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Elevated Luxury: Acura TLX-L Is a Stretched Sedan for China

acura-tlx-l-prototype-front

acura-tlx-l-prototype-front

The Acura TLX made its debut as a refreshed, beakless 2018 model earlier this month at the New York auto show, but regular sedans aren’t good enough for the rapidly growing China market. Consumers there demand an extra helping of rear-seat legroom. So Acura announced an elongated prototype of its middle child this week at the Shanghai auto show: the TLX-L.

This isn’t the first product that Acura has produced specifically for China. The CDX, derived from the Honda HR-V, made its debut last year and became the company’s first locally produced vehicle. The car shown here is a prototype, but Acura has confirmed that the TLX-L will go on sale later this year, becoming its second vehicle to be produced and sold exclusively in China.

acura-tlx-l-prototype-side

acura-tlx-l-prototype-side

The TLX-L has an elongated wheelbase to create more space for rear-seat passengers. Acura did not release any details about how much larger or longer the car is. The new proportions, however, do seem to work better than those of the regular TLX (shown below), which is built and sold here in the United States. The majority of the stretch on the TLX-L appears to be between the B- and C-pillars, and the rear doors are elongated. Expect the final product to look extremely similar to this preproduction mockup, which is to say, not bad at all.

2018-acura-tlx-regular

2018-acura-tlx-regular

2017 Shanghai Auto Show Full Coverage


Article source: http://blog.caranddriver.com/elevated-luxury-acura-tlx-l-is-a-stretched-sedan-for-china/

Wee Volvo 20-Series Models Are Coming, and Perhaps to the U.S.

2017 Volvo V90 Cross Country

In a conversation about product nomenclature and how expensive sneakers jibe with Volvo’s model offerings (more on that later), the Swedish company’s U.S. president, Lex Kerssemakers, seemingly let slip that a smaller, 20-series model is on the way.

“It’s pretty straightforward: The 90 is the biggest, and the 40 is the smallest,” Kerssemakers said. “And when there is a 20, it will be a smaller one.” If we read his statement correctly, this marks the first time that Volvo has confirmed a 20-series model.

While we didn’t press Kerssemakers for deep details, he noted of the broader Volvo lineup that the company “only makes global cars, so [they] should apply to all parts of the world.” That would indicate that the 20-series, in some form, will come to the United States to join the upcoming compact XC40 SUV. We’d bet against a V20 wagon, at least at the lineup’s inception, though. “I said 10 years ago that the wagons are back,” admitted Kerssemakers, who identifies as a wagon guy. So far, he said, “I’ve been proven wrong.”

It’s also unlikely that the 20-series would mark the return of impractical cars to the Volvo fold. “Coupes and convertibles—we don’t have them in the plan,” he shared, “because we are focusing on the bread-and-butter [vehicles] for the moment.” At the recent launch of the V90 Cross Country, another company executive hinted that a sports car is in the works, however.

Most likely, the 20-series family will at least spawn an XC20 to go up against the smallest utility vehicles and city cars from Audi, BMW, Infiniti, Mercedes-Benz, and others, and perhaps an S20 small sedan. As Volvo continues its push toward small engines and electrification, it wouldn’t be unreasonable to expect the 20-series to offer a plug-in-hybrid powertrain featuring a three-cylinder gas engine, while another 20-series variant could be an electric vehicle. Volvo is also said to be working on an EV that is set to launch in 2019.

Kerssemakers noted that there is a market for premium but more playful small cars that Volvo has not yet leveraged, in a similar way that the high-dollar sneaker market has recently exploded. Luxury or having “money does not equal traditional design or inside the box” thinking, he said, and some new Volvo models eventually will be “a little more creative, more [extroverted].”

Article source: http://blog.caranddriver.com/wee-volvo-20-series-models-are-coming-and-perhaps-to-the-u-s/

Extra M, Less GTS: BMW Announces New M4 CS for 2018

BMW is taking the granular infill of its model lineup very, very seriously. If the M4 with the Competition package isn’t enough for you, but you found the hard-core GTS a touch too much, the M division’s offering the new M4 CS, introduced at the Shanghai auto show. What’s more, the new CS signals a distinct pyramid for the M cars. This isn’t going to be the last CS we see. You’ll have your standard models, your Competition package cars, the special-edition CS machines, and finally, the GTS or equivalent track-oriented automobiles.

