the idea that you should keep your eyes on the road," admits Rich Deering, GM's senior manager of crash-avoidance system development. "But this is an issue that won't go away."

The auto industry is pulled in two directions. As quality and other differences among vehicle brands have dwindled over the last generation, car companies have turned to comfort and convenience features in their battle for market share. In the process, they have converted many of their vehicles into rolling living rooms and offices. Passengers are invited to watch movies, thanks to rear-seat entertainment systems; work on their laptops, courtesy of ample power outlets (including 110-volt connections) throughout the vehicle; and use OnStar to tap into sports scores and stock-price quotes on the Internet.

Vehicle designers even encourage drivers to engage in more multitasking by, for example, increasing the capabilities of audio systems, providing devices and slots to facilitate mobile-phone usage, and cramming every square inch around the driver with drink holders, trays and even laptop compartments.

It's hard to keep drivers away from all those distracting goodies that, nominally at least, are meant only for passengers to enjoy.

"We need to provide reasonable accommodations for a wide variety of activities that people want to do in their cars," said Andrew Coetzee, vice president of product planning for Toyota Motor Sales, USA. "We do have responsibilities to meet the needs of customers. It's up to customers to use them at their discretion."

Yet automakers have taken measures to limit multitasking by drivers — or at least make it safer — in specific areas:

Navigation systems

The industry's unspoken agreement bans navigation screens that require drivers to lower their heads more than 30 degrees from a straight-ahead position. Also, many automakers won't allow front-seat occupants to enter destination addresses manually while the vehicle is in motion.

Meanwhile, they're all working on improving voice-recognition technology so drivers won't have to touch navigation screens at all. Based on several years of experience with its OnStar system — which relies on a customer-service person to give drivers oral directions — GM is convinced that voice interaction largely takes the danger out of navigation systems. "We're just not seeing a crash problem there because, with OnStar, drivers can keep their eyes on the road," Deering said.

Bluetooth

Despite some states' laws to the contrary, drivers aren't going to stop using cell phones while driving. So automakers are doing their best to make it as safe as possible. Installing hands-free technologies such as Bluetooth across their entire lineups is a major focus. "There's a social responsibility we feel in developing a system like that," said Coetzee. "It's taking a more reasonable approach than just saying, 'Don't use a cell phone when you drive.'"

Audio systems

Automakers are pushing to integrate vehicle sound systems on digital platforms and to create easy interfaces with MP3 players so there is a central, convenient source of control on the dash — instead of the makeshift assemblages of iPod cradles, extenders, power-port plug-ins and other devices that many drivers now use. Most vehicles already are available with steering-wheel-mounted audio controls.

Fold-down front seats

Many vehicles now offer fold-down front passenger seats with flat backs that drivers can use as makeshift desks, as well as110-volt power ports to power their laptops.

Food and beverage handling

This is an area that exemplifies how automakers can enhance the multitasking experience without making it more distracting or dangerous — the ultimate win-win tactic. Chrysler, for example, figures that as long as you're going to demand drink holders, they might as well help you maintain the beverage temperature you want. So in the Chrysler Sebring and Dodge Avenger sedans, there's a cupholder option that allows drivers to keep drinks warm or cool. Other manufacturers have expanded the number, sizes and locations of their front-seat cupholders to put beverages within easier reach. Even the tiny Mazda Miata now has door-mounted cupholders capable of holding a regular-size Starbucks coffee.

Chrysler, for one, has drawn the line at installing food trays up front. "We actually looked at a compartment that would hold a fast-food hamburger or other sandwich," said Ralph Gilles, a product vice president for Chrysler's Jeep unit. "But that was the point where we were inviting a little more activity than we really want from the driver. And what could you add for food beyond that?"

Because there's no sign whatsoever that Americans are going to multitask less, auto designers are going to have more and more such internal discussions — leading to increasingly difficult decisions.

"You could say we're only helping the dysfunctionality of America with some of the things we do in vehicles now," Gilles said. "But it's the reality of the marketplace."

