Exploring the New Industrial Revolution

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12/05/2013Exploring the New Industrial Revolution

In the second of two Innovation Forums at Autodesk University 2013, five speakers explored the New Industrial Revolution and how technologies such as additive manufacturing, 3d and 4d printing, advanced robotics, the maker movement and bio-driven design that are rapidly changing how the world around us is designed and fabricated.

The session was hosted by Jen McCabe, Hardware Sorceress for the Downtown Project and Vegas Tech Fund, who spoke about the impact of crowdsourcing and crowd funding, now, “a viable way to start and grow a new hardware business.”   She used the example of Kano, a $99 build-yourself computer that has attracted over 9000 backers on KIckstarter and which she plans to build with her five year old nice as a Christmas gift as an example of this trend. 

 

Ben Kaufman, CEO of Quirky, spoke about their efforts to change the product development and launch process.  “The best ideas come from the living room,” he said, and cited examples of Jake Zien and his pivot power invention, to which over 700 Quirky members contributed active ideas and assistance to bring it to market.  “We’ve created a whole line of products based off of Jake’s PivotPower idea. Now, Jake’s a millionaire, and every time a PivotPower sells at Target or another store those 709 people get a profit, in real time. “    Kaufman also spoke about Quirky’s partnership with GE that has brought a whole new line of connected products to Home Depot. 

Mark Hatch, CEO of Techshop, discussed some of the ways that Techshop is helping drive new industrial revolutions by giving access to new tools and technology to a broad audience of users.  He cited the example of the new Detroit-area Techshop that was funded in part by Ford Motor Corporation and is open to the more than 30,000 engineers who are living in the area, most of whom are not working actively as engineers at Ford.  “Since the Techshop Detroit opening, Ford has seen a 55% increase in high quality patentable ideas.  More than half of those are directly attributable to opening our shop to Ford employees.  Right now there is a product idea that came up at Techshop that will probably go onto cars their cars – and this came from engineer who worked in marketing.  There was no long product development process, just a smart guy with the right ideas and access to tools.”   

 

David Benjamin, founder of The Living, showed work that his firm has done to use Autodesk Project Cyborg to explore, “A new design approach -- to generate, evaluate, evolve, select and produce.  We can now harness incredible biological systems and to make and apply them at a different scale.  Biological systems are already computers and factories.”

The final speaker, MIT Researcher, architect, designer, computer scientist and TED Senior Fellow Skylar Tibbits showed new examples of his on BioMolecular Self-Assembly and human scale 4D printing.   “There is a design space and a design boom happening.  DNA and biological materials become the building blocks,” said Tibbits. “Powered by Autodesk and others we’ve been able to generate things that we would never have been able to generate before.  We can go a step further and simulate things…optimize things.  And code can communicate with machines so we can physically make things that we couldn’t have made before.”

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Re: Inventor 2013 Autodesk User certification

For 2013, at least, there was only Certified Professional.  No more Certified User or Certified Associate.  Not sure if that will remain the same for 2014.

I wouldn't recommend trying to take the test as a beginner if you're paying for it.  If you go to AU, you'll get to take the test for free, and in that case absolutely - I'd say take it, and see what happens.  You'll at least get an idea of where you need to work on things.

THAT SAID, if you've got a decent amount of experience - and I believe the recommendation was 400 hours of use, but don't ask me where I saw that - the test is RIDICULOUSLY easy.  (Full disclosure: when I took the test, I was sitting at around 6,000 hours of Inventor use, versions 2009-2013.  I and another guy from my company took the 2013 certification test at AU2012.  We both finished in under an hour, and both passed with flying colors.  There were a few things there that I hadn't done much with in the past, but NOT a lot.

For me, 90% of the stuff on the Inventor 2013 Certified Professional exam is stuff I'd expect any entry-level employee to be able to do.

___________________________________________________________
Product Design Suite Ultimate 2013, 2014
Autodesk Inventor 2013 Certified Professional

Work: Dell Precision T1600 (Xeon E3-1280 / 16GB / 512 GB SSD / 250 GB (Internal) / 1 TB (External) / Quadro 600)
Home: i7-4770k / ASUS Z87-Pro / 16GB / 250 GB SSD / 1 TB HDD / 3 TB USB3 HDD / 2xRadeonHD 4870 in CrossfireX
Laptop: Toshiba Satellite P755-S5269 (i7-2630QM / 8 GB / 250 GB SSD / 750 GB HDD / GT540M)

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Inventor 2013 Autodesk User certification

For 2013, at least, there was only Certified Professional.  No more Certified User or Certified Associate.  Not sure if that will remain the same for 2014.

I wouldn't recommend trying to take the test as a beginner if you're paying for it.  If you go to AU, you'll get to take the test for free, and in that case absolutely - I'd say take it, and see what happens.  You'll at least get an idea of where you need to work on things.

THAT SAID, if you've got a decent amount of experience - and I believe the recommendation was 400 hours of use, but don't ask me where I saw that - the test is RIDICULOUSLY easy.  (Full disclosure: when I took the test, I was sitting at around 6,000 hours of Inventor use, versions 2009-2013.  I and another guy from my company took the 2013 certification test at AU2012.  We both finished in under an hour, and both passed with flying colors.  There were a few things there that I hadn't done much with in the past, but NOT a lot.

For me, 90% of the stuff on the Inventor 2013 Certified Professional exam is stuff I'd expect any entry-level employee to be able to do.

___________________________________________________________
Product Design Suite Ultimate 2013, 2014
Autodesk Inventor 2013 Certified Professional

Work: Dell Precision T1600 (Xeon E3-1280 / 16GB / 512 GB SSD / 250 GB (Internal) / 1 TB (External) / Quadro 600)
Home: i7-4770k / ASUS Z87-Pro / 16GB / 250 GB SSD / 1 TB HDD / 3 TB USB3 HDD / 2xRadeonHD 4870 in CrossfireX
Laptop: Toshiba Satellite P755-S5269 (i7-2630QM / 8 GB / 250 GB SSD / 750 GB HDD / GT540M)

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Autodesk 2013 Inventor of Year Voting Now Open

It’s been said that the digital era we live in represents a golden age of innovation, and Autodesk recognizes innovative inventors who design and develop standout products with the Autodesk Inventor of the Month (IOM) program. With a New Year is upon us, it’s time for the Autodesk Manufacturing community to select the 2013 Inventor of the Year from among the 2013 Autodesk IOM winners. Voting has kicked off here.

For more than seven years, the Autodesk IOM program has identified the most innovative among hundreds of thousands of designers and engineers that create with Autodesk Digital Prototyping tools. Recipients employ software including Autodesk Inventor software as part of Autodesk Product Design Suite, Autodesk Factory Design Suite, the Autodesk Simulation family of products and Autodesk PLM 360.

The company with the highest number of votes will receive the Inventor of the Year honor. Voting is under way and closes Feb. 14 at 5 p.m. Pacific time.

The Contenders: 2013 Inventor of the Month Winners

January 2013: Combat Group, a Malaysian-based manufacturer of automotive and industrial paint systems, was chosen for using Autodesk Product Design Suite and other digital prototyping tools to improve its accuracy of design and deliver products more quickly to the major automotive, two-wheeler and industrial companies with assembly plants in developing nations.

February 2013: Autodesk recognized BioLite for using Autodesk software to create wood-burning, power charging stoves that burn 90 percent cleaner than conventional wood-burning stoves or open fires. The portable BioLite CampStove and the larger BioLite HomeStove convert waste heat into electricity that can be used to charge small electronic devices such as cell phones, GPS units and LED lights.

March 2013: Chinese company CNR Changchun Railway Vehicles Co., Ltd. was selected for using Autodesk Inventor software to design curved, stainless steel railway passenger seats that are more attractive, comfortable and stable than existing solutions on subways, high speed trains and other urban railways.

April 2013: Two 2013 FIRST Robotics teams — Team 6002, The Basilisks from Terra Nova High School in Pacifica, Calif., and Team 4488, Shockwave from Glencoe High School in Hillsboro, Ore. — were recognized for their use of Autodesk Inventor software to design their award-winning robots and successfully advance to the world championship.

May 2013: Autodesk selected Plastics Research Corporation for successfully designing a factory with Autodesk Factory Design Suite that can make multiple millions ofcomposite pallets a year — a volume unmatched by any other composite pallet manufacturing facility in the world.

June 2013: Chemring Group PLC, a global manufacturer of defense and security products was chosen for its use of Autodesk Product Design Suite to address its entire product design workflow — including Autodesk Vault to ensure employees and partners can quickly and easily find all the design data they need to make better decisions and work more efficiently.

July 2013: EnviroGuard, an industry leader in spill containment and facility safety, was recognized because the company has been able to win several large projects both domestically and internationally by leveraging the many features and capabilities within Autodesk Product Design Suite.