Compared with a Competition package M4, the CS has 10 more horsepower under its carbon-fiber hood, pushing the total to 454. BMW says this punts the CS to 60 mph in 3.8 seconds, which matches our test of a 2016 Competition-pack-equipped car. Top speed is 174 mph, and BMW estimates that consumption on the Euro cycle will stand at 28 mpg. That’s with the seven-speed dual-clutch automatic transmission. As was the case with the GTS, there won’t be a manual.

Underneath, the suspension is largely unchanged from the Competition package, featuring forged-aluminum links and hub carriers. Said hubs bolt to 19 x 9 front and 20 x 10 wheels unique to the CS, shod in non-U.S. markets with sticky Michelin Pilot Sport Cup 2 tires. The sticky Pilots measure 265/35R-19 up front and 285/30R-20 at the rear.  Downgrading to a less track-focused Michelin tire is a no-cost option, but good luck matching the CS’s 7:38 lap time around the Nürburgring without them. American customers, presumably more likely to use their M4s for commuting, get Pilot Super Sports as the standard tire. Behind the wheels, the CS features aluminum-hatted iron rotors with four-piston front calipers and two-pot rear units.

To manage airflow, the CS gets its very own unique front splitter crafted from carbon fiber, while it wears the rear diffuser from the GTS. On the decklid, this latest M4 sports a tidy Gurney-beflapped spoiler reminiscent of the unit found on the Corvette Z06.

Inside, the lightweight M sport seats get leather/microsuede upholstery, while the fabric door pulls cribbed from the GTS ape some of that Porsche RS steez. The CS also gets its badder brother’s plant-based composite inner door panels. Naturally, the dash features an embossed CS emblem, so your passengers know exactly which M4 you splashed out for.



If the water-injected GTS felt like overkill—or you missed out on one of the few cars allocated to American dealers—the CS isn’t what we’d call a terrible consolation prize. While it gives up 39 horsepower to the GTS, buyers get a sizable helping of that car’s aesthetic and aerodynamic trimmings. And for some, it’ll undoubtedly stand as the sweet spot in BMW’s ever-expanding line.

2018-BMW-M4-CS-REEL

2017 Shanghai Auto Show Full Coverage2017 Shanghai Auto Show Full Coverage

Article source: http://blog.caranddriver.com/extra-m-less-gts-bmw-announces-new-m4-cs-for-2018/

2017 Toyota Prius Chops $1210 from Price with New Base Model

2016_Toyota_Prius_Two_01_D5FE639E78E0840DF532DA765E776E1F26767A9B

Perhaps Toyota is getting a bit worried by the Hyundai Ioniq, a cheaper and more efficient alternative to the quintessential Prius hybrid, because it has dropped the price of the 2017 Prius by a significant $1210 as part of a midyear change. The lineup now includes a Prius One trim level—it had previously started off, illogically, with the Prius Two—and has a lower base price of $24,360.

That’s still $1325 higher than the Hyundai Ioniq Blue’s starting figure of $23,035 and $575 more than the related Kia Niro’s $23,785 base MSRP, but it narrows the gap between the Toyota and those upstart Korean competitors. And the Prius One is not completely stripped out, either: standard equipment includes automatic climate control, cruise control, a backup camera, and, impressively, active-safety features such as forward-collision warning and lane-departure alert. All that the Prius One is missing compared with the Two is a spare tire, a rear wiper, and seatback pockets on the driver and passenger seats.

The 2017 Prius One doesn’t differ at all mechanically from the more expensive Two, Three, and Four models, and it should achieve the same 52-mpg EPA combined fuel-economy rating. Even more miserly shoppers should look at the Prius Two Eco, which achieves 56 mpg combined. That still doesn’t quite top the Hyundai Ioniq Blue, however, which hit a combined 58 mpg in the EPA’s tests. Let the hybrid price and fuel-economy wars rage on!


Article source: http://blog.caranddriver.com/2017-toyota-prius-chops-1210-from-price-with-new-base-model/

Honda Pilot Might Spawn Smaller, Cheaper Version | News | Car …

2016 Honda Pilot Elite AWD

Honda might expand the Pilot crossover lineup by, well, shrinking it. According to a report from WardsAuto, a new, smaller version of the Pilot is in the works to fill the gap between it and the smaller CR-V. The new junior Pilot apparently will have a shorter wheelbase and only two rows of seats as opposed to the current model,  which comes standard with three rows. Adding a smaller version could drop the Pilot’s starting price below $30,000 and give Honda a more direct competitor against two-row crossovers such as the Ford Edge and the Nissan Murano.

