Special Car, auto, cars, vehicles

Eight years is enough time for me witness the rise of SEMA and its peak in 2005. Back then, the aftermarket scene was exploding; SEMA reported more than 2000 exhibitors -- the most in the history of the event. That year also saw 14 auto manufacturers; an impressive showing for what is essentially a four-day trade show closed to the general public.

This year, I'd heard murmurs about how the current economic turmoil -- particularly amongst the hard hit automakers -- was going to send exhibitor and attendee participation plunging; perhaps as much as 30% lower than 2007. There were a couple of advanced signs, too -- perennial receptions and parties canceled with no explanation and rumors of deeply discounted hotel rooms still available only days before the show. Then the Monday before the show arrived the news got worse; automakers like GM, Ford, Chrysler, and Toyota posted huge losses for the month of October. Would SEMA be an even bigger bust than rumored? I had to see for myself.

At first glance, this year's show looks to be just as alive and kicking as past SEMA shows. Any newbie would be completely overwhelmed, because even in a "down" year, SEMA looks psycho. The depth and breadth of the automotive aftermarket still manages to astonish and it looks -- at least on day one -- as crowded as ever; the Las Vegas Convention Center filled with row after row of vendors and throngs of badge-wielding buyers. Their presence is living proof of how much we American gearheads love our toys.

Look closer and a few cracks start to show. There is more empty space in the back of the South Hall than I've ever seen. Word is, to fill space, many of the tuned-up show cars that would have been relegated to outside show space in years past have been moved inside to keep things looking like an automotive orgy. Talk to the exhibitors and attendees, and you'll often get similar stories of reduced staff and shorter stays. Thursday -- buyer day -- apparently will be the big barometer. Tuesday and Wednesday are traditionally media whoo-ha days, so if the crowds are thin when it comes time to sign contracts, then the industry may well be in deep trouble. Tonight, I'll ask the real experts for their take on this year's show. Las Vegas cabbies, bouncers, and bartenders often know more than any industry analysts, because when convention attendance goes down in this town, they feel it in their pocketbooks.

Still, it is comforting to see SEMA still as crowded and busy as in years past. It's also a relief to see the pride and optimism of 600-hp musclecars lined up cheek to jowl against sky-high, candy-painted monster trucks, especially when all the TV pundits can seem to do these days is spew doom and gloom prognostications about the end of the world as we know it.

Three highlights:

RK Sport Hyundai Genesis sedan

As our intrepid Nate Martinez reported in WOT, Hyundai showed a tuned version of its ground-breaking rear-drive Genesis luxury sedan. The big news wasn't 24-in. wheels or some blinged-out grille, but a stunning 460-hp supercharged V-8 with cylinder deactivation (CDA). Hyundai claims this is the first time CDA has been mated to a blown production engine, which we're not debating. We're more impressed with the 8% improvement in fuel economy over the regular V-8 Hyundai Genesis. Hyundai won't say if it'll build it (it's an expensive proposition), but with an estimated 18 mpg in the city and 27 mpg on the highway and with that kind of power, it'd be crazy not to at least consider it.

Dodge Challenger SRT10

Enough with the Challenger, right? Well this one is different. It's not merely a fixed-up version of the SRT8 Challenger we know and love and drove all over Europe; SRT engineers ripped-out that Challenger's puny 6.1L, 425-hp V-8 and dropped in the 8.4L all-aluminum V-10 engine that powers the Dodge Viper. Output? How does 600 hp and 560 lb-ft of torque strike you? It's pretty amazing stuff, especially with that V-10 breathing through a functional, carbon-fiber shaker hood. How'd you like to see this Challenger run against a Shelby Mustang GT500KR? Perhaps something else? Send in your recommendations!

Subaru Forester XTI

Sure, we have soft spot for the Forester; after all, we voted it our 2009 Motor Trend Sport/Utility of the Year. But if there is anything missing from that cute 'ute, it's the pure performance of its rally bred brother, the WRX STI. Apparently, the people at Subaru are on the same wavelength, because they showed off a high-performance concept called the Forester XTI. While this Forester has the requisite fancy paint, upsized wheels (18 x 8 in. forged alloys) and performance bits including adjustable coilover suspension and big Brembo brakes, what we like is the six-speed manual transmission and estimated 315 hp and 300 lb-ft of torque under the hood. Even better, this Forester XTI is rumored to weigh only 60 lb more than the WRX STI. It's just the kind of vehicle we'd like to see added to the Forester lineup.

