Don’t Wait Until It’s Too Late To Change Your Wiper Blades

Don’t Wait Until It’s Too Late To Change Your Wiper Blades

Clear vision is essential to safe driving. Neglect the wiper blades — the part of your car responsible for keeping your vision clear – and you may find yourself actually needing the traction control, anti-lock brakes, dynamic stability control and airbags as you crash into what you can’t see.
A clean windshield is not only useful during rain, sleet and snow. How many times have you experienced a windshield that is smeared with insects, bird droppings, road tar or other messy deposits? Removing such dirt with worn wiper blades is nearly impossible. Usually, you wind up smearing the mess and obscuring your vision even more. If you change your blades regularly, you can avoid these problems and keep your eyes on the road.
Generally, a blade will show physical wear signs like cracking or discoloration. Another way to know is by the quality of the wipe. Streaking or un-wiped areas are a dead giveaway. In addition, if the blades make noise or chattering sounds, then they need to be replaced. However, if you change your blades frequently, you won’t have to examine your blades looking for these signs of possible failure.
Blades can be easily damaged by snow scrapers and ice during the winter but the sun is just as damaging to a blade in the summer.
By simply doing a little preventative maintenance, you can avoid these uncomfortable situations. Wiper blades should be treated the way you treat engine oil — you don’t wait until you have engine trouble before you change your oil.
How often should you replace your blades?

The National Highway Transportation Board recommends that drivers change their wiper blades every year, however the average vehicle owner replaces his/her wiper blades only once every two and a half years. “Most people wait until they are in a downpour and nearly drive off the road before they are convinced it’s time to change blades,” says Jenifer Maddox, brand manager for PEAK Automotive Products. Some blades, such as Optix Wiper Blades, even come with simple connector systems that make installing the blades on any vehicle a snap.

So if you’ve been procrastinating about changing your windshield wiper blades, take a few minutes today to change them.

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Source: [Cleveland at Home]

The 2012 Buick Verano Proves GM is on The Right Track

The 2012 Buick Verano offers further proof that GM is on the right track

For anyone who keeps up with new car reviews, you may notice that GM has been on the up-swing, bringing relevant, value-packed, fun-to drive vehicles back to the American marketplace.
After a week and 700 miles, I can honestly say our time in the 2012 Buick Verano was like a great first date. Comfortable, enjoyable, and particularly memorable, I find ourselves repeatedly singing the praises of its invigorating character.

How does the Buick name manage to suddenly smash its geriatric stereotype and target its product at a younger demographic?

The magic behind the formula lies primarily within the chassis, which is shared with the European market Opel Astra.
Up front sits a pair of decoupled MacPherson struts, with side-loaded modules, tuned coil springs, a hollow stabilizer bar, and hydraulic ride bushings.
In the rear, the Verano utilizes a specifically adapted torsion beam setup, with a double-walled, U-shaped profile, and a tunable control arm (Z-link).
The Electric Power Steering (EPS) system possesses a quick ratio of 15.5:1, and requires barely more than two turns, lock-to-lock.
This particular setup translates to stunningly rapid transitional response, and a playful character which begs you to take freeway off-ramps at super-legal speeds.
Under the hood, the Verano’s 2.4-L four-cylinder Ecotec power plant features direct fuel injection technology, as well as directed oil jets for each piston.

The Ecotec provided adequate power in most situations, save for steep uphill grades and rapid highway passing maneuvers.
Enthusiasts should not fear, however, as Buick promises a 250 HP, turbocharged version with a six-speed manual transmission is coming later this year.
I did find the naturally-aspirated Ecotec’s Hydra-Matic 6T45 six-speed automatic transmission a willing and responsive companion.
Plant your right foot to the floor, and the Hydra-Matic responds with lightning-fast shifts, keeping the engine well within its power band.
Overall, the 2012 Buick Verano provided a thoroughly unexpected level of driving enjoyment. Satisfyingly, the typical Buick virtues of quietness, refinement, and value were evermore present in our $27,345 1SL tester.

Keeping a laser-beam focus on competing in a tough market segment, the entry-level-luxury Verano is on our short list for most recommended new vehicles of 2012.