This new model could end up sharing the Pilot name in the same way that Hyundai offers the three-row Santa Fe and the two-row Santa Fe Sport. A wheelbase somewhere in between the CR-V’s 104.7-inch stretch and the Pilot’s 111.0-inch figure would likely end up close to the Santa Fe Sport’s 106.3-inch wheelbase.

Honda has otherwise hinted at an expansion of its crossover lineup recently: Last month, the company announced an $85 million expansion of the Lincoln, Alabama,  plant that builds the Pilot. The investment is for greater production and, as Honda said in a statement, “future models.” With construction scheduled to finish sometime next year, it may not be too long until this new junior Pilot hits showrooms.


Article source: http://blog.caranddriver.com/second-officer-honda-pilot-might-spawn-cheaper-two-row-variant/

Wee Volvo 20-Series Models Are Coming, and Perhaps to the U.S. …

2017 Volvo V90 Cross Country

In a conversation about product nomenclature and how expensive sneakers jibe with Volvo’s model offerings (more on that later), the Swedish company’s U.S. president, Lex Kerssemakers, seemingly let slip that a smaller, 20-series model is on the way.

“It’s pretty straightforward: The 90 is the biggest, and the 40 is the smallest,” Kerssemakers said. “And when there is a 20, it will be a smaller one.” If we read his statement correctly, this marks the first time that Volvo has confirmed a 20-series model.

While we didn’t press Kerssemakers for deep details, he noted of the broader Volvo lineup that the company “only makes global cars, so [they] should apply to all parts of the world.” That would indicate that the 20-series, in some form, will come to the United States to join the upcoming compact XC40 SUV. We’d bet against a V20 wagon, at least at the lineup’s inception, though. “I said 10 years ago that the wagons are back,” admitted Kerssemakers, who identifies as a wagon guy. So far, he said, “I’ve been proven wrong.”

It’s also unlikely that the 20-series would mark the return of impractical cars to the Volvo fold. “Coupes and convertibles—we don’t have them in the plan,” he shared, “because we are focusing on the bread-and-butter [vehicles] for the moment.” At the recent launch of the V90 Cross Country, another company executive hinted that a sports car is in the works, however.

Most likely, the 20-series family will at least spawn an XC20 to go up against the smallest utility vehicles and city cars from Audi, BMW, Infiniti, Mercedes-Benz, and others, and perhaps an S20 small sedan. As Volvo continues its push toward small engines and electrification, it wouldn’t be unreasonable to expect the 20-series to offer a plug-in-hybrid powertrain featuring a three-cylinder gas engine, while another 20-series variant could be an electric vehicle. Volvo is also said to be working on an EV that is set to launch in 2019.

Kerssemakers noted that there is a market for premium but more playful small cars that Volvo has not yet leveraged, in a similar way that the high-dollar sneaker market has recently exploded. Luxury or having “money does not equal traditional design or inside the box” thinking, he said, and some new Volvo models eventually will be “a little more creative, more [extroverted].”

Article source: http://blog.caranddriver.com/wee-volvo-20-series-models-are-coming-and-perhaps-to-the-u-s/

Lynk & Co Debuts 03 Concept and Announces Lifetime Warranty, Free Connectivity

Lynk  Co 03 concept

With the unveiling of its second planned-for-production vehicle, the 03 concept sedan, Lynk Co took another step forward in its plan to disrupt the automotive industry. In addition to previewing the concept’s styling, the nascent Geely-owned startup announced that its cars will come with free data connectivity and a lifetime warranty on every car, without giving details on the terms.

The sedan was shown to about 800 people at a private launch event ahead of the Shanghai auto show, where the production version of the 01 SUV will be shown alongside the 03 concept. Technically, this sedan is the third vehicle we’ve seen from Lynk, the 01 SUV being the first and a wild design study the second, but the 03 is the second preview of a car actually intended for production.

Lynk  Co 03 concept

The included warranty and data are just two more elements of the company’s plan to completely change the way people buy, use, and experience cars. Promoting the vehicles as “smartphones on wheels,” Lynk has announced its intention to sell directly to customers using the internet and other alternative methods rather than through dealerships, but it also wants to provide the option for subscription services similar to Netflix or Spotify. There will also be a built-in button specifically for sharing or renting the vehicle, Airbnb style.

For now, there is no other information on the 03 concept; only photos were provided, but the design language looks extremely similar to the company’s crossover model. The headlights sit atop the front end like frog eyes, and a wide grille stretches across the fascia. A blacked-out roof makes the thick, shark-fin-like C-pillar a focal point, and a horizontal light bar extends across the rear. Lynk said it will start selling the 01 in China this year and follow that up by opening sales to Europe and the United States next year.