August 2013: Autodesk selected Dearborn Mid-West Company (DMW), a provider of assembly line conveyor systems to all the major automotive manufacturers in North America, for using Autodesk Factory Design Suite software to better create turnkey conveyor solutions for its clients.

September 2013: Harbin Electric Group, one of China’s largest manufacturers of power devices, was selected for using Autodesk Product Design Suite to digitally prototype and accelerate the design of innovative nuclear power devices that can help China meet energy-related goals.

October 2013: Carducci Dual Sport founder and president Jim Carducci leveraged Autodesk Product Design Suite to develop a dream and convert a Harley-Davidson Sportster into an on-road/off-road motorcycle. Carducci’s conversion kit keeps passionate Harley fans from having to choose between a street-legal bike and an off-road bike.

November 2013: Autodesk chose Karcher North America, a leading provider of consumer, commercial and industrial cleaning equipment, for using Autodesk Product Design Suite to design the LANDA ECOS: a mobile “wash and reclaim” system.

December 2013: Asius Technologies and founder Stephen Ambrose were recognized for developing the Ambrose Diaphonic Ear Lens (ADEL): a new type of earpiece that solves the problem of hearing loss resulting from repeated earbud use. This pioneering creation was designed with the use of Autodesk Product Design Suite software.

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2014 Cadillac SRX

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TCC Rating work?The TCC Rating is a clear numeric rating value based on a 10-point scale that reflects the overall opinion of our automotive experts on any vehicle and rolls up ratings we give each vehicle across sub-categories you care about like performance, safety, styling and more.

Our rating also has simple color-coded “Stop” (red), “Caution” (orange),
or “Go” (green) messages along with the numerical score so you can easily understand where we stand at a glance.

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? $(function () { $('.rating-tip-0').waypoint( // handler function(direction) { $(this).addClass('rating-tip-0-animation'); }, // options { offset: '100%', once: true } ); });Get Your Price The 2014 Cadillac SRX is the uniquely American pick among luxury crossovers; and its interior appointments and class-leading technology don't disappoint. Read more » Luxurious, distinctive interiorA rolling showcase of useful techSmooth, strong engineCUE is mandatoryDrives heavyDisappointing gas mileage $('.related-reviews li.see-more').live('click',function(){ if ($(this).hasClass('hidden')){ $(this).html(""); $("li.hidden:not('.see-more')", $('.related-reviews')).fadeIn(); } else { /*$(this).html("See Mode"); $("li.hidden:not('.see-more')", $('.related-reviews')).fadeOut();*/ } $(this).toggleClass('hidden'); });Choose a Style Below for Colors and Options Gas V6, 3.6L
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As the more carlike crossover utility vehicle in the lineup, the 2014 Cadillac SRX presents with a chiseled, gleaming exterior that fits right in with the Escalade SUV, combined with a daringly different interior style that follows closely in the footsteps of the GM luxury brand's contemporary sedans.

Compared to its top-selling rival, the Lexus RX 350, the SRX is a striking outlier, inside especially, even if it doesn't carry the swept-back, long-hooded proportions of those sedans—or quite enough of the panache and presence of the brawny Escalade, in our opinion. It fits in with other luxury crossovers on the outside, while the details and the overarching design of its interior make it its uniquely Cadillac.

Cadillac has kept the interior contemporary with some fresh trim and material combinations each year, and 2014 is no exception. This year there's a new trio of exterior colors—Graphite Metallic, Terra Mocha Metallic and Sapphire Blue Metallic—while there's a new Caramel interior with Ebony accents.

Among Cadillac models, the SRX is perhaps the one most focused more toward space and versatility than performance. Although the interior has just two rows of seating, there's ample space for five, with well-contoured seats front and back—plus extendable thigh bolsters in front and what most adults will find to be a great seating height. A new active noise cancellation system introduced last year uses a microphone to detect ambient noise and counteracts harshness; with it or not, the SRX cabin is a very quiet, comfortable place for the commute or a long road trip.

Power for all SRX models comes from a 308-horsepower, 3.6-liter V-6 engine, with a six-speed automatic transmission. You can get this vehicle with front- or all-wheel drive, and the all-wheel-drive models use a Haldex system with electronic limited-slip differential; the latter is a great choice for snowy climates and bad weather. Overall, though, the SRX isn't as quick or nimble as you might guess for this size of a vehicle with more than 300 hp; that's because of rather tall gearing and a hefty 4,500-pound curb weight. The engine makes its peak torque at 2,400 rpm, so the setup is relaxed enough, and the dash to 60 mph takes just seven seconds. It's from a standing start, or in passing maneuvers where the SRX doesn't feel as quick on its feet as the Acura MDX, Lincoln MKX, or even Lexus RX 350.

The 2014 SRX remains at the front of its class for safety, whether you judge that on occupant safety or active measures. It's earned top five-star ratings from the federal government as well as Top Safety Pick status from the IIHS; and last year Cadillac added an array of radar-, camera-, and sensor-based safety systems, including adaptive cruise control, cross traffic alert, a safety alert seat, and automatic front and rear braking assist. For 2014 Cadillac has added its Intellibeam headlamps as part of the Driver Awareness Package.

The SRX has one of the most advanced instrument panels on the market, with the CUE infotainment system included across the model line; it includes enhanced steering-wheel and instrument-panel controls, plus an eight-inch capacitive screen interface with proximity sensing—giving you more options only as your hands approach. The touch-based controls feature both haptic feedback and proximity sensing technology to ensure consumers know when a command has been registered. And the touch-screen is motorized and can flip up to reveal a hidden storage cubby. CUE can pair up to ten Bluetooth devices, and incorporates all the latest technology including standard HD radio, Bluetooth audio streaming.

Luxury Collection, Performance Collection and Premium Collection models add many more features, including three-zone climate control; adaptive forward lighting that swivels the headlamps in sync with vehicle steering; a power liftgate with adjustable height setting; and a dual-screen video system for rear entertainment.

Luxurious, distinctive interiorA rolling showcase of useful techSmooth, strong engineFlexible interior layoutGreat safety raingsCUE is mandatoryDrives heavyDisappointing gas mileageMushy brake pedalNext: Interior / Exterior »

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2014 Ford C-Max Hybrid

The 2014 C-Max Hybrid and C-Max Energi are Ford's first dedicated hybrids--meaning you won't find a simple, non-hybrid version out there. They're challengers to the Toyota Prius, and both are strong entries offering more driving enjoyment than the iconic Toyota hybrid.

In size and shape, the Ford C-Max pretty much splits the difference between the Prius Liftback and the more family-oriented Prius V wagon. At the same time, it's built on Ford Focus underpinnings, so it's essentially a tall-wagon version of that Ford subcompact. From the front, the C-Max gets a version of the large trapezoidal grille that's now used throughout much of the Ford lineup; alongside, accent lines and window angles add up to what is really a small minivan, or perhaps a tall and upright five-door hatchback. Inside, however, the C-Max builds on the interior of the Focus, with a rich and stylish dashboard and a number of high-end options; in all, it's a 'premium' look.

With a 2.0-liter four-cylinder engine and electric motor system, the C-Max powertrain delivers 195 combined horsepower--54 hp more than that of the Toyota Prius powertrain. While the C-Max is several hundred pounds heavier, it does in practice still translate to a driving feel that's much perkier and less stressed than the Toyota. Ford's hybrid C-Max is rated at 47 mpg on the EPA combined test cycle, just marginally worse than the 50-mpg Prius Liftback but better than the Prius V's 42 mpg combined.

In general, it's really tough to find fault in anything about how the 2014 Ford C-Max drives--especially if you use the Toyota Prius as a benchmark. Steering is very precise and well-weighted—nearly as good as what you'll find in the Ford Focus. With a curb weight of nearly 3,700 in base form and around 3,900 pounds in plug-in Energi form, it's not quite as agile and lithe as the Focus, but not ponderous either.

That C-Max Energi, the first-ever plug-in hybrid Ford has offered, offers a much more compelling alternative to the Prius Plug-In Hybrid. With a longer all-electric range of 21 miles (easy to do in real-world driving), it allows even medium-distance commuter the chance to go completely electric if they charge at home and at work. The key to the C-Max's very useful all-electric driving range is its far larger 7.6-kWh battery—versus 1.4-kWh in the standard C-Max hybrid. But that battery pack takes up some valuable cargo space, turning what would be a flat cargo floor into a compromised, multi-level affair that seems critically flawed when you flip forward the rear seatbacks. 

Otherwise, the C-Max Energi is pretty impressive for hauling four adults around. The back seats are a bit on the low side, leaving anyone adult-sized in a knees-up position; but there's plenty of legroom and headroom. Ride quality is firm but just agreeable enough, active noise cancellation and lots of sound-insulation measures help keep on-the-road refinement at its best.