Source: Edmunds

Buicks Are ‘In’ This Season in Trend-Setting Miami

Buick’s October retail sales were the highest since 2006, putting the brand on track for its best retail sales year since that year. Year-over-year sales to individual customers increased for the sixth straight month, up 15 percent. Total Buick sales, including those sold to executive fleets and other commercial customers, also grew by 15 percent.

Miami – a city dominated by luxury and import vehicles – is among the places where Buick is growing rapidly. More than twice as many metropolitan Miami car shoppers chose Buick in October compared to 2011, with retail sales up 117 percent.

“Miami is a unique and challenging market,” said Greg Ross, Buick regional zone manager for Florida. “Luxury brands often outsell more affordable brands and the mainstream segments are import-oriented, too. Buick’s growth in this image-conscious market is all about great products, advertising and dealers.”

Mark Naszradi, general manager for Williamson Buick-GMC in Miami, credits Experience Buick for attracting new customers to his showroom. “The new approach to leasing has really helped us,” Naszradi said. “Miami is a big leasing area.”

Experience Buick is a 24-month lease that includes SiriusXM satellite radio, OnStar Directions and Connections and oil changes in the monthly payments. Since launching in mid-March, lease penetration has grown from 47 percent of Buick sales in Miami to 65 percent in October.

Nationally, leasing has more than doubled since the introduction of Experience Buick.

The new 2013 Enclave luxury crossover is now arriving at dealers with many new standard features, including the industry’s first front center air bag and an IntelliLink voice command system. Enclave retail sales were up 1 percent year-over-year in October.

Source: Buick News

Monday Maintenance Tip: How To Handle Scheduled Car Maintenance

Many car owners spend little or no time preparing for a scheduled maintenance visit to the dealership. They merely drive in and agree to the recommendation of the service advisor. This can be a costly error.

This article will tell you how, when and where to have your car serviced. It will also show you how to use the various tools on Edmunds.com to schedule service visits with local dealerships or independent garages.

We'll tell you how to prepare for your encounter with the service advisor, and how to tell if you are being overcharged for scheduled car maintenance.

What Is Needed?
The car's service manual is the best way to learn how to maintain your car. It was written by the factory representatives who designed and built the car. It stands to reason that they should also know how best to keep everything running smoothly.

Now consider the role of the service advisor at your local dealership. This person is certainly knowledgeable about your car. However, the service advisor also gets a commission for all work done on your car. Therefore, if he or she recommends a brake job, for example, a slice of your payment will go into his or her pocket.

In another instance, the car's manual may say that the automatic transmission fluid doesn't have to be changed until 80,000 miles, but the service advisor says it's best to change it at 30,000 miles. Who's right? Consider this: The service advisor gets a commission for all the parts and services he sells. So his opinion isn't exactly unbiased.

New Vehicles Under Warranty
If your car is less than three years old and has fewer than 36,000 miles (or whatever the terms of your warranty are), mechanical problems will be fixed under the bumper-to-bumper warranty for no charge. However, this doesn't cover wear items like brake pads, and your car will still need "routine maintenance" for which you will have to pay. Routine maintenance is most often oil and filter changes, tire rotations and various inspections. After about the length of your warranty, the routine maintenance often becomes more involved and more expensive.

An Overview of Required Service
Car owners usually become aware of the need for routine maintenance at certain mileage intervals. These intervals are described in the owner's manual or in our car maintenance section. Changing your oil every 3,000 miles as "recommended" by the quick oil change chains and car dealerships is typically more than twice as often as necessary. Again, look to the owner's manual for proper scheduled car maintenance intervals.

Some vehicles will even have a reminder display indicating that a service, typically an oil change, is required at a certain mileage point. Still other vehicles will use a "maintenance minder," which will only become illuminated when the work is actually required. A computer in the car's engine makes a calculation based on a number of factors that more accurately determine the time at which oil begins to break down.

Scheduling a Service Visit
You should review your car's manual to find the actual work that is required at the appropriate mileage interval. Print this out along with the estimate of costs in our maintenance section.

Increasingly, dealership Web sites have an e-mail link to the service manager. You can e-mail the service advisor for an appointment and get a quote for the work you want done. This will give you a chance to review the charges and compare the quote with other dealerships or independent garages before you commit to using their services.