Lynk--Co-REEL


Article source: http://blog.caranddriver.com/lynk-co-debuts-03-concept-and-announces-lifetime-warranty-free-connectivity/

Missing Abington Uber driver’s car found; suicide feared

A missing 45-year-old Uber driver from Montgomery County “was intent on harming herself” and may have committed suicide, police said Monday after finding the woman’s abandoned car.

Krysten Laib, of Abington Township, was last seen about 4:45 a.m. Tuesday when she dropped off Uber customers on Axe Factory Road in Northeast Philadelphia. Her green 2003 Subaru Legacy was found Monday at the base of the Ben Franklin Bridge, according to Abington police. But there was no sign of Laib.

“There is strong evidence to suggest that her disappearance was voluntary and that she was intent on harming herself,” the department said in a statement. “A search for her remains is currently underway.”

The statement did not elaborate on what evidence led police to suspect Laib killed herself. 



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Article source: http://www.philly.com/philly/blogs/real-time/Search-missing-Uber-driver-Philadelphia-April-17-2017.html

What Will Power Your Next Performance Car?

Lexus-843x100[1]Lexus-843x100[1]

Never before has there been such a varied range of powertrains for performance cars. Decades ago, if you wanted a car that was fun to drive,  you opted for something with a rear-wheel-drive chassis that was mated to the largest-displacement engine with the highest number of cylinders that the manufacturer could fit in the engine bay. Things have changed. Massive naturally aspirated engines no longer reign supreme, as automakers have downsized their engine offerings to improve fuel efficiency and emissions. The mantra “There’s no replacement for displacement” has been replaced; now the preference is for forced-induction, small-displacement turbocharged and supercharged engines. At the same time, engines have started to be paired with high-tech hybrid systems in the performance arena, not solely to improve fuel efficiency but to add speed with a less severe efficiency penalty than in the past. 

Lexus is in a somewhat unique position and is bucking that trend. When it comes to powertrain technology in three top Lexus performance models, the operative words are natural aspiration, displacement, and sophistication. Whether it’s feature-laden 32-valve V-8 engines mated to their latest up-to-10-speed automatic transmissions, or advanced multistage hybrid powertrains, Lexus is able to deliver performance in different ways.

The V-8 used in the 2017 Lexus RC F and GS F benefits from years of evolution—three decades, in fact. Take a look at today’s 2UR-GSE, and you’ll see similarities between it and the 1UZ-FE engine designed for the original Lexus LS400 that launched in 1989. Since that time, bore spacing has been constant on every Lexus V-8. Many other internal aspects such as block deck height remain unchanged. It all testifies to the soundness of the original design. Yet, with application of new technology and engine management systems, the specific output of 62.5 horsepower per liter from the original 1UZ-FE V-8 in the LS400 has risen to today’s 93.4 horsepower per liter in the RC F and GS F. And that’s without forced induction—just a 7300-rpm redline and the wail from the intake and exhaust systems.

lexusgsfcobranded

The RC F and GS F share a front-engine/rear-wheel-drive layout and similar drivetrains. The action starts with the all-aluminum DOHC 5.0-liter (4969 cc) V-8, which has a 90-degree angle between cylinder banks for an even firing order and the inherent balance it provides. With a bore and stroke of 3.70 x 3.52 inches (94.0 x 89.5 mm), it’s slightly oversquare. The compression ratio of 12.3:1 is much higher than the 10.0:1 of the original 1UZ-FE V-8.

The DOHC heads are populated with 32 titanium valves, and both the intake and exhaust valve timing are adjustable, although the two are controlled differently. The intake valve timing is electric (Lexus calls it electric variable valve timing, or VVT-iE), while the exhaust timing is hydraulic (variable valve timing, or VVT-i). The lowercase i in each shorthand stands for “intelligence.” A further distinction with this Lexus V-8 is that it can vary its intake-valve timing to the extent that it can operate in both a traditional Otto cycle, for high-demand moments, and a highly efficient Atkinson cycle, where the closing of intake valves is delayed to effectively increase the expansion ratio to improve efficiency during relaxed cruising. Lexus’s years of variable-valve-timing experience have fostered the development of a system that effectively operates as “two engines in one.” The transitions between the two are quick and seamless.