The Accord spent some time getting dirty on Saturday in Southern California's inland empire, as yours truly ventured out to watch some friends thrash their cars through mud at a rally cross -- an autocross-style event, but for rally fans, with a short course laid out in a dirt field. Except this field was quite muddy due to recent rains. And it might as well have been called a Subaru Cross, as most of the participants were in a Subaru of some sort. The Accord and its all-season tires handled the parking area's mud respectably, and at no point did I feel like the car would get stuck and force me to humiliate myself by asking for a push, though traction control had to be disabled as it couldn't quite figure out what to do. Although ill-suited for short-track courses due to its size, I'd guess the Accord would have done no worse in the rally cross than some of the Subaru WRX STIs that were there on summer tires. Why someone would bring a car on performance rubber -- especially a lowered one -- to a dirt field is beyond me.

Of course, the amount of people who will be taking Accords into muddy fields intentionally will be in the double or even single digits. But it's nice to know you can. On the freeway, the ride is smooth and the handling is responsive. The 268-horsepower, 3.5-liter V-6 provides plenty of punch, and the five-speed doesn't want for an extra cog, but it wouldn't hurt, either. The shifter has another minor annoyance besides its bland looks -- it'll shift into D3 from D without having to press the shift button. I particularly like the steering feel, which is responsive and perfectly balanced, at least for my tastes -- not too heavy, not too light. Compared with the Toyota Camry, which I've dubbed "the most boring 270-horsepower car ever," the Accord is enjoyable to drive.

As for the often discussed issue of the car's size, I think it's a lot of yelling about nothing. It certainly isn't small and it's noticeably bigger than the previous Accord, but it's not actually that much bigger -- 4.8 inches longer, 1.2 inches wider, and 1.0 inch taller, hardly steroid-fueled growth like that of the Scion xB, for example. The exaggerated size is a side effect of its sheetmetal -- the other big complaint about the 2008 Accord. The boxier look is fairly bland in profile, but it's not bad looking. Rather, it's inoffensive modernity, like an Ikea bookshelf, which is probably what appeals to the car's target market.

Bottom line, the Accord has racked up 2700 miles in slightly over a month with us, and that pace isn't likely to decline substantially as it's an excellent choice for long-distance cruising.

The new Fit (known as the Jazz elsewhere in the world) is available in Japanese trim with a 100-horsepower, 1.3-liter base engine as well as a 1.5-liter four pushing about 118 horspower. We'll likely only get the 1.5-liter option, which is reportedly capable of an impressive 40-plus MPG. A rotating front passenger seat and a CVT may also be available.

Stay tuned to MotorTrend.com for all your Geneva show updates March 4-5 and New York show updates March 19-20.

Felipe did everything he had to, winning the pole and the race in convincing style. As he crossed the finish line, he was the champion -- but only for an instant. Behind him, Hamilton slipped back into fifth position on the last turn, all he needed to do to beat Massa for the crown by a single point

For Massa, the passionate Brazilian, winning the driver's title in his home race would have been the highest of highs. Yet to miss it by an inch was to miss it by a mile. His disappointment was crushing, and it was visible in his eyes, his body language, his tears. As human beings, we can't always control what happens to us, but we can control how we react to it. It was in this idiom that the world got a good look at what Felipe Massa is made of.

"I know how to win," he said in the post-race press conference, "and I know how to lose. This day, like every day in my life, is something that I will learn from. I'm so proud to be a part of this team, and we should celebrate the Constructors' championship that we won. My guys worked so hard for everything we have accomplished, and we should be proud of this day."

He then went on to thank his family, his fans, the people of Brazil, and everyone at Ferrari from president di Montezemolo down. He finished his comments by congratulating Hamilton on a great season and a well-earned championship. You may recall that a year ago, Hamilton was in a similar situation to Massa, finishing a close second. I don't remember him being quite so gracious.

Lewis Hamilton is F1 champion. Felipe Massa is a champion among men. Complimenti.

Chrysler still owns 40% of the market here at home, and together the Chrysler minivan brands have outsold each of its ever-more-impressive competitors. This trend could continue, especially if you tally sales of the VW Routan that now rolls down the same assembly line. And amid the doom-and-gloom sales reporting, Chrysler's minivan sales are a bright spot, jumping a reported 6% year over year, which translates to an increase of 12 market-share points in this down market. The Windsor plant is currently running three shifts at capacity, cranking out 1426 vehicles per day.