Alternately, you might call several dealerships, ask for the service department and get quotes. Make sure you get the advisor's name for future reference. Once you've decided who you're going to take your car to, you can call them back to set a time to bring in your car.

Before you go to the dealership, you should check for recalls and Technical Service Bulletins (TSBs) that have been issued for your car. Print out any information you find and give this to the service advisor. (A good service advisor should automatically clear all recalls and TSBs on your vehicle but this doesn't always happen.)

At the Dealership
When you arrive at the dealership, you will be welcomed by a "greeter." Often, this person will take the vehicle identification number (VIN) and the vehicle's mileage and write this on a form that is given to the service advisor. Your car is about to be driven away so take your wallet, purse, computer and anything else you need. You will then meet with the service advisor. If it is early in the morning, it could be busy in the service department and the service advisor could be rushed and impatient. Don't be pressured. A lot of money is at stake here.

Often, the interaction will begin with the service advisor saying, "How many miles do you have on your car?" You should understand this is their opening gambit for a sales pitch. You can answer, "There are 20,000 miles on my car, but all I want is an oil and filter change and tire rotation." The service advisor might then whip out an official-looking list of "dealer-recommended services" and say, "We recommend this service be done at 20,000 miles." If you look at this list, you'll see that many items on it are not shown in your car's service manual.

At this point, many people will accept the recommendation of the service advisor. After all, the service advisor is an expert who is acting on your behalf. Right? Well, not exactly. It's not uncommon for the difference between the "dealer recommended services" and the maintenance listed in your car's manual to be more than $100. In other cases it has been much more.

Later, while inspecting your vehicle, the technician may sometimes notice additional items that need attention on your car, such as an oil leak or a worn hose. He then makes those recommendations to the advisor. Be aware that not all of these suggestions need to be taken care of that same day. If you agree to additional work, your basic service could turn into an expensive one. Feel free to get a second opinion, or hold off on non-emergency repairs until it fits your budget.

Saving Money on Service
In some cases, the service advisor will offer service packages that include an oil change and other repairs or changes, supposedly at a discount. Often, there really is a savings here. But make sure the package covers only the items in your car's manual and not costly and unnecessary service items.

It's not uncommon for a service advisor to provide a discount or coupon for service. This can knock the price down a lot. But it also complicates this situation and makes it hard to see the real cost. Be prepared for this and take a moment to calculate the bottom line costs. It's all too easy just to agree to the extra costs in the heat of the moment.

You will then be given an estimate of the charges involved. It should approximately match the costs listed in our car maintenance section. If it doesn't, you should ask why the charges are higher. Use the information listed in our maintenance section. If the disparity is high and the service advisor doesn't adequately justify the extra costs, you can leave and shop for a better deal at another dealership.

Important Points To Consider:

• Don't always assume that more frequent oil changes than indicated in your owner's manual are beneficial for your car.
• Remember that the service advisor profits from work and parts he or she sells you.
• Understand the maintenance schedule in your car's manual.

Source: Edmunds

2013 SmartSlide & Third Row Seating | GMC Acadia Interior Space

Car Tip of the Week: Aftermarket Versus Manufacturer Car Parts

When you take your car to the dealership's service department for repairs, you know you're getting Original Equipment Manufacturer (OEM) car parts. However, if you take your car to an independent shop, you'll most likely get aftermarket car parts. Is there anything wrong with that? Does a less expensive part mean a poorer-quality part? And in what situations should you use only OEM parts?

To answer these questions, we've created a list of pros and cons to help you make a more informed decision when choosing what parts go into your car. In this way, you can strike a balance between cost and quality.

Aftermarket Parts

An aftermarket part is any part for a vehicle that is not sourced from the car's maker. If the parts are direct replacement parts, they will not void your car's warranty. A number of companies make parts designed to function the same, or in some cases even better than the original. Tom Torbjornsen, host of America's Car Show, estimates that about 80 percent of independent shops use aftermarket parts. "Be an informed consumer," said Torbjornsen."Shop around, make sure you're dealing with a good mechanic and request high-quality aftermarket parts."