The C-Max still hasn't been rated by the Insurance Institute for Highway Safety (IIHS), but the federal government has given it a four-star overall rating (with four stars for frontal and five for side impact).A driver's knee bag is included in the usual range of safety equipment.

All C-Max Hybrids come with standard 17-inch aluminum alloy wheels, a six-speaker AM/FM/CD/MP3 audio system with USB and auxiliary input jacks, an illuminated glove box, keyless entry, dual-zone automatic climate control, rear-seat heater vents, the Sync voice-controls system, and the SmartGauge digital display system with InfoGuide screens that let the driver configure information on the car's operation and energy consumption. Lots of option packages and a la carte options include items such as heated side mirrors, a power liftgate, MyFord Touch, and a Parking Technology package that will let the driver direct the C-Max to steer itself into a parking space.

One final note: These impressions are based on time in 2013 models, and while the C-Max is mostly carry-over this year, Ford says that these models have new transmission gearing, essentially subbing in some taller ratios that might improve fuel efficiency. We'll update you on how this affects performance, if at all, as soon as we can get seat time in one of these 2014 models, which arrive later in the year. 

A worthy rival to the PriusStylish and high-quality interior Quiet, refined interiorPerky driving feelUseful plug-in Energi model

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2014 Nissan Murano

How does the
TCC Rating work?The TCC Rating is a clear numeric rating value based on a 10-point scale that reflects the overall opinion of our automotive experts on any vehicle and rolls up ratings we give each vehicle across sub-categories you care about like performance, safety, styling and more.

Our rating also has simple color-coded “Stop” (red), “Caution” (orange),
or “Go” (green) messages along with the numerical score so you can easily understand where we stand at a glance.

Our automotive experts then also collect and show you what other websites say about these different aspects of any vehicle. We do this leg work for you to simplify your research process.

Learn more about how we rate and review cars here.

? $(function () { $('.rating-tip-0').waypoint( // handler function(direction) { $(this).addClass('rating-tip-0-animation'); }, // options { offset: '100%', once: true } ); });Get Your Price The 2014 Nissan Murano is stylish and refined, but lacks some of the space and efficiency found in competitors. Read more » Powertrain smoothnessRight-sized footprint makes parking easierCoherent styling inside and out No manual mode for CVTLess-than-ideal visibilityToothy-smile grille $('.related-reviews li.see-more').live('click',function(){ if ($(this).hasClass('hidden')){ $(this).html(""); $("li.hidden:not('.see-more')", $('.related-reviews')).fadeIn(); } else { /*$(this).html("See Mode"); $("li.hidden:not('.see-more')", $('.related-reviews')).fadeOut();*/ } $(this).toggleClass('hidden'); });Choose a Style Below for Colors and Options Regular Unleaded V-6, 3.5 L
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Nissan's Murano is an easy-going crossover for an easy-going lifestyle, its rounded look and smooth driving qualities opting out of the overstyled look-at-me rat race, instead going for simple, straightforward form-meets-function.

Now nearing the end of its model cycle, the Murano is still a handsome crossover. Its proportions are anything but mainstream, with high shoulders and rounded, organic shapes that flow into each other. The result stands out from the blocky, rugged-look crowd. Inside, the cabin styling risks excessive mimickry of the exterior at times, but is, on the whole, attractive enough. New for the 2014 model year is the Tinted Bronze exterior with graphite interior combination; the Tinted Bronze paint was previously only available with a black interior.

Under the hood of the Murano you'll find just one engine: Nissan's proven and capable VQ V-6 engine. Displacing 3.5 liters and producing 260 horsepower, the engine is easily up to the task of moving the Murano about with pep. The continuously variable transmission (CVT) automatic isn't usually our cup of tea, but in the Murano, it seems to work well, with smooth acceleration and no excessive engine noise. Unlike some CVTs Nissan offers, the Murano's has no simulated "manual" gear shift points to call on directly. On the handling front, the Murano's steering and feel is direct and light, essentially no different from a mid-sized sedan.

Both front-wheel and all-wheel-drive versions are available--but the vast majority sold are front-wheel drive. The AWD option is available on all four trim variants: S, SV, SL, and LE. Opting for all-wheel drive will cost 1 mpg on the highway, bringing the standard Murano's 18/24 mpg city/highway to 18/23 mpg. Neither score is particularly impressive given the Murano's size.

The Murano's cabin is comfortable, especially in the front row, where the seats are adjustable for a wide range of body types and sizes, though head room is reduced a bit by the sunroof. Second-row seating is also short on head room, and the rear bench's height can seem too low for taller adults. Behind the second row, there's not as much cargo space as you might expect. Like the lack of second-row head room, these shortages are largely a result of the curvy exterior shape. Further hindering the utility of the cargo area is a high cargo floor and irregular shape to the space, even with the rear seats folded forward.

Last year, the Murano added a range of optional, new active safety systems, including blind spot warning, moving object detection, and lane departure warning. The four-trim Murano model range spans a similarly wide range of equipment and pricing. The higher-end SL and LE models offer a premium, almost luxury-class feel, but carry a price tag to match. The more affordable S and SV models cut some corners, but still offer a good base spec of features. All models get power windows, locks, and mirrors; climate control; and an audio system with AM/FM/CD head unit. Optional upgrades include a Bose audio system; heated steering wheel; navigation; Bluetooth; and a rearview camera.

Nissan's oddest duck, the Murano-based CrossCabriolet two-door convertible crossover, carries forward for the 2014 model year, too, now offered in one well-equipped model.

Powertrain smoothnessRight-sized footprint makes parking easierCoherent styling inside and out Maneuverable and responsiveNo manual mode for CVTLess-than-ideal visibilityToothy-smile grilleLackluster gas mileageNext: Interior / Exterior »

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Ford Tops Sales, Fiat Buys Chrysler, C-Max Goes Solar: What’s New @ The Car Connection

function popupCenter(pageURL, w, h) { var left = (screen.width/2)-(w/2); var top = (screen.height/2)-(h/2); var targetWin = window.open (pageURL, 'sociallinks', 'toolbar=no, location=no, directories=no, status=no, menubar=no, scrollbars=no, resizable=no, copyhistory=no, width='+w+', height='+h+', top='+top+', left='+left); return false; } From The Car Connection:

2014 Dodge Avenger Review

The mid-size sedan category has never been a tougher, more competitive segment than it is today, and the 2014 Dodge Avenger wins points for its design but falls short of the competition in many other areas. It's a far better car than when it was launched--and largely seen only on car-rental lots--but like its cousin, the Chrysler 200 (nee Sebring), it's a reminder of the bad old days at Chrysler.

Ford Likely To Finish 2013 As America's #1 Brand (Again)

Ford is a popular brand to be sure, but in terms of sales volume, it can't compete with larger companies like Toyota and General Motors -- at least not on a global scale. But if we just focus on the U.S., the picture is a bit different. How is Ford outshining its competitors?

Donate Your Vehicle To Charity For A Last-Minute Tax-Deduction

In case you hadn't noticed, it's December 30. Many of you still face mounds of used wrapping paper and guest rooms that need a thorough cleaning, but you should also give a little bit of attention to your personal taxes -- especially if you've come out ahead this year.

Audi Sport quattro concept with laser headlights, 2014 Consumer Electronics Show

Enlarge PhotoFrom Motor Authority:

Audi Readies Sport quattro Concept With Laser Lights For 2014 CES

Audi is set to debut an evolved version of its Sport quattro plug-in hybrid sports car concept at the 2014 Consumer Electronics Show in Las Vegas next week. After debuting in a bright yellow hue at the 2013 Frankfurt Auto Show last September, Audi’s Sport quattro concept has since adopted a new shade dubbed Plasma Red.

Ferrari LaFerrari Already Hits The Used Car Market

Despite Ferrari’s best attempts to screen buyers of its LaFerrari, with chairman Luca di Montezemolo himself determining the final cut, an example has already hit the used car market, mere weeks after deliveries commenced. It’s listed on the website of Munich dealership and is priced at 2.38 million euros ($3.24 million) with taxes.

Fiat To Buy Remaining Chrysler Shares In $4.35 Billion Deal

Fiat is ringing in the new year by agreeing to buy the remaining 41.46 percent stake in Chrysler that it doesn't own from the United Auto Workers VEBA Trust, in a deal valued at approximately $4.35 billion. So far only a Memorandum of Understanding has been signed and the deal is still subject to due diligence and independent review.

From Green Car Reports:

Ford C-Max Solar Energi Concept: Using The Sun To Charge Electric Car

Solar power has proven itself better for static charging than it has for on-vehicle use, even if Australia's Solar Challenge race has shown solar cars to be possible under certain, very specific conditions. The trouble is, electric cars draw too much power and take up too small an area for solar roofs to charge them as they drive along.