I don't usually jump at these plant-tour birthday parties, but I had a special interest in this one, as I played a tiny role in the history of the Chrysler minivans. My first permanent assignment as a freshly minted Chrysler Institute of Engineering graduate was in the Advance Vehicle Packaging department. It was our job to determine exactly where everything went on the inside of a vehicle -- not what it looked like, but the ergonomic interface, the position of the controls, visibility, etc.

My last major project there before running off to join the automotive-journalism circus was the 1996-model NS-body minivan. This was the Cab-Forward redesign (which I still think was the best looking of all the ChryCo minivan generations). There was considerable concern about how customers would react to that large windshield and long dash, so I was tasked with shepherding a project to build a running prototype out of an old van mocking up the proposed windshield/dash/seating position. Folks drove it, liked it, and the rest is history.

The birthday festivities included unveiling special 25th Anniversary trim packages, which basically add a new Dark Slate Gray leather option, new woodtone trim, French stitching, special wheels, and other touches. It's bundled with the dual-DVD screen package, so it won't come cheap (pricing hasn't been announced for the U.S. yet; Canada's 25th Anniversary packages are different, adding CAN$1400 of content with no bump in the sticker price).

And to tease us all, out in front of the plant was a plug-in hybrid-electric Town & Country. Chrysler has stated a goal of producing at least one of its recently introduced electric and range-extending electric vehicles by 2010 (no word yet on whether this Chrysler will edge out the Lotus-based RWD Dodge EV sportscar or the AWD Jeep Wrangler-based range-extended plug-in hybrid). The front-drive Chrysler uses a 190 kW (255-hp) electric motor powered by a 22-kW-hour lithium-ion battery pack that can be recharged using 110/120 or 220/240-volt power. Performance claims include 0-60 mph in 8.7 sec, quarter mile in 16.2 sec, a top speed of over 100 mph, and a range of up to 40 miles of electric-only driving; 400 burning about eight gallons in the small onboard gasoline engine. To track progress of these EVs, visit www.Chryslergoeselectric.com

Now, for you trivia buffs, here's a list of 66 minivan firsts that Chrysler lays claim to:

1. First minivan introduced to the market (first front-drive small van) (1984)

2. First minivan to offer selection of engines, V-6 or four cylinder (1987)
3. First to offer long-wheelbase minivans, Dodge Grand Caravan and Plymouth Grand Voyager (1987)
4. First to offer luxury minivan with introduction of Chrysler Town & Country (1990)

5. First minivan to offer standard driverside airbag (1991)
6. First minivan with center high-mounted stop lamp (1991)
7. First minivan with child-safety locks on sliding door (1991)
8. First minivan to offer four-wheel anti-lock brakes (1991)
9. First minivan to offer Quad Command seating package (1991)
10. First minivan to offer all-wheel drive on front-drive platform (1991)
11. First minivan to offer integrated child seat (1992)
12. First to introduce an all-electric powered minivan, Dodge TEVan (1993)
13. First minivan to offer standard passenger-side airbag (1994)
14. First minivan with dynamic side-impact protection (1994)
15. First minivan to meet California 1997 Ultra Low Emission Vehicle (ULEV) certification (1994)
16. First minivan to meet Inherently Low Emission Vehicle (ILEV) certification (1995)

17. First minivan with seamless passenger-side airbag door (1996)
18. First minivan to offer dual-zone temperature control (1996)
19. First minivan in U.S. market to offer driver-side sliding door (fourth door) (1996)
20. First minivan to offer windshield wiper de-icer (1996)
21. First minivan to offer 16-in. wheels and tires for enhanced performance (1996)
22. First minivan to offer power memory seat and mirrors (1996)
23. First minivan to offer Easy-Out Roller Seats(r) (1996)
24. First minivan to offer adjustable cupholders (1996)
25. First minivan with cab-forward design (1996)
26. First minivan to offer adjustable reclining rear child seat with molded seat cushion (1996)
27. First minivan with removable windshield wiper module (1996)
28. First minivan with mid-cabin upper-level comfort control (1996)
29. First minivan with dual-action rear drum brakes (1996)
30. First minivan capable of transporting 4x8-ft (1.2x2.4 meter) material on top of folded seatbacks or with seat removed and liftgate closed (long wheelbase) (1996)
31. First minivan with rear seatback-mounted grocery-bag hooks (1998)
32. First minivan to offer Flexible Fuel Vehicle (FFV) availability, ethanol/gasoline (1998)
33. First minivan to offer 17-in. wheels and tires for enhanced performance (1999)
34. First minivan to offer Auto Stick transaxle (1999)
35. First minivan to offer wireless headphones for in-vehicle entertainment system (2000)
36. First minivan to offer 6.4-in. (16.2-centimeter) LCD screen for in-vehicle entertainment system (2000)
37. First minivan to offer power-up/power-down liftgate (2001)
38. First minivan to offer removable, powered center console (2001)
39. First minivan with power dual sliding doors, allowing for minivan-first manual override, powered by an industry-first inside-the-door motor (2001)
40. First minivan to offer power sliding door obstacle detection system when opening and closing (2001)
41. First minivan to offer engines with power over 210 horses (2001)
42. First minivan to offer pop-up rear-cargo organizer (2001)
43. First minivan with three-zone temperature control system (2001)
44. First minivan with rear split 50/50 Easy-Out Roller Seats (2001)