PROS

• Less expensive: Aftermarket parts are usually less expensive than OEM parts; how much you save varies by brand. Shop around to find the best price and to get an idea of how much that part usually costs. If the price of a part seems too good to be true, ask questions about its quality.
• Quality can be equal to or greater than OEM: In some cases, you may end up with a better part than you started with. "The aftermarket companies reverse-engineer the part, and work the weaknesses out," said Torbjornsen. For example, when an automaker designs its brake pads, it has to strike a balance between cost, durability, noise levels and performance. If you want better performance and don't mind some extra brake noise (some brake pads squeak even though they are stopping the car effectively), an aftermarket pad may be your best choice.
• More variety: There are hundreds of companies that make aftermarket parts. Some specialize in specific parts, and other companies, like NAPA, make almost any part you can think of. More variety means greater selection and a wider range of prices.
• Better availability: You can walk into any gas station, auto parts store or local mechanic, and they're bound to have a part that fits your car. This gives you more options on where to take your car for service.

CONS

• Quality varies greatly: The saying "you get what you pay for" rings true here. Some aftermarket parts are inferior because of the use of lower-quality materials. Stick with aftermarket brands you're familiar with or are recommended by a mechanic you trust, even if these parts cost a bit more.
• Overwhelming selection: If you're not familiar with aftermarket brands, the selection could be overwhelming, and there's some chance you may get a bad quality part. Even a part as simple as a spark plug can be made by dozens of different companies and comes in numerous variations. Consult your mechanic for advice or simply stick with the OEM part when the price difference isn't significant.
• May not have a warranty: To keep costs down, some aftermarket parts are sold without a warranty.

OEM Parts

OEM parts are made by the vehicle's manufacturer. These match the parts that came with your vehicle when it rolled off the assembly line.

PROS

• Easier to choose your part: If you go to the parts counter at a dealership and ask for any part, you'll usually get one type. You don't have to worry about assessing the quality of different brands and prices.
• Greater assurance of quality: The OEM part should work exactly as the one you are replacing. It is what the vehicle was manufactured with and provides a peace of mind in its familiarity and performance.
• Comes with a warranty: Most automakers back up their OEM parts with a one-year warranty. And if you get your car repaired at the dealer, they'll usually stand by their labor as well.

CONS

• More expensive: OEM parts will usually cost more than an aftermarket part. When it comes to bodywork, OEM parts tend to cost about 60 percent more, according to the Property Casualty Insurers Association of America (PCI). There is more of a burden on parts and service to increase a dealership's profit, since the sales departments have been underperforming. But the gap in pricing might be closing, says Torbjornsen. "We've seen a balance in the scales; dealers are now trying to compete with independent shops."
• Need to be bought at the dealership: Even though there are other ways of buying OEM parts (eBay, online wholesalers), most people will go to a dealership to buy their car parts. This limits the number of places you can buy from. You can request OEM parts from your local mechanic, but it may take longer to get your vehicle repaired since the parts must be ordered.
• Quality may not be superior: You paid the extra money for an OEM part, hoping that it was vastly better than an aftermarket part. But that may not always be the case. As Torbjornsen mentioned earlier, some aftermarket parts are equal to or in some cases better than OEM parts. So you might be paying extra just for the name.

When Should You Request OEM Parts?

When it comes to collision repairs, make sure you are getting OEM parts, since aftermarket body panels may not fit properly or have proper crumple zones for crash safety.

If you lease your car, there are also economic considerations. Since aftermarket parts decrease a vehicle's book value, using them to repair your vehicle's body may cost you part or all of your security deposit.

But here's the rub: In 21 states and the District of Columbia, a body shop's repair estimate does not have to indicate whether aftermarket parts will be used. You'll often find that your insurance company will favor aftermarket parts because they are cheaper. If you request OEM parts, some insurance companies ask you to pay an additional fee. Check with your insurance provider beforehand, to see what parts they will cover.

Which Is the Best Way To Go?

All aftermarket parts are not created equal — but all OEM parts are. This creates its own set of advantages and disadvantages. If you're familiar with a number of brands or work on your own car, aftermarket parts can save you a lot of money. If you're not familiar with aftermarket brands, prefer to have everything done at the dealership and don't mind paying a bit extra for that peace of mind, OEM is a good choice for you.

Source: Edmunds