Residual Values On Battery-Electric Cars: KBB Is Not Optimistic

The year 2014 looks like it could be a very good one for plug-in vehicles, with new launches and expected sales increases heading the list of reasons to cheer. But it wouldn't be a near year without a few doom and gloom predictions, and the latest come from Kelly Blue Book's figures for electric car residual values.

Norway's Electric Cars: Already Too Popular?

Is it possible for electric cars to be too popular? Thanks to supportive government policies and relatively short average commuting distances, Norway has become the friendliest place in the world for plug-in cars.

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Fiat Coughs Up $4.35 Billion For Full Ownership Of Chrysler, Avoiding IPO

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Last time we reported on Fiat's attempt to purchase every single share of Chrysler, things had reached an impasse. The entity holding the rest of those shares was VEBA, a healthcare trust associated with the United Autoworkers Union, and VEBA wasn't happy with the money Fiat had offered to close the deal.

And so, majority-owner Fiat filed paperwork for Chrysler's initial public offering, forcing VEBA's hand. See, per the terms of Chrysler's 2009 restructuring, VEBA received a 41.5 percent stake in the automaker, but it could only sell 25 percent of those shares on the open market. The remaining 75 percent had to be sold to Fiat. By filing for an IPO, Fiat introduced an element of uncertainty: sure, VEBA could go along with the IPO and sell its Chrysler shares to the public, but there was no guarantee that VEBA would earn as much as Fiat was offering.

In other words, CEO Sergio Marchionne assumed that VEBA would ultimately opt for the bird in the hand (i.e. Fiat's offer to purchase the Chrysler shares) rather than the two in the bush (i.e. selling its Chrysler shares on the open market). And now, it appears that the gamble has paid off.

A NEW DAY FOR CHRYSLER, FIAT, AND THE UAW

According to a press release, Fiat will purchase the outstanding Chrysler shares from VEBA for a total of $3.65 billion. Of that sum, $1.9 billion will come from Chrysler, and $1.75 billion will come from Fiat.

But that's not all. To sweeten the deal, Chrysler will make an additional $700 million contribution to VEBA, paid in four equal annual installments of $175 million. And last but not least, Fiat and VEBA have agreed to nix a pending lawsuit over the VEBA-held shares.

Fiat and VEBA are expected to close on the deal around January 20. 

Although there's no official mention of the IPO from either Fiat or Chrysler, it's safe to assume that it's off, for now. Fiat and Marchionne have gotten what they wanted: full-ownership of Chrysler and its current river of cash, which will help stabilize Fiat until Europe's economy recovers. (Well, hopefully.)

That's not to say that Chrysler won't eventually go public -- chances are, the automaker will need an infusion of funds down the line -- but for now, Marchionne & Co. can start the new year off resolved to breathe a bit easier.

For more on this story, check out our colleagues at Motor Authority. 

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Ford Five Hundred

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Sold only from 2005 through 2007, the Ford Five Hundred was a large four-door sedan on an all-new platform that replaced the Taurus sedan in Ford's lineup. On its launch as a 2005 model, the Five Hundred was lauded for its large and spacious interior, but the bland styling received pans (along with many comparisons to the similarly shaped but sportier Volkswagen Passat) and the vehicle was widely viewed as underpowered.

The Ford Five Hundred launched with a 203-horsepower 3.0-liter V-6 engine and a choice of two transmissions: a conventional six-speed automatic or a continuously variable transmission (CVT). Oddly, the CVT returned lower fuel economy ratings, at 20 mpg combined compared to the automatic's 21-mpg figure. All-wheel drive was available only with the six-speed automatic, rated at 19 mpg combined. Acceleration was no more than adequate, but the ride and handling were good and the Five Hundred was clearly a huge step up from the aging Taurus and Crown Victoria sedans.

inside, a Five Hundred driver sat high, with upright seats several inches higher off the ground than those of the more low-slung Taurus. While adjustable pedals were offered on higher trim lines, the steering column tilted but did not telescope. Rear-seat room was considered generous, and a 60/40 split folding rear seat-back gave access to a large trunk and permitted items up to 9 feet long to be carried inside the car.

Standard equipment on the base SE trim level included cruise control; air conditioning; power locks, mirrors, and windows including one-touch operation for the driver's window; six-way power control for the driver's seat, along with a manual lumbar adjustment; and 17-inch alloy wheels. The mid-level SEL model added dual-zone automatic climate control, extra sound insulation, an eight-way adjustable power driver's seat and a flat-folding front passenger's seat, an in-dash CD changer with MP3 compatibility, upgraded interior finishes including wood trim and a leather-wrapped steering wheel, and rear-seat ventilation ducts.

The top-of-the-line Five Hundred Limited model sported larger 18-inch alloy wheels, full leather upholstery, power adjustment and lumbar support for the front passenger seat, a more powerful audio system including a subwoofer, an analog clock, and cream faces for the instruments. Options included a moonroof and a reverse-sensing system, as well as leather upholstery for lower trim levels.

When new Ford CEO Alan Mulally arrived in September 2006, one of his first questions was why Ford had tossed out the well-known Taurus name. He didn't get any answers he liked, so for 2008, the former Five Hundred was renamed the Taurus--restoring a name famous for Ford since the mid-1980s after a year-long interruption (the aging Taurus had sold alongside the Five Hundred for 2005 and 2006). The change from Five Hundred to Taurus included a light restyling that replaced the mesh grille with the new Ford corporate face launched on the 2006 Fusion: three brightly-chromed horizontal strips.

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Lincoln Zephyr

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The Lincoln Zephyr, produced only for the 2006 model year, was the car that launched what is now known as the Lincoln MKZ--under the luxury brand's new naming convention that prefixes every model name with "MK". The 2006 Zephyr used the model name of a lower-priced Lincoln model built from 1936 through 1940. The 2006 Zephyr then evolved into the 2007 Lincoln MKZ, with mechanical upgrades that included more power and available all-wheel drive.

Introduced as a mid-size four-door sedan smaller than the rear-wheel-drive LS model, whose last year was 2006, the Zephyr shared not only its underpinnings but much of its sheetmetal with the Ford Fusion and Mercury Milan introduced that same year. With identical doors and roof, only the front and rear styling was different, along with a more luxurious interior. Inside the car, a number of traditional luxury design cues--including a completely different dashboard, standard leather upholstery, and aluminum-finish trim with a choice of light or dark word trim--conveyed the car's "Lincoln-ness" and differentiated it from its mass-market siblings.

Only a single powertrain was offered in the 2006 Lincoln Zephyr, comprising a 221-horsepower 3.0-liter V-6 engine paired with a six-speed automatic transmission powering the front wheels. Reviewers lauded the car for its quiet cabin and good roadholding and handling, though its acceleration was only considered adequate, and didn't match up to competitors that included the sportier Nissan Maxima and Volkswagen Passat offered at the same price level.

Safety features included six airbags, including front and side bags for the two front-seat passengers as well as side-curtain bags for all four occupants in the outboard positions. Traction control and four-wheel disc brakes are standard, but reviewers noted the omission of stability control.

The 2006 Lincoln Zephyr came in only a single trim level, with standard features that included 17-inch alloy wheels, cruise control, keyless entry, and power windows, locks, and mirrors. Inside, the Zephyr featured leather upholstery and wood trim, 10-way power front seats with memory for the driver's side, dual-zone automatic climate control, a six-speaker audio system with in-dash CD changer, MP3 compatibility, an analog clock, and a split folding rear seat with a passthrough to the trunk, which was fairly large at 15.8 cubic feet. Options included a power moonroof, a navigation system using DVDs for storage, ventilated seats, and high-intensity discharge (HID) headlights. An optional THX-II audio system came with no fewer than 14 speakers and featured a 600-Watt amplifier.

When the 2006 Zephyr evolved into the 2007 Lincoln MKZ, it was fitted with a more powerful 263-hp 3.5-liter V-6 engine, optional all-wheel drive and satellite radio, and updated front styling. The 2006 Zephyr is thus a one-year model with a less powerful engine than the next three years of MKZ.

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2014 Scion iQ

As one of the smallest passenger cars for sale in the U.S. market, the 2014 Scion iQ is essentially an adaptation of a design that's better suited to crowded Asian and European urban areas, where space and parking are at far more of a premium.

It makes sense within those markets. If registration and taxes penalize larger, more powerful vehicles, and most parking spaces barely fit a compact hatchback, and gasoline costs $8 to $10 a gallon, the little iQ--sold everywhere else as a Toyota--is the perfect solution. But outside cities like New York and San Francisco, it's the answer to a question that no one really asks: What's the tiniest footprint we can possibly fit three almost-adult seats into?

Looking at it, most people assume the Scion iQ is a two-seater like the Smart ForTwo. Technically, it's not. There's a third seat behind the front passenger, who sits further forward than the driver and faces a recessed dashboard. But the third seat is for occasional use only; you wouldn't put anyone you know back there for more than a few minutes. There's a fourth seat too, which only fits a child, making the iQ what its maker calls a "3+1 seater." But for U.S. buyers, it's more of a fashion-conscious style statement, a premium city car that offers something different to the old stereotype of a grim, base-level economy hatchback.