Source: [TheFL.com]

Exploring the 2012 GMC Terrain Then Test Drive at Borcherding Buick GMC!

Exploring the 2012 GMC Terrain

GMC (and many others) no longer call all SUVs a SUV; some are now crossovers (usually a crossover is a car based SUV-like vehicle). GMC, the smallest General Motors Division, has two crossovers in its 2012 lineup — the Acadia and Terrain (a third, Terrain Denali, joins in 2013). The “true” SUVs are now called trucks (they are truck based). I recently drove a GMC Terrain.

The Terrain is the larger of GMC’s crossover for 2012 and its intended competition are vehicles like the Ford Edge, Nissan Murano, and Hyundai Santa Fe. The Terrain is 185.3 inches long and rides on a 112.5 inch wheelbase. It weighs 3798 pounds plus depending on model and option; not bad for a SUV, er crossover, but a little portly.

I am not a fan of the styling; too much chrome, too massive a front-end, and too angular for me. The size is decent though — easy to get in and out of and for its interior volume (a total of 63.9 cubic feet) it is relatively small on the outside.
The 2012 model has two engines available; a 2.4-liter four-cylinder and a 3.0-liter V6 (the V6 goes to 3.6-liters for 2013). I can see only one reason to go with the four — it is
more fuel efficient but at the expense of towing capacity and performance (let’s face it, its 182 hp and 172 ft-lbs of torque aren’t much to move almost two tons). The V6 is rated at 17-city and 24-highway and that isn’t bad for a vehicle like this. I drove a similar Chevrolet vehicle last year and it mirrored the ’12 Terrain’s mileage. I found that it is easy to exceed the highway figure but the city figure will drag down the combined. (Note to all automotive engineers: Not all driving is on a highway; please find a way to get the city mileage up.) Even with the larger engine the ’13′s mileage stays the same.

One big difference between the 4-cylinder and V6 is the towing capacity. The V6 more than doubles the towable weight to 3,500 pounds. If you plan on towing anything heavier than a basic travel trailer go for the V6.
GMC uses a 6-speed automatic transmission (helps with economy) with either engine. It easily rivals the GM transmissions of old in operation (remember when automatics were trouble free?) but with the world moving to 7- or 8-speed automatics it is time for the domestics to up their game. (Did I actually just diss a very good 6-speed automatic?)
I find many current vehicles to have busy instrument panels. They are way too fussy with too many buttons that aren’t easy to use or intuitive. The Terrain is no different except at least there are some knobs. There is a feature I really liked — the “hoods” over the instrument cluster and radio. It almost eliminated glare and reflection. Excellent!

Crossovers have replaced big 4-door sedans as the vehicle of choice in suburbia. Look around, how many large sedans do you see? And the fuel economy of the crossovers is good for their size. But that’s the rub; it’s good for their size. There was a time when 24-mpg was considered great; now it’s only fair. If we’re going to ever become free of foreign oil we are going to have to develop family size (or North American family size) vehicles with much better fuel economy.
For now, though, the GMC Terrain is a very good choice. I can’t keep up with the average sale price of vehicles. It seems like only yesterday that $20,000 got you a decent set of wheels. (Actually it was a long time ago.) In June 2012 the average transaction price was $30,508. That puts the lowest price Terrain ($26,385) in perspective. Go with the top model (SLT-2 All-Wheel-Drive), load on all the options you can and you are pushing $40,000.

Source: [Mercury News]

Car tips from Borcherding: A/C or Windows Down?

A/C or Windows Down: Which Method Will Save You Money?

In the summer a car can feel like a hot box. You want to crank the A/C but hesitate since saving every penny counts with gas prices so high.   As temperatures rise, the question will be, air conditioning or windows down?

Both methods will keep the car cool while driving but both are also rumored to be gasoline wasters. So which method will keep your tank filled longer and will ensure you’re comfortable on your road trip?

And the winner is… well it depends on how you’re driving and what kind of car you’re driving.