Fueling is by high-pressure D-4S direct injection with secondary port injectors. The D-4S designation for “Direct Four Stroke” pairs high-pressure in-cylinder injectors with lower-pressure port injectors that automatically deploy as driving conditions demand, helping to ensure both high power output and reduced fuel consumption and emissions.

Lexus_CoBrand_Image_3

Taken as a whole, the 2UR-GSE V-8 produces 467 horsepower at 7100 rpm and 389 lb-ft of torque at 4800 rpm in both the RC F and the GS F. Redline is at 7300 rpm. Lexus V-8s have always been noted for internal smoothness and immediate throttle response. The current engine offers all that, of course, but it also gives the cars some tomcat attitude as well, issuing a baritone note through the tuned intake manifold and the stacked tailpipes.

In either car, the engine mates with the AA80E eight-speed Sport Direct Shift automatic transmission. The driver can select Manual mode for full control with paddle shifters, and in this mode the torque converter is fully locked in second gear and above for a responsive feel that approximates that of a manual transmission. Gear ratios are closely spaced from second through sixth, with seventh and eight being overdrive ratios. Lexus G-force Artificial Intelligence Shift Control (G AI-SHIFT) monitors all dynamics and, in Sport S and Sport S+ driving modes, sharpens responses while also overseeing rev matching on downshifts.

Both cars offer strong performance. The RC F dashes from zero to 60 mph in 4.4 seconds, runs a 12.5-second quarter mile, and tops out at 170 mph. EPA estimates are 16 city/25 highway/19 combined mpg.

Lexus_CoBrand_Image_4

The GS F is just a hair behind: zero to 60 mph in 4.5 seconds, 12.8 seconds in the quarter, and a 168-mph top speed. Fuel economy is the same except for the highway rating, which is 24 mpg.

You would think a company would call it a day after creating two V-8 beasts that still qualify as low-emission vehicles. But no. Lexus decided to push its hybrid technology to the limit by adapting it to its all-new grand touring coupe, the LC500h.

Lexus hybrids have been noted for their gasoline engines that operate exclusively on the Atkinson cycle. The LC500h continues the tradition with the 8GR-FXS engine, a 24-valve DOHC 3.5-liter (3456 cc) V-6 with D-4S injection. Bore and stroke are 3.70 x 3.27 inches (94.0 x 83.0 mm), and the compression ratio is 13.0:1. Lightweight valvetrain components and reciprocating parts, reduced friction, and high-flow intake ports let the engine achieve a 6600-rpm redline.

The V-6 teams with two water-cooled, permanent-magnet synchronous high-output electric motor-generators that mount in the transmission case to assist the gasoline engine. They’re integrated with Lexus’s first application of lithium-ion batteries, a more compact power source compared with the nickel-metal hydride cells previously employed in Lexus hybrids. With 84 cells supplying 310.8 volts, the lithium pack snugs between the coupe’s rear seat and its luggage compartment.

LCH-3

The multistage hybrid transmission is as innovative as the rest of the drivetrain, and a first for Lexus. As is typical with Lexus hybrids, the LC500h has a compact planetary gearset to blend the power from the engine and electric motors in a continuously variable arrangement. What’s new this time around is that there’s also a conventional four-speed automatic appended to the end of the CVT part of the transmission. These additional ratios allow for electric-only driving at higher speeds, allow the electric motors to provide more thrust at elevated speeds, and improve efficiency overall.

Because of what Lexus spokesman Paul Williamsen called “good, steady improvement in packaging density,” the total length of the transmission unit is “only changed by about an inch or so” as compared with the nonhybrid LC500. The driver can engage M mode and use the paddle shifters to select one of the 10 simulated ratios manually.

Lexus_CoBrand_Image_5

Total system output is 354 horsepower. Yes, that’s less than the F performance vehicles, but the instant torque of the high-output electric motors helps the LC500h become the first Lexus hybrid that can spin its rear wheels from a stop. It dashes from zero to 60 mph in a very respectable claimed 4.7 seconds and achieves an electronically limited 155 mph. It can do all of that and return an EPA-estimated 26 city/35 highway/30 combined miles per gallon. This performance-oriented hybrid system in the LC500h is a step in the direction taken by the latest hypercars and prototype racers.

So, how would you like your performance? Lexus now has options to satisfy a variety of tastes.

Article source: http://blog.caranddriver.com/what-will-power-your-next-performance-car/

What Is VW Going to Do with All Those Bought-Back TDIs?