The change of the car division's name to Mercedes-Benz cars was done in part to placate a number of shareholders who felt that Karl Benz's name should be a prominent part of the company's face, which used to be known as Daimler-Benz. The Benz name also appears in the new names of the van division and corporate bank, which become Mercedes-Benz Vans and Mercedes-Benz Bank, respectively.

Other name changes include the renaming of the truck division to Daimler Trucks, bus division to Daimler Buses, and the financial services arm is now known as Daimler Financial Services.

Besides the power bump, other BRABUS touches include Monoblock VI alloy wheels, wide rear wheelarches, a sports-exhaust system with centrally positioned stainless-steel tailpipes and a body that's been lowered 10 mm. Also part of the package are specially designed dials in the interior cockpit, sport pedals, and a three-spoke leather steering wheel with shift paddles.

The BRABUS Xclusive fortwo comes with additional equipment such as a front spoiler with enlarged air inlets, H7 projection headlamps with titanium-colored surrounds, side skirts, and a color-keyed rear apron. The heated seats are covered with leather and the leather-effect instrument panel is finished in aluminum-look trim.

Fuel economy is some 45 mpg combined, according to BRABUS, which is still excellent despite the engine upgrades. No official word yet if the BRABUS packages will be available for the U.S. market smarts when they arrive next year.

The prices (ex factory) of the new BRABUS models at a glance, in Euros:

smart fortwo BRABUS
Coupé 16,490 euro
Cabrio 19,430 euro

smart fortwo BRABUS Xclusive
Coupé 19,490 euro
Cabrio 22,430 euro

With most of the world's analysts saying that the world's biggest automakers must partner up, Daimler-Benz was looking for something to buy. BMW AG had bought Rover so it would have cheap front-drive cars to sell and keep its premium rear-drive BMWs pure. Mercedes couldn't let BMW do something like that without responding.

The two German automakers do lead each other around. Remember, Mercedes' front-wheel-drive A-Class is considered a production response to BMW's 1991 Z11 concept. Some conspiracy theorists will tell you that BMW showed that car just to get Mercedes to spend money on a small, tall hatchback.

So Daimler buys Chrysler for $36 billion (PR for either brand will, to this day, call it "a merger of equals"). Two years later, BMW unloads Rover Group. It keeps Mini, sells Land Rover to Ford Motor Company for 1.5 billion pounds sterling (nearly $3 billion at today's exchange rates, significantly less back then, but still greater than Chrysler Group's $1.5 billion 2006 loss) and sells Rover to a private consortium for 10 pounds sterling, less a half-billion pound "soft" loan to the Rover factory.

By now investors in Stuttgart are beginning to wonder what kind of mistake DaimlerChrysler CEO Juergen Schrempp has made. Never mind that smart and the AG's stake in Airbus are probably much bigger headaches. But the automaker marches on with plans to build new rear-drive Chryslers out of old Mercedes parts. With Dieter Zetsche running Auburn Hills, Chrysler was the money maker for a short time in the middle of the decade, as Mercedes sunk boatloads of euros into its quality problems, and started to reverse an ill-timed move into lower-priced segments (after all, what was Chrysler/Dodge/Jeep for?).

After Schrempp was ousted and Wolfgang Bernhard was sent packing to Volkswagen, German investors and analysts set their sights on Zetsche, Schrempp's new replacement. By now, Mercedes was making money and Chrysler wasn't. And not incidentally, the Quant Family's BMW AG was rediscovering its ability to make huge profits without Rover's dead weight.