Older cars air conditioning units put more pressure on the engine and is much less efficient than newer car’s air conditioning units. That being the case, an older car’s air conditioning unit will waste more gas then a newer model.

If you are driving through town or in stop and go traffic, keeping the windows down and the air conditioner off will save gas. If you are driving on a highway or at high speeds, keeping the windows up and the air conditioning on is the way to go.  Keeping the windows down when driving at high speeds will create more drag on the car, which will reduce fuel economy.  At these high speeds it is more practical to turn on the A/C unit. The car is the most aerodynamic when all of the windows are rolled up. Drivers don’t have to feel bad about trying to keep cool this summer, as long as they know their options.

Source: [Earth Garage]

2013 GMC Terrain Denali Test Drive one in Cincinnati at Borcherding!

2013 GMC Terrain Denali Test Drive

On-sale date: August 2012

Price: $35,350 to $42,000-plus

Competitors: Acura RDX, Infiniti JX

Powertrains: 2.4-liter inline-four-cylinder, 182-hp, 172 lb-ft of torque; 3.6-liter V-6, 301-hp, 272 lb-ft; six-speed automatic; FWD or AWD

EPA fuel economy (city/hwy): 22/32 (four-cylinder with FWD); 16/23 (V-6 with AWD)

What’s new: GMC extends its popular Denali luxury sub-brand to the smallest vehicle in its lineup, the Terrain crossover (CUV in GM parlance), accompanied by an upgraded V-6 with more displacement (3.6 vs 3.0 liters). The larger engine is good for 14 additional horses and 22 percent more torque while returning the same EPA fuel economy ratings as the outgoing Terrain V-6. You can get a Denali edition without the big engine or the big engine without the Denali trim upgrades outside and in, but GMC expects the combination to be the most popular.

Tech tidbit: The invisible hand that may do the most to distinguish this from other Terrains is the dual-flow damper used in the front suspension. Valving in these shock absorbers varies with the rate of the piston travel, delivering firmer handling response without degrading ride—you get them only in the Denali version. (Chevrolet uses them in Equinox, Terrain’s platform-mate, in a new FE2 performance suspension.)

Driving character: We drove V-6-powered AWD Terrain Denalis on challenging two-lane roads in northern Michigan and found that the more powerful engine and the upgraded suspension gave us a surprisingly nimble and responsive drive, especially considering the vehicle’s 2-ton weight. GM tuned the Terrain Denali to feel the most “truck-like” of all its CUVs on this platform, however, so steering effort from the hydraulic power-assisted V-6 (the four-cylinder gets electric assist) is relatively high. Still, you can hustle the Terrain Denali along narrow country lanes, and the drivetrain makes short work of passing the dawdling sightseers and motorhomes. Or, since the Terrain Denali has a 3500-pound towing capacity, hook up a camper or boat and join the caravans of country cottagers.

Favorite detail: Denali trim gives you an eight-way power seat on the passenger side, while the fore-and-aft adjustability of the rear seat (on all Terrains, not just Denali) makes it easy to switch between carrying cargo or passengers back there.

Driver’s grievance: At 4204 pounds in the configuration we drove, this is one hefty five-seater. As a consequence, the only way to get decent mileage is to opt for the smaller motor. Buying a Terrain Denali with all the bells and whistles could only be considered an economy move—on price or fuel efficiency—if you were downsizing from a Yukon.
The Bottom line: The only functional upgrades you get for paying for the Denali trim are blind-spot warning, cross-traffic alerts, the trick dampers, and the power passenger seat—and some of those subject to optional add-on costs. So buyers will have to love the cosmetic treatment of the package to pony up for it. That treatment includes satin-chrome accents on the exterior, 18-inch wheels with the four and 19s with the V-6, and smoked mahogany highlights inside, plus a handsome soft-touch French stitched leather dashboard cap. All these touches dress up the boxy Terrain in ways that will appeal to Denali loyalists. And GMC certainly knows what it’s doing. The brand has sold more than a half-million vehicles with Denali badges on them since the first Yukon Denali in 1999.

Contact Borcherding for more information!
Read more: 2013 GMC Terrain Denali Test Drive – Popular Mechanics