Launched in 2012 and largely unchanged in its third year, the Scion iQ is precisely 10 feet long. Its blocky, slab-sided styling is tougher-looking than the Smart's rounder lines, and the Scion looks especially good on the available, handsome, and large 17-inch alloy wheels, which give it a surprisingly aggressive stance. It's still stubby, but it's stubby-with-attitude. Inside, the cabin is less minimalist than the Smart, but it's somewhat let down by grim black interior materials.

The little urban iQ is powered by a 1.3-liter four-cylinder engine putting out 94 horsepower--one of the least powerful engines offered in any non-hybrid car. It is paired not with a manual gearbox, but with a continuously variable transmission (CVT) for better fuel efficiency. The combination provides enough oomph to get you around in cities, but it's no rocket under any circumstance--and on hills or highways, there's almost no margin for acceleration. It handles well, and while you'd expect it to be good in urban cut-and-thrust driving, it rides far better--and more confidently--at higher speeds than does the Smart. Even 80-mph freeway speeds, once you manage to get up there, don't induce the same nervousness as the Smart two-seater.

Safety is often top of mind when looking at such small cars, and the iQ has not only the usual allotment of electronic safety and control systems, but no fewer than 11 different airbags--including one protecting the rear passenger's head from contact with the hatchback window glass, a world first. But the National Highway Traffic Safety Administration (NHTSA) gives the Scion iQ four stars out of five for an overall rating, with four stars for frontal crash and rollover testing and a not-very-good three stars out of five for side impact.

The Insurance Institute for Highway Safety (IIHS) gives it a Good rating (its highest) for moderate-overlap front crash, side impact, and roof strength tests. But the IIHS has not rated the iQ using its new and tougher small-impact front crash test--and its rear crash protection is rated only Acceptable.

The small size and leisurely acceleration pay off in fuel economy, though. The Scion iQ is rated by the EPA at 37 mpg combined (36 mpg city, 37 mpg highway). That's 1 mpg better than the Smart, but it comes with a considerably better driving experience. The challenge is that many U.S. drivers see the car as so small that they assume it gets 60 or even 70 mpg. When they learn it doesn't even match the 50 mpg of a Prius C subcompact or Prius Liftback mid-size hybrid, their reaction often tends to boil down to: So then what's the point?

The answer to that question is hard to provide, unless you live in a place where on-street parking is at such a premium that you're willing to sacrifice interior space, performance, and a certain amount of public dignity to be able to park with greater ease. Most of us don't really need more car than the Scion iQ for 90 percent of our travels--but for the same price (starting around $16,000), you can get a larger car with almost the same gas mileage, and you can do far better on gas mileage for about $3,500 more.

Whether the Scion iQ is a style icon like the Fiat 500 and the MINI Cooper is in the eye of the beholder, but it sells only a fraction as many cars as either of those models. In fact, the data show that U.S. buyers just aren't that interested in really tiny two-seat cars. In its first full year on sale, 2012, Scion sold only 8,900 iQ cars--and Smart sold only 10,000 of its ForTwo lineup. Together, the two cars sold fewer all year than in one month of Toyota Prius sales.

For urban residents in crowded cities--New York, yes, and San Francisco, but also Tokyo, Jakarta, Rio, and other megacities outside North America--the Scion iQ is a rational answer to a set of tough constraints. For less crowded, larger Americans who live in more spread-out suburbs and drive more miles every day on much cheaper gasoline, other alternatives may make more sense. The Scion iQ is a splendid demonstration of Toyota's engineering abilities, and its minimalism will appeal to some buyers.

The 2014 Scion iQ, in fact, is almost a rolling Rorschach Test for drivers: It forces them to face the question of whether bigger is really better. For the majority of U.S. buyers, the answer is likely to be yes.

Headroom even for tall adultsSpace-efficient interiorTiny package, 3+1 seatsQuiet in use except under power

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2014 Toyota Land Cruiser

Even by the standards of full-size sport-utility vehicles, the 2014 Toyota Land Cruiser is enormous, from its thirst for fuel to its remarkably high pricetag. The Land Cruiser name is one of Toyota's most venerable, but over the years it has morphed from a tough but basic Jeep-like truck to a huge and high-end vehicle that retains its off-roading abilities despite its many luxury features. While its past was filled with mountain climbing, desert treks, and safaris, the Land Cruiser seems more likely now to be used in high-end shopping malls and affluent surburbs. Still, it remains a vehicle that can do all things in all places, and that's an enduring niche if a low-volume one.

Starting at just a smidge south of $80,000, the Land Cruiser's classic SUV talents stand in roaring contrast to almost every other sensible, reliable, unflashy car carrying the Toyota brand--including the uber-green Prius hybrid. Its looks aren't all that different from the far cheaper Sequoia or the Land Cruiser's near-twin, the Lexus LX 570. Its 381-horsepower V-8 powers the hulking, 5700-pound, body-on-frame utility vehicle through four-wheel drive with a locking differential that combines with rugged suspension design to provide hardcore off-road ability. It will both accelerate the 5700-pound Land Cruiser to highway speeds and beyond (though with a prodigious consumption of gasoline) and slip and slide over slick rocks far from any highway at all.

But this prodigious off-road talent compromises its usefulness as an urban utility vehicle. The steering's loose; the ride can be choppy unless it's fully laden with up to eight passengers. And three of them will have to ride in third-row seats that fold up to the sides of the cargo area--not into the floor like most modern crossovers, because that's where the rear axle lives. In this land of compromise, the latest electronics keep the Land Cruiser happier both on and off the pavement, controlling the way it trundles down and up hills, the way it traverses all kinds of terrain, keeping its hydraulic suspension at the proper stiffness.

The universe of mega-SUVs is shrinking, especially when provided by a mass-market brand like Toyota. That makes it surprising that Toyota even bothered to bring the very expensive Land Cruiser back for an encore. It's not the luxury icon that Land Rover has in the Range Rover, and it's $30,000 pricier than Toyota's own, slightly more practical Sequoia. Unlike the Range Rover, its shape is hardly iconic, and the base price is extraordinarily high--but what other vehicle has inspired the "Land Crusher" nickname and lived (again) to tell about it?

To woo more buyers for the 2014 model year, Toyota's added as standard equipment all the Land Cruiser's previously optional safety and luxury options. To go with its standard 10 airbags, CD player, and leather upholstery, the Land Cruiser now gets a power moonroof; heated front and rear seats; a rear-seat DVD entertainment system; push-button start; Bluetooth; a rearview camera and parking sensors; a navigation system; HD radio; and Entune, the Toyota connectivity offering that enables mobile apps for use with its audio system, whether it's streaming Pandora audio or on-the-go Facebook updates filed by voice commands.

Inspires confidence by sheer bulkA true off-roaderV-8 is powerfully smoothA long-haul experienceTows and carries...anything?

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2014 Ford Fiesta

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Front Wheel Drive Regular Unleaded I-4, 1.6 L
Front Wheel Drive Regular Unleaded I-4, 1.6 L
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Americans are gradually getting over the idea that small cars are a consolation prize--something you might settle for--and understanding that in many cases today, subcompacts can be downright charming and sensible. The Ford Fiesta has been at that leading edge of the change in heart, with its flamboyant, sporty look and zippy driving experience. It's shown that small, inexpensive models don't need to be so soulless and appliance-like.

For 2014 it's poised to win many more hearts--with a new face, an improved interior, the tech-forward MyFord Touch system, and two new engines, both offering improved performance.

This year's new grille brings the Fiesta in line with the rest of the Ford lineup, and we think that it gives the hatchback especially a little added punch. Five-door hatchbacks are the sportier and better-looking of the two body styles, to almost all eyes, but there's a four-door sedan in the lineup, too. The five-door looks stylish and even a bit racy, with an urban-runabout element that had been missing from Ford's U.S. lineup, and in this respect you mostly get exactly what you see. With impressive steering and handling and a nimble, maneuverable feel that's better than most softened, numbed appliances its size, the Fiesta is securely on the fun-to-drive side of the ledger.

The 120-hp, 1.6-liter four returns as the base engine. For 2,600 pounds, it's quick enough, especially if you get the manual transmission and keep the revs up; although we're not big fans of the PowerShift automatic transmission. The high-performance FIesta ST is new this year and, in overboost mode, puts out 197 horsepower and 214 lb-ft from its 1.6-liter EcoBoost four-cylinder engine; it's mated only to a six-speed manual gearbox and, with upgrades to braking, suspension, steering, and even tires (summer performance), it's a hoot to drive and hits all the hot-hatch buttons. Later in the year the lineup will be joined by an EcoBoost 1.0-liter three-cylinder model that's perkier than the base four while returning better mileage than it.