Even those automakers not saddled with a cash-and-oil-leaking basket case like Rover were beginning to understand that mergers and alliances flatten hills as much as valleys. When one of the two automakers is doing well, the other is on the skids. Then they typically reverse positions. Not surprising if the two have different product mixes - usually a good reason to do such a deal - or if key cars and trucks are on different cycles. Look no further than the Renault-Nissan alliance.

With DaimlerChrysler all but divorced and ex-BMW Rover owned by China's SAIC and sold under the brand, Roewe, merger-mania is officially dead. Renault and Nissan are alliance partners. We'll see more of that, although the various ups and downs of each have proven too shaky for superman CEO Carlos Ghosn to handle.

I've talked to a lot of people in the industry about this. They invariably mention Ford Motor Company's purchases of Jaguar, Aston Martin, Volvo and Land Rover as examples of lasting automaker combinations. Even if Ford paid too much for, say, Jaguar and Land Rover, it's not the same. Those luxury brands were never on the same scale as either Daimler or Chrysler. And, of course, Ford would be happy not to have Jaguar, especially, splotching its balance sheet with more red ink.

Think instead of Honda. A few years ago, most analysts saw Japan's number-three automaker as being too small to survive on its own. It would have to find a buyer or a partner or die off, said conventional wisdom. But they passed on buying Rover back in 1993-94 and now, even without volume rear-drive or any V-8s save for racing, Honda's position in the industry is the envy of many of the majors.

Chrysler could do well to emulate Honda as far as its product lineup. Not - I repeat, not - by emulating the kinds of cars and trucks it builds, but by adjusting to a niche-driven market in which the leading automakers have no more than 18 percent market share (and it'll be more like 10-12 percent for Chrysler). It'll be interesting to see whether Chrysler's pending new owners, Cerberus, can pull this off. We won't see any more Chrysler balance sheets until Chrysler Holding LLC goes public or sells off various bits to public companies, but we will see production/sales numbers.

In the end, shrinking Chrysler will be hard to impossible. Hard, in dealing with the United Auto Workers and Canadian Auto Workers. And impossible, in dealing with U.S. Chrysler dealers.

The Flex's third-row seat is rated for two passengers, and it's available in six- (with optional refrigerator between the split second row) and seven-passenger variants. Other notable options include Microsoft Sync and a big panorama roof. The third row is more comfortable for adults than the Chevy Traverse's three-passenger rear seat. Sharing its Volvo-based platform with a variety of Fords, including Taurus X, Flex's dimensions are similar to the Chevy's, with a lower h-point. The driver can set his seat low, making it feel like a station wagon, or high, for that much desired SUV-command view of the road. It's by no means an off-roader, yet it handled our off-road section with ease.

With its soft suspension, deliberate steering, and big flat expanse of hood ahead of the driver, the Flex doesn't inspire spirited driving, which helps explain its better fuel economy versus other contenders on our test loop. The V-6/six-speed automatic combo is smooth with adequate power, although the transmission offers no upshift-downshift options for family vacations across the Rockies. Those who fondly remember late-1960s Country Squires with 429 V-8 options will appreciate the coming 3.5L EcoBoost making about 325 hp.

It held on to the Model T way past its due date, then stopped production to retool for the Model A. It was struggling to stay in business after World War II when it launched the '49 Ford lineup, a car that single-handedly saved the company. Its 1986 Taurus was an avant-garde success, but by 1990 it was a rental queen and remained so for the next 18 years. Think of the first U.S. Escort, the first U.S. Focus, the Lincoln LS.

The Fiesta, which reaches the U.S. market at least a year-and-a-half after its European launch, is Ford's promise to put that habit to rest. The plan is to revitalize the company with mostly European designs, mostly cars (and car-based crossovers). And with slick, well-appointed and fuel-efficient small cars, Ford is attempting to reinvent the Model T.

Our modern T is not the Tata Nano, nor the production versions of the Volkswagen Up! concept, but the next Ford Focus. Like the new Fiesta (and the 1908-'27 T), Ford will build it worldwide with very little variation. Its platform will carry the "top hat" of various other models. The Model T was available as a touring car; a closed sedan, a roadster, a pickup truck, a van and just about any other light-duty body style available back then. The Focus is already the basis for the C-Max MPV, Kuga crossover and a Pininfarina-built folding hardtop convertible. Here's what Ford plans to do to make this work:

At least three variants for the U.S.: This includes Kuga, replacing the Escape and possibly taking its name, a Mercury-badged dedicated coupe, and even a Lincoln. Marketing and communications veep Jim Farley says the Lincoln will not be a Kuga-based crossover, but a small car designed to grab some "white space" in the industry. While a well-appointed Lincoln C-segment sedan with the '41 Continental nose could work well, I can't help thinking of the Cadillac Cimarron. I trust Ford designers and engineers are working to avoid paying homage to that early '80s car.