Volkswagen Passat TDI SEL badge

Approximately 200,000 late-model TDI-badged Volkswagen four-cylinder diesel vehicles, many of which were until recently used as daily drivers, now sit unused in massive holding lots. Some of those lots stand as awkward public reminders of just how much work Volkswagen has ahead of it to remedy owners, fix vehicles, and mend its reputation. And you know the parking’s not free.

The vehicles have been bought back with generous cash payments—an average of about $21,600 and up to a maximum of more than $45,000. And now, because of slow progress regarding potential fixes that would bring vehicles back into emissions compliance—or close enough to it to satisfy regulators—it’s looking as if VW might just keep these cars parked right where they are for another year or more.

“These vehicles are being stored on an interim basis and routinely maintained in a manner to ensure their long-term operability and quality,” spokesperson Jeannine Ginivan told C/D.

Under the elaborate consent decree that governs the terms of its diesel emissions settlement with the U.S. Environmental Protection Agency and the California Air Resources Board (CARB), Volkswagen has to pull the engine-control unit (ECU) from vehicles that it buys back. After that, it has a choice: It can salvage the vehicles for parts and sell those in the U.S. or abroad (except for the ECU, oxidation catalyst, or particulate filter), or it can opt to fix the vehicles.

To appease regulators, VW has to perform an “approved emissions modification” on at least 85 percent of the affected vehicles by June 30, 2019, or the company could be subject to additional fines. Vehicles that are bought back otherwise need to be scrapped or “removed from commerce” if they’re not fixed, and no vehicles can be exported, either, until the approved emissions modifications have been done.

Waiting for Tricky Fixes

It’s those fixes themselves that get tricky. There are three generations of the 2.0-liter four-cylinder diesel affected by this scandal and settlement. As of yet, a fix has only been approved for the most recent. Known as Generation 3 versions, these include the 2015 Golf, Golf SportWagen, Jetta, Passat, and Beetle as well as the Audi A3.

Volkswagen TDI 2.0-liter

On January 6, Volkswagen received approval from EPA and CARB to perform a two-phase fix on these vehicles; the 54,000 owners and lessees of Generation 3 vehicles that hadn’t completed the buyback at that time were sent notices on the first step, which included removing the defeat device. Making this modification entitles the owner to two-thirds of the restitution payment, which depends on the vehicle and is typically several thousand dollars, while the owner can continue to drive the vehicle and get the remaining one third when they make a yet to be detailed or approved hardware fix that will involve “new emissions-control mechanisms.”

Late last month the EPA said that it will allow VW to sell Generation 3 vehicles after the first step, although, with both steps, the priority is to fix vehicles that are still being driven. “We currently expect the required hardware for phase 2 of this modification to be available beginning in early 2018, and we will notify eligible customers as soon as this happens,” Volkswagen of America said in a recent statement.

Approval for Generation 2 remedies, which includes the 2012–2014 Passat TDI, could be a little further off. And Generation 1 vehicles, which were fitted with a lean-NOx trap and no selective catalytic reduction (SCR), or urea injection, system whatsoever, will require more complicated solutions to be brought close to compliance, if they even can.

Buyback in the Fast Lane

Nevertheless, VW is buying vehicles back at a rapid pace. It officially launched the Claims program in late 2016, and from November 20, 2016, through February 18, 2017, VW had extended 323,179 offer letters for the settlement, which allowed owners to opt for possibilities that included buybacks, early lease termination, approved emissions modifications, and restitution payments. As of that same date, VW had closed nearly 138,000 buyback deals (including about 5800 early lease terminations), adding up to just over 28 percent of eligible vehicles, and had scheduled approximately 221,000 closing appointments. It then expected to keep its pace of buying back about 15,000 vehicles per week—so it’s likely that the total number bought back tops 200,000 by a significant amount.

Volkswagen Headquarters sign

“Vehicles that are not modified because of their age or condition or for other reasons will be responsibly recycled, in accordance with the terms of Volkswagen’s settlements with U.S. environmental authorities and other parties,” Ginivan said. Volkswagen hasn’t offered any additional details yet about how these vehicles are to be recycled, although it noted that the company did do a pilot scrap program last summer.

In the meantime, the once loved TDIs will continue to keep accumulating, to the benefit of those who rent the parking to VW. At some point, it may become more beneficial for Volkswagen to merely scrap the cars, recover money from the parts and materials, and free up the overhead. That point, however, is likely at least many months away.

Article source: http://blog.caranddriver.com/what-is-vw-going-to-do-with-all-those-bought-back-tdis/