Especially considering this year's interior upgrades, the Fiesta makes a great first impression. It has well-coordinated colors and textures inside, and it'll impress as well above its price class at first look. Although it's not quite perfect; the base front seats tend to be a little flat and unsupportive, back seats don't fold fully flat, and the suspension can hop on rough surfaces. A coarse-sounding engine can detract from base models, yet a Sound Symposer in the ST performance model helps give you the right kind of engine sound, when you want it. But the driving position is great no matter what the model, and with the available Recaros in the ST, there's enough support for demanding mountain roads or all-day cruising.

Base Fiesta S models tend to be quite basic, despite the spiced-up look, and their manual-winding windows and steel wheels with hubcaps betray some cost-cutting--although air conditioning is included. But Fiesta SE models add a lot more popular equipment, like a perimeter alarm system, upgraded cloth interior, and ambient lighting, while the Titanium model includes upgraded Sony audio, and a rearview camera system. Standard on the Titanium and available on the Fiesta SE and ST is MyFord Touch, Ford's advanced system for controlling audio, connectivity, and navigation functions via a touch-screen system, as well as voice commands. Although not everyone will love the system, it cleans up the look and raises the ambiance.

Crisp, nicely proportioned exteriorExcellent steeringStrong feature setHigh-performance STUpgraded interiorInterior works no wonders with spaceBalky PowerShift transmissionBase audio controlsNext: Interior / Exterior »

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2014 Aston Martin DB9

The 2014 Aston Martin DB9 carries into the new model year almost unchanged, but we're not arguing with its sleek exterior, elegant interior, or powerful engine. In fact, we're rather taken by the whole package.

Closing in on nine full years on the market, the Aston Martin DB9 still manages to capture the essence of the British marque. The DB9 even survived an attempt to replace it with the Virage, which itself lasted only two years on the market. The Virage was no slouch, either, but the DB9's strengths are many.

Its gorgeous exterior form aside, the interior's tightly fitted leather and clean wood or carbon fiber trim feel current, too. An LCD touchscreen sits front and center, and the crystal-tipped key/fob is a unique feature that rises above the gimmick. The details are simple and restrained, the total effect one of sophistication.

For both the coupe and DB9 Volante convertible, under the hood there's a 6.0-liter V-12 engine loosing 510 horses and 457 pound-feet of torque. Last year's 40-horsepower jump woke the DB9 back up, and it continues to exude the purest of grand tourer experiences: fast, comfortable, and quiet--thought it will bark with provocation. A six-speed paddle-shifted ZF automatic transmission clicks quick shifts, but lacks the crisp, throttle-blipping precision of a modern dual clutch. You wouldn't expect the DB9 to be fuel efficient, and it's not: the EPA estimates 13 mpg city and 19 mpg highway for 15 mpg combined.

Despite its grand tourer nature, the DB9 is quick, launching to 60 mph in just 4.6 seconds and capable of a top speed of 186 mph.

The careful balance required for grand touring ride and handling like the DB9's requires a solid platform to build from, and the all-aluminum, bonded and riveted chassis and body provide it. Despite the aluminum focus, the DB9 isn't especially light: a typical example weighs about 3,800 pounds. In the context of some competitors, however, it's not nearly as heavy as it could be.

It makes sense, then, that while the DB9 lacks the immediacy of some smaller, nimbler cars (the Porsche 911 comes to mind) it's still athletic. The adaptive suspension provides much of the magic in this regard, whether absorbing poor roads in Normal, chasing up a canyon in Sport, or truly pushing the limits in Track, each mode lets the underlying chassis span a wide range of conditions and experiences.

For those that might consider driving their DB9 on the track, carbon ceramic brakes are standard, providing not just good stopping power but better heat tolerance for extended hard use.

Despite the pair of vestigial seats on standard models, the front row is comfortable and properly roomy for a car that should see its share of road trips. An available composite sport seat package includes a rear-seat deletion, and the loss is less than the gain. You'll be using the space for luggage either way, as the trunk is very small even amongst its sportier alternatives.

While no new features join the spec sheet for 2014, last year's additions of a pop-up navigation screen, rearview camera, and automatic headlights help keep it up-to-date. The navigation system continues to be a weak spot in the Aston Martin ownership experience, proving slow and frustrating. On the entertainment front, the DB9 succeeds, however, with an available Bang & Olufsen 1000-watt audio system that's on par with the Naim, Burmester, and Bowers & Wilkins alternatives in competitors' cars. An optional carbon fiber package adds interior and exterior trim in the material, and while it definitely is (and looks like) the real thing, the available leather headliner is a better direction for the DB9's nature--unless you have the convertible's standard power top and glass rear window.

For 2014, Aston Martin has priced the DB9 from $185,400 and the DB9 Volante from $200,400, a $400 increase over last year.  Delivery and destination fees (not included) are $2,825.

Pure GT experience and capabilityVisually stunningBeautiful V-12 growlBang & Olufsen rivals Bowers & Wilkins, for our moneyExclusivity and sophistication

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2014 Audi Allroad

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than a sedan in your next family vehicle, the 2014 Audi Allroad is a great starting point, and one of the best, most versatile rugged wagons. Take a crossover and blitz it with an energetic on-the-road attitude more like that of a sport sedan, and you end up with the Allroad.

Audi essentially skipped the first wave of the SUV craze, more than a decade ago, but it did concede a bit to their popularity with the original 2001-2006 Allroad—essentially an A6 Avant wagon with slightly higher ride height and a touch of rugged trim.

The automaker has kept to the same formula with the current Allroad, introduced last year, but this time the Allroad is a bit tidier—and based on the Audi A4. In form, and in function, it's still a station wagon (or sport wagon as the marketing folks might want you to hear). And while it does offer some of the talents of a comparably sized utility vehicle, it carries forward with more carlike performance and a lower, sportier look than Audi's own excellent Q5 crossover.

Under the cloak of some cladding and the extra promise of a little more trail-running lift is the Audi A4 Avant; this time around we're only getting the Allroad, which is upstyled to connect the dots between the A4 lineup and the Q5 crossover. And the Outbacked treatment works very well, with its raised ride height, distinctive lower-body look, and aluminum exterior trim. The Allroad has a stronger stance from the side, while at the front there's a little more presence, probably due to the vertically ribbed grille. Trim LED headlamps are chamfered at the top corners for a subdued, sophisticated appearance across the nose, while wide fog lamps add substance down below. Most models get a matte-finish cladding for the lower body and around the wheel wells, but a higher-gloss look is available.

Get inside, and you'll have more trouble telling this cabin apart from that of an A4 sedan—at least from the front seat forward. The analog, cockpit-like gauge cluster isn't any more complicated than it needs to be, while Audi's controller-and-screen-based MMI system is over at the top and middle of the dash. The look is livened up with aluminum trim, and you can choose between several wood trims if that's not your thing. Overall, the A4's dash and controls have a high-quality look and feel that extends Audi's streak of excellent interiors.

You don't have any choice in powertrains, but we have absolutely no issue with the excellent one that Audi installs in all U.S.-bound Allroads. The 2.0-liter TFSI turbocharged four-cylinder engine makes nine extra horsepower for 2014—220 hp—but it keeps its 258 lb-ft rating. It's teamed to a responsive eight-speed automatic transmission, with a sport mode, and the latest Quattro all-wheel drive system is standard. This year's bump in power has knocked a tenth of a second off the dash to 60 mph—now 6.4 seconds, officially. From the driver's seat, the 3,900-pound Allroad responds well with any prod from the right foot, and the transmission doesn't hesitate to shift early when you don't need the revs. Gas mileage is officially 20 mpg city, 27 highway according to the EPA, but in an extended test we noted 24 mpg in a nearly 1,000-mile mix of driving and have seen, quite consistently, more than 30 mpg in relaxed highway driving at legal speeds.

Initially impressions may lead to some happy head-scratching after you've taken the Allroad through some tight esses, or any back road. Despite its stockier stance, it seems to handle a bit better than the A4 sedan. Big 18-inch wheels and taller-profile tires give it better stability than the standard A4 can offer. Though it rides about 1.5 inches higher, the Allroad's suspension loads up more predictably, and the Quattro system can send up to 85 percent of torque to the rear wheels (60 percent in normal driving). Like the four-door, the Allroad can be fitted with dynamic variable-ratio steering and Drive Select, which tailors its electric power steering, transmission, throttle and shock settings for sporty or soft driving.

The Allroad pushes the rugged look on the outside, but purchasing an off-road permit for it might be a little much. It's not intended for more than casual off-pavement driving—a gravel road sounds about right—but the Allroad's stability control includes a special mode which allows for more wheelspin, in case it's stuck in muck and needs to extract itself. Ground clearance is 7.1 inches—less than the Subaru Outback, but about the same as some 'soft' crossovers—and the Allroad has some modest skid-plate and underbody protection for light trailblazing.