Kinetic design for midsize and small Ford division cars: Fiesta, Focus, Fusion (see Mondeo) and their variants, including crossovers, will wear Martin Smith's popular and critically acclaimed Kinetic Design language. Like the Fiesta, the Focus will be sold in the U.S. as both a four-door sedan and a four-door hatchback. The 2010 Taurus will be the Kinetic Design "bridge car" to traditional American design. Peter Horbury's staff remains in charge of cars and trucks that don't see the light of day outside of North America: Mustang, new unibody Explorer, Flex, F-Series, and Mercurys and Lincolns including those based on the global B-, C-, C/D- and D-segment platforms.

Focus and Fiesta will transcend their size categories: Ford says consumers in a clinic guessed the new North American 2011 Focus four-door sedan's price at $25,300, and the four-door hatchback's at $23,000. Consumers pegged the Fiesta's perceived price at $22,100. Both were guessed to be higher than Toyota and Honda competition. Warning: GM until recently was known for paying too much attention to clinics.

The V-8, as we know it, is dead: Late last year at a presentation of Ford's coming EcoBoost gas direct-injection, turbocharged engine technology, I asked chief product guy Derrick Kuzak whether the V-8 was dead. "I don't know," he replied, then went on to essentially say it was. Last week in Europe for the global Fiesta launch, I raised the issue with marketing chief Jim Farley. He agreed that while the V-8 engine still has a place in big trucks and high-performance Mustangs, for the mainstream market, it is, in effect, dead. Here's one Ford constant that's going away by necessity. Since the days of Clyde Barrow, the V-8 Ford has been the icon of luxury car performance at a middle-class price.

Successful Ford models won't be neglected: Ford says mainstream models like the Focus and Fiesta will go no more than 3 1/2 years between substantial redesigns. By this, I assume Ford means what are called "major-minor" facelifts on cars like the Focus and Fiesta, and would be similar to Toyota and Honda product cycles, which now go about five years between complete redesigns.

Like the Model T, the next Focus should be all the car most people need. Unlike the Model T's lifespan, we won't see it march into the 2030 model year virtually unchanged. If Ford makes it to calendar 2010 and then sticks to this plan, it has a better chance for sustained success than in its first 105 years.

So it's with this appreciation of the aftermarket-accessory designer who thinks he can do better than the highly trained, highly paid automobile stylist that I bring you the latest road monstrosity, this one from a Metro Detroit Ford dealer: the Flex Woody. Not since the K-Car Chrysler LeBaron Town & Country convertible has a pile of lumberlike plastic transformed a new car as much as this.

Details? Can't say how much for the after-treatment -- there was no add-on sticker to accompany the Monroney. Truth is, I was a bit worried about what kind of salesman might come outside and try to sell me this thing as I studied the sticker. This much is evident: It's a base-model Ford Flex, with rather snazzy houndstooth cloth seats. MSRP was $29,050, a real stripper save for the fake bark, which I'm sure pushes the crossover into the lower $30s. What with dealers desperate for car sales, you can probably get the sales manager to throw in the "wood" for free. The dealer, Huntington Ford, advertises itself as a "Ford Factory Outlet," which could apply to any domestic dealer in this area. Most people in these parts walk into local dealers with a predetermined discount, because they work for Ford, GM, or Chrysler or know someone who does, and there's no need for haggling.

Anyway, photo credit goes to Frank Markus, who had his camera with him when I spotted this homage to the Golden Age of Country Squiring.

So the questions of the day are, what's your favorite aftermarket treatment? And what kind of SEMA treatment would you like to see on a new model?

Lincoln could have gone this route with the MKS, as it shares its lacy underthings with the Volvo S80, among others. That model is available with a wonderful Yamaha-sourced V-8 that spools out 311 hp, and does so with smoothness, good sounds, and competitive fuel economy. Instead, Ford went another direction for the top-drawer MKS, that being its new EcoBoost engine philosophy; in this application, a twin-turbocharged, direct-injected 3.5L V-6 the company believes will produce equal or better performance than a comparable V-8, with improved fuel economy and emissions, too. But it's fair to ask if that's the right call.