Seating in the Allroad is excellent, although the tight back seat is a limiting factor. In front, even the base seats provide great support for longer highway trips, with just enough side support, too. In back, the seating position is a bit low, and perhaps better contoured than in most crossovers, but there's simply no place for knees and feet for taller adults. With 27.6 cubic feet behind the rear bench, and an easy-folding seat arrangement, the Allroad is great for making room for weekend projects and other cargo needs. Flip everything forward and you have up to 50 cubic feet.

The 2014 Allroad is based on the A4 architecture, and while it hasn't yet been rated by the Insurance Institute for Highway Safety (IIHS), it's earned five-star frontal and side impact ratings from the National Highway Traffic Safety Administration (NHTSA). Noteworthy safety options include adaptive cruise control that can stop the car completely from speeds up to 19 mph; blind-spot monitors and a rearview camera are also available, as are rear-seat airbags. Visibility, however, is pretty good, thanks to the tall glass areas, but even with the rear parking sensors and rear camera afforded to most of the lineup, the bulbous hood obscures where the front corners are.

At the base level, for just over $40k, the Allroad's standard equipment set includes leather upholstery; aluminum interior trim; power front seats; a panoramic sunroof; satellite radio; and MMI, Audi's multi-media interface. Options include iPod/USB connectivity; a power tailgate; 19-inch wheels and tires; adaptive headlights; Bluetooth; wood interior trim; 505-watt Bang & Olufsen audio; sport seats and shift paddles; and a navigation system. The Convenience Package, with its Audi music interface, HomeLink universal garage-door opener, the so-called driver information system, and Bluetooth connectivity, has been packed in as part of the Allroad's standard equipment for 2014.

Audi Connect is another noteworthy extra; the feature allows customers can tap into a built-in 3G connection that turns the Allroad into a rolling wireless hotspot for up to 8 devices, and to enable Google local searches via MMI. The connection also feeds input to the navigation system (with traffic and weather information) to render maps from Google Earth and Google Street View in stunning, crisp detail. While we have some gripes about the interface, the display features together are a game-changer.Rakish wagon stanceStrong power delivery, impressive handlingNicely appointed interiorShapely sport seatsExcellent connectivityTight back-seat legroomPricier than many alternativesMMI takes too many 'clicks' for common tasks

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2014 Ford Expedition

Rear Wheel Drive Regular Unleaded V-8, 5.4 L
Four Wheel Drive Regular Unleaded V-8, 5.4 L
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The 2014 Ford Expedition remains what it's always been: a full-size sport-utility vehicle based on the underpinnings of a large pickup truck, just like vehicles from General Motors, Nissan, and Toyota with which it competes. While smaller vehicles, including Ford's own Explorer, have evolved from truck-based vehicles into crossover utlities, the Expedition continues to pull with the ruggedness of a truck, making a fine choice for those drivers who really need to tow many thousands of pounds or haul heavy loads.

The Expedition's design is no longer particularly fresh, and while the F-150 pickup has been continually improved--with an all-new version coming for 2015--the Expedition is based on an older version of the truck. While Ford's latest F-series trucks have a crisper design, the Expedition remains more rounded in its exterior lines. Inside, the dashboard and interior fittings are clearly from an earlier era, both plainer and less refined than what you'll find in any modern Ford truck.

The two main versions of the Expedition differ in length. You can select either the standard-length Expedition or the extended-length Expedition EL, which is 14.8 inches longer overall, with longer rear fenders and glass. It's one of the biggest SUVs on the planet, frankly, and its wheelbase of 131 inches is longer than the full length of either a Smart fortwo or Mitsubishi i-MiEV. In either case, you'll need to plan your parking spaces with some care. Both versions of the Expedition provide a cavernous interior, almost like that of a full-size van. Cargo space is more abundant and third-row access is much easier in the EL, but you'll pay a price in even more cumbersome maneuverability than the standard version. 

The Expedition's front seats are captain's chairs, mounted high and affording a good view out, and a telescopic steering wheel and power-adjustable pedals allow for a vast range of body types. The expansive head and knee room continues in the second row of seats, and even adult passengers will find the third row spacious enough for short trips. In EL models, there's 130.8 cubic feet of cargo space, including an additional 24 cubic feet behind the third-row seat. A PowerFold third-row seat and power liftgate arrangement are handy when hands are full, and the EL's longer rear doors make getting into (and out of) the third row quite easy.

Considering the Expedition's mammoth size, driving it is quite easy thanks to light but precise steering, as well as a suspension that does a good job in controlling all that weight. Yes, it's one of the biggest land yachts on the market, but it's manageable. The only issue we've noted in prior years is that the pedal feel of the brakes can be somewhat spongy. Ride quality isn't up to the standards of modern crossovers, for the most part, but the Expedition does keep its composure on rougher surfaces, and it rides better than other body-on-frame trucks.

We've waited for Ford's latest 5.0-liter V-8 to make its way into the Expedition since 2012, but it hasn't happened. The sole drivetrain for the Expedition remains the proven but power-shy 310-horsepower, 5.4-liter V-8 that the big utility has had for years. It makes 365 pound-feet of torque and allows the Expedition to move quickly most of the time. Hitch up a trailer or load up the vehicle to near its capacity (up to 9,200 pounds for towing) and this engine doesn't have the stout, unrelenting character of GM's current batch of V-8s—especially the larger V-8 used in the Suburban. Four-wheel drive remains available pretty much throughout the entire lineup, and the six-speed automatic transmission is responsive and smooth-shifting, at least.

The Expedition has fallen behind on features compared to its pickup brethren. It lacks Ford's innovative (and sometimes frustrating) MyFord Touch connectivity interface, instead offering the more dated Sync system, combined with a voice-activated navigation system and HD Radio in top trims. The lineup includes XL, XLT, Limited, and King Ranch trims, with a total of ten equipment groups. Standard equipment across the entire range includes keyless entry keypad, heated power mirrors, air conditioning, an electrochromic rearview mirror, illuminated visors, and a leather-wrapped steering wheel, while Ford's MyKey system and SecuriCode keypad-entry system are standout features. Options include a DVD entertainment system, and 20-inch chrome-clad aluminum wheels. If you can afford it, the King Ranch edition offers a unique spin on a luxury-SUV interior, with unpolished leather like that of a baseball glove.Drives better than its size impliesRides smoothlyKing Ranch is one of our favorite interiorsThird-row space is great in Expedition ELInfotainment overdue for an updateSome plastic trim looks cheapDesign is getting oldNot easy to park, at allNext: Interior / Exterior »

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2014 Toyota Sequoia

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? $(function () { $('.rating-tip-0').waypoint( // handler function(direction) { $(this).addClass('rating-tip-0-animation'); }, // options { offset: '100%', once: true } ); });Get Your Price The 2014 Toyota Sequoia has room for eight and strong V-8 towing capacity, but it's pretty thirsty and difficult to maneuver to drive every day. Read more » Tows like a champEffortless V-8 powerRides comfortablyExpensive, with an inexpensive interiorExpensive, without a prestige badgeGas mileage is low $('.related-reviews li.see-more').live('click',function(){ if ($(this).hasClass('hidden')){ $(this).html(""); $("li.hidden:not('.see-more')", $('.related-reviews')).fadeIn(); } else { /*$(this).html("See Mode"); $("li.hidden:not('.see-more')", $('.related-reviews')).fadeOut();*/ } $(this).toggleClass('hidden'); });Choose a Style Below for Colors and Options Regular Unleaded V-8, 5.7 L
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Just like its counterparts from U.S. makers, the 2014 Toyota Sequoia is a classic full-size sport-utility vehicle based on the underpinnings of a pickup truck--in this case, the Toyota Tundra. The Sequoia SUV extends the Tundra pickup's tough design, towing process, and macho appearance into a utility vehicle for a family with up to eight members. But the classic truck base leads to some compromises in space efficiency, comfort, and versatility compared to the largest crossover utilities. As well as three models from GM and one from Ford, that list includes the brand-new Highlander from Toyota itself--smaller on the outside, but seemingly as large and considerably more versatile inside.

The testosterone-tinged look of the Sequoia may appear cartoonishly musclebound to some, though it beats the almost anonymous styling of most minivans. If nothing else, its tall and truck-based frontal appearance is one that no crossover can hope to rival. But missing from the Sequoia's factory options list is any serious off-road hardware, or a dedicated off-road model (even though 4WD is widely available through the model line). It all makes sense when you see the much pricier Toyota Land Cruiser across the lot.

The cabin appointments of the Sequoia, predictably, feel like those of a high-end full-size pickup in front, with two more rows of roomy wagon grafted on behind. That means an instrument panel that's functional without looking too plain. For seating, you can specify dual captain's chairs to replace a second-row bench, though it reduces the capacity to seven. Both the second- and third-row seatbacks can be folded forward to a flat cargo floor, with the second row split in three portions (40/20/40) and the third row in two (60/40). Storage space is ample once the third-row seats are folded in place, which is made easy thanks to a power-folding option.

In the past, you could choose from two different V-8 engines for the Sequoia, but last year Toyota discontinued the smaller-displacement (4.6-liter) choice. It's really for the better, as most Sequoia shoppers are towing-minded (tow ratings range up to 7,400 pounds). With 381 horsepower and 401 pound-feet of torque, the remaining V-8 is a powerhouse.

But while the Sequoia may share underpinnings with the Tundra pickup truck, it rides and handles rather better. A four-wheel independent suspension helps keep the Sequoia stable through corners for the most part, although rough patches--whether pavement patches or gravel-road washboards--can upset its composure. Ride quality is good for a body-on-frame truck, thanks to the independent rear suspension system--with the ride even a step more composed with the active variable air suspension (AVS) system in the Platinum model. Road and wind noise feel quite well sealed-away, too.

From base and SR5 models, to the mid-level Limited trim, and up to the luxury-packed Platinum, the Sequoia spans more than $20k, running from the mid-$40,000 range up to the mid-$60,000 range. That's before adding any of the various official dealer-installed accessories. At the top of the lineup is the Sequoia Platinum, which adds Dynamic Laser Cruiser Control, a DVD touch-screen navigation system, and a new Blu-Ray rear entertainment system with a 9-inch LCD screen and two sets of wireless headphones. A 12-way adjustable power driver’s seat, heated second-row seats, and the load-leveling air suspension with three driver-selectable modes are also all included.

Standard on the Platinum grade and available on SR5 and Limited is a new Entune multimedia system that provides access to apps for Bing search, Pandora, and others, providing access to entertainment or information through your smartphone's data connection.

Tows like a champEffortless V-8 powerRides comfortablyExpensive, with an inexpensive interiorExpensive, without a prestige badgeGas mileage is lowHard to maneuver in tight spotsNext: Interior / Exterior »

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2014 Lincoln Navigator

If you yearn for old-style American luxury, as embodied by a luxurious full-size, truck-based, body-on-frame sport-utility vehicle, the 2014 Lincoln Navigator may be one of the last holdouts in the category. It's a more luxurious take on the Ford Expedition, seemingly designed for Middle America, the place where the 72-ounce steak is a sign of success, as is the ever-present fantasy that yes, you could tow a loaded horse trailer--if you wanted.

The Navigator's plus-sized exterior doesn't preclude space-efficiency, but its design is now relatively dated--it hasn't been changed for most of a decade.It keeps the boxy proportions with smoothed-and-rounded corners of Ford's pickups some years earlier. Although it and its sibling the Ford Expedition used to get updated when those trucks did, neither vehicle inherited a version of the F-150's crisper look--and in fact the F-150 is going to be entirely replaced once again for 2015.

Vehicles as large as the Navigator can sometimes disappoint on functionality. But t here; you'll find big seats but also reasonably good versatility and one of the best interiors of any large SUV. And just like the Expedition and other SUVs in this class, the Navigator is offered in two different lengths--Navigator and Navigator L. The Navigator L adds 14.7 inches of overall length while doling out an additional 24.5 cubic feet of cargo space. Plus, power fold capability means the third row can be quickly and easily stowed when not in use, and it can be used to scoot faraway cargo toward the rear, as it moves the cargo aft when unfolding the seats.

At once iconic and retro (in both a good and bad way), the Navigator's design incorporates themes and trinkets from Lincoln heritage going back to the 1960s, employed with a boldness that compares to that of the Cadillac Escalade. Inside the retro-themed gauges and styling no longer look fresh (retro-grade?), although they convey the luxury message.

It's under the hood where Lincoln's big SUV can be disappointing. The Navigator racks up yet another model year with a powertrain that puts it at a disadvantage compared to most other big, truck-based SUVs. With 310 horsepower, the Navigator's 5.4-liter V-8 is woefully underpowered against nearly every competing model. That makes it no surprise that the Navigator isn't quick--though the six-speed automatic transmission makes the best of it, delivering smooth, decisive shifts, and most of the lineup can be equipped with either rear- or four-wheel drive.

If you're okay with merely adequate power, the Navigator handles better than many other models this big and heavy. Its roadholding feels more confident--if hardly sporty--than you'd expect from the land yacht it is. The Navigator remains a reasonably match for weekend towing needs--at a rating of 9,100 pounds max--but consider that with a curb weight of around 6,200 pounds, it's a strained relationship.

Compared to the more basic models of the Ford Expedition, which the Navigator is related to, the Lincoln gets better materials and trims even though their interiors are essentially of the same design. Noise insulation, higher-grade materials and more touchable finishes make the Navigator a true luxury-grade vehicle. A few small exceptions to the quality feel are the hard plastic trim elements, chrome-painted plastics, and sometimes cheap-feeling switchgear. Despite the small downside, there's no shortage of handy small storage spaces or cupholders.

The 2014 Lincoln Navigator isn't cutting-edge, but it does offer a very long list of features combined with some over-the-top luxury features like cooled front seats, power-deploying running boards, and a power-folding third-row seat. What's sorely missing from the Navigator's feature set is a modern infotainment system, such as MyLincoln Touch. But an EasyFuel capless fuel fill and heated second-row seats are on the standard-feature list and options include a power moonroof, rear-seat DVD system, perimeter alarm, illuminated entry with approach lamps, remote start, and adjustable pedals.

Spacious cabinThird-row seat of considerable size (L)Transmission shifts smoothlyManeuvers easily, for a vehicle so largeSome charming touches

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Inventor 2013 Autodesk User certification

For 2013, at least, there was only Certified Professional.  No more Certified User or Certified Associate.  Not sure if that will remain the same for 2014.

I wouldn't recommend trying to take the test as a beginner if you're paying for it.  If you go to AU, you'll get to take the test for free, and in that case absolutely - I'd say take it, and see what happens.  You'll at least get an idea of where you need to work on things.

THAT SAID, if you've got a decent amount of experience - and I believe the recommendation was 400 hours of use, but don't ask me where I saw that - the test is RIDICULOUSLY easy.  (Full disclosure: when I took the test, I was sitting at around 6,000 hours of Inventor use, versions 2009-2013.  I and another guy from my company took the 2013 certification test at AU2012.  We both finished in under an hour, and both passed with flying colors.  There were a few things there that I hadn't done much with in the past, but NOT a lot.

For me, 90% of the stuff on the Inventor 2013 Certified Professional exam is stuff I'd expect any entry-level employee to be able to do.

___________________________________________________________
Product Design Suite Ultimate 2013, 2014
Autodesk Inventor 2013 Certified Professional

Work: Dell Precision T1600 (Xeon E3-1280 / 16GB / 512 GB SSD / 250 GB (Internal) / 1 TB (External) / Quadro 600)
Home: i7-4770k / ASUS Z87-Pro / 16GB / 250 GB SSD / 1 TB HDD / 3 TB USB3 HDD / 2xRadeonHD 4870 in CrossfireX
Laptop: Toshiba Satellite P755-S5269 (i7-2630QM / 8 GB / 250 GB SSD / 750 GB HDD / GT540M)

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Re: Inventor 2013 Autodesk User certification

For 2013, at least, there was only Certified Professional.  No more Certified User or Certified Associate.  Not sure if that will remain the same for 2014.

I wouldn't recommend trying to take the test as a beginner if you're paying for it.  If you go to AU, you'll get to take the test for free, and in that case absolutely - I'd say take it, and see what happens.  You'll at least get an idea of where you need to work on things.

THAT SAID, if you've got a decent amount of experience - and I believe the recommendation was 400 hours of use, but don't ask me where I saw that - the test is RIDICULOUSLY easy.  (Full disclosure: when I took the test, I was sitting at around 6,000 hours of Inventor use, versions 2009-2013.  I and another guy from my company took the 2013 certification test at AU2012.  We both finished in under an hour, and both passed with flying colors.  There were a few things there that I hadn't done much with in the past, but NOT a lot.

For me, 90% of the stuff on the Inventor 2013 Certified Professional exam is stuff I'd expect any entry-level employee to be able to do.

___________________________________________________________
Product Design Suite Ultimate 2013, 2014
Autodesk Inventor 2013 Certified Professional

Work: Dell Precision T1600 (Xeon E3-1280 / 16GB / 512 GB SSD / 250 GB (Internal) / 1 TB (External) / Quadro 600)
Home: i7-4770k / ASUS Z87-Pro / 16GB / 250 GB SSD / 1 TB HDD / 3 TB USB3 HDD / 2xRadeonHD 4870 in CrossfireX
Laptop: Toshiba Satellite P755-S5269 (i7-2630QM / 8 GB / 250 GB SSD / 750 GB HDD / GT540M)

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