People pop for the V-8 versions of luxury cars for reasons other than the simple need to move the machine; nearly everyone's six has more than adequate power for that. Carmakers usually offer the best options and highest equipment levels only on the V-8 model. V-8s (generally) have more torque than the smaller sixes. They usually sound richer and silkier. And there's just the notion of "more is better" which, like it or not, drives a lot of purchases. Otherwise, there wouldn't be V-10s and 12s.

Please be clear: I have no agenda or preconceived notion here. I have not driven a production EcoBoosted MKS, so I don't know how it will perform in comparison with those lusty V-8s offered by BMW, Infiniti, and the others. We don't know what the powertrain's final EPA numbers are yet, either. One Ford powertrain engineer opined to me that EcoBoost will likely deliver one to perhaps two miles per gallon more than a comparable V-8 on the EPA combined cycle. Is that enough to sway car buyers, who are spending $50,000-$60,000 or more on a midsize to upper-midsize luxury sedan and like the feel and performance of a big, torquey, burbling V-8? Me not sure.

One thing is for certain: the new engine's got numbers. It'll be rated at approximately 340 hp in the Lincoln, and inside comments indicate it has a super-wide, flat torque curve. It'll be going places, too: We know it will appear in the Ford Flex crossover, which seems like an ideal pairing, and it would please us a bunch if it becomes the foundation of a reborn Taurus SHO.

This engine technology isn't cheap to develop, although it sets up Ford to handle emissions and fuel-economy issues going forward. But it's also complicated: two turbos, and all of the plumbing and electronics necessary to manage them. The most elegant engineering solution is so often the least complicated one, not the most. It all comes under the category of wait and see. We'll let you know more when we've driven an EcoBoost-powered MKS or Flex, and at that point, some of these questions will be answered.

In the meantime, what do you think? Is this the right direction for Ford to be taking and be really ahead of the curve in a changed world? Or will luxury buyers say "why should I pay more for that?" and choose one of the current, V-8-powered players?

Research indicates that 40 percent of all traffic accidents and 20 percent of crash-related fatalities occur in intersections today. It's unknown just how many of those are attributable to driver distraction, but whatever that statistic, it's bound to be increasing. Ford and a consortium involving GM, Daimler AG, Honda, and Toyota believe electronics can serve as "a vigilant passenger" to help warn a distracted or generally inattentive driver of impending danger.

The Smart Intersections initiative envisions a black box equipped with a 5.9 GHz (WiFi type) Dedicated Short Range Communications (DSRC) radio transmitter, a GPS unit (many newer intersections already use GPS for signal-timing purposes), a high-definition map of the local area, and a Siemens controller. As a vehicle equipped with this DSRC hardware approaches such an intersection, it downloads the high-res map so the car can interpret exactly which lane it is in (typical nav systems can't do this), and info about what color the light is and when the next change will occur.

If the vehicle is approaching a red light too quickly to stop, or approaching an impending yellow at a speed that might pose a problem stopping, a bright-red warning light on the dash and/or voice command draw the driver's attention to the windshield, thereby (it's hoped) preventing an accident. The map data downloaded also can include high-res maps to enable warning of stop-sign intersections, too (these intersections would generally be "dumb" otherwise).

Cost is said to represent only a modest upgrade from a current state-of-the-art electronically controlled intersection and to represent a savings relative to the installation and maintenance costs of traffic-sensor loops and optical traffic recognition gear, but those may still be needed until a critical mass of cars is equipped. The vehicle only needs another antenna that can likely be integrated with other on-board antennas, and some signal conditioning gear. Ford envisions fully upgradable units that can incorporate future vehicle-to-vehicle warnings that promise to prevent crashes outside of intersections as well. Ford also envisions kits to retrofit some older cars with nav systems to recognize smart intersections as well. We say, the sooner the better!

Why a V-6 Shelby? Simple: “We want to make the Shelby brand accessible to a wider variety of enthusiasts,” says Amy Boylan, president and CEO of Shelby Automobiles. “Younger buyers, first-time Shelby intenders, anyone on a budget that can’t afford our V-8-powered models.”

The preliminary specs are outlined below, but in concept, it’s the Shelby GT treatment applied to a Mustang V-6. There are two versions, naturally aspirated and supercharged. I drove prototype examples of both during a recent visit to Shelby’s HQ and the Las Vegas Motor Speedway. The nat-asp Terlingua is SO much more fun than the droning, rental-spec V-6er. The exhaust has a nice rasp to it, acceleration is sharper than stock, and the Ford Racing handling package, lowered ride height, and 18-in. rolling stock do wonders for the handling.

The supercharged version really scoots and will leave a stock Mustang GT for dead. Somehow, the blower smoothes out the engine even at high revs; I was pleasantly surprised at its sophisticated feel. Running 20-in. rolling stock, the handling is sharper yet, although it comes with some ride penalty. The biggest improvement? Those six-piston Shelby/Baer brakes. Fade? Fuhgetaboutit. As noted, both of these cars are development pieces, so final calibration is ongoing.

Let’s talk bucks. The base model seems a reasonable value; it’ll be the least expensive new Shelby Mustang you can buy. In my opinion, the supercharged version will face a challenge. At 19 grand above a base V-6, you’re well into Shelby GT territory, and it’s not a huge stretch at that point to go for a supercharged Shelby GT that cranks out 450-plus hp. And there are many Mustang aftermarket component alternatives that will deliver more performance for less bread. Somebody will have to really want the blown Terlingua, if for no other reason than to have something different.

The most financially advantageous scenario may be the semi-secret one: Besides simply selling you a new one, Shelby will perform either Terlingua conversion on an existing (translation: used) V-6 Mustang, including the proverbial ID plate with a Shelby serial number. 2005-06 Mustang V-6s are pretty reasonable in the used-car marketplace nowadays, and most are ready for new tires and shocks -- all stuff that gets changed in the conversion. Find a clean three-year-old V-6 five-speed coupe, pop for the conversion, and you’ve got a serial-numbered Shelby Mustang for the cost of a used Camry.

What do you think about the notion of an entry-level Shelby Mustang? Is this a car that interests you, or would you instead shop for affordable performance at the Honda or Mitsubishi store? Shelby Automobiles begins Terlingua production soon, and we’ll report back after we’ve had the chance to attach our timing gear to customer-spec examples. In the mean time, please pass the chili.

Preliminary Shelby Terlingua Mustang specifications, per Shelby Automobiles (www.shelbyautos.com)

Base Level (222HP):

EXTERIOR:
• Matte black Shelby fiberglass deep-draw hood (“Gawdawful” yellow available for black cars)
• Terlingua 1860 hood pin kit
• Terlingua stripe kit -- flat black (“Gawdawful” yellow available for black cars)
• Mustang GT rear fascia
• Rear decklid cover
• Terlingua shield emblem on rear decklid

INTERIOR:
• Terlingua Racing door sill plates
• Shelby floormat emblems
• Terlingua rabbit billet shift knob
• Terlingua Racing dash plaque
• Engine plaque
• Terlingua key chain

PERFORMANCE:
• Ford Racing V-6 power pack
• Dual Shelby GT-style exhaust
• CAI with performance tune on the ECU
• Hurst short throw shifter
• Ford Racing performance handling pack
• Bullitt-style strut-tower brace
• 18-in. Ford Bullitt-style wheels
• 235/50/18 Tires

OPTIONAL:
• Ford V-6-style rear spoiler (in case base car comes without)
• Ford Pony grille w/foglights
• Terlingua Racing sticker kit

MSRP for Base level package: $8995.00


Performance Level (310-350HP):

EXTERIOR:
• Matte black Shelby fiber-glass deep-draw hood (“Gawdawful” yellow available for black cars)
• Shelby front fascia
• Shelby black mesh grille w/billet Terlingua rabbit emblem
• Terlingua 1860 hood pin kit
• Terlingua stripe kit – flat black (“Gawdawful” yellow available for black cars)
• Shelby GT rear fascia w/exhaust hole cover inserts
• Rear decklid cover
• Terlingua shield emblem on rear decklid
• Side scoops
• Black quarter window covers with aluminum rivets
• Sequential taillights
• Hub cap centers
• Running board heat shields
• Racing fuel door cover w/Terlingua Racing shield

INTERIOR:
• Terlingua Racing door sill plates
• Shelby floormat emblems
• Terlingua rabbit billet shift knob
• Terlingua Racing dash plaque
• Engine plaque
• Terlingua key chain
• Interior quarter window block off plate
• Ford GT-style racing start button
• Shelby gauge pod w/boost gauge
• Terlingua engine cap kit
• Terlingua racing pedal cover kit