Something — all right, everything — tells me that she didn’t think this all the way through:
I don’t want opinions. I want facts, please.
I gave her a by-God fact, you may be sure.
Something — all right, everything — tells me that she didn’t think this all the way through:
I don’t want opinions. I want facts, please.
I gave her a by-God fact, you may be sure.
Jamie Kitman, New York bureau chief of Automobile Magazine, writes in the February ’14 issue about the difficulty of being a left-of-center car buff:
Many of my more extreme fellow travelers on the left end of the dial disdain any interest in cars, much less full-blown habits like mine. Automobiles, they’ll tell you, are vulgar, polluting mechanical expressions of the will to power and male sexual insecurity, hence emblematic and highly beloved of the patriarchal, capitalist war machine.
“Well, duh!” I reply. But cars are useful, sometimes essential, and often a lot of fun.
Critics on the right brand me and my kind as freedom-suffocating communists, because we like cars but believe the law ought to require that air and water be clean, that cars be safe, and that manufacturers who break those rules or are found guilty of gross negligence in the design and manufacture of dangerous machinery and fuels ought to be held accountable.
The tricky part here is coming up with a definition of “safe” — or, for that matter, of “gross negligence.”
Okay, there’s one thing trickier: finding a suitably female counterpart to some phallic sports job like Jaguar’s original E-Type.
Then again, in my neck of the woods, both men and women tend to drive humongous trucks or cars that try their darnedest to look like humongous trucks; there are, of course, parts of the country that find this practice somewhere between inscrutable and inflammatory.
Nothing’s graven in stone just yet, but it might be too soon to bury the Volkswagen Type 2, which supposedly died on the 20th of December:
Just days after the production of the Kombi ended, news comes in that the van could get a second lease of life.
Guido Mantega, the Brazilian finance minister is investigating whether there is a possibility to exempt the Kombi from the new safety regulations. His argument is that the original design could not include these features, as in 1950, airbags or ABS were not available, at least not to passenger cars.
This argument, of course, wouldn’t play in the States, where they create standards and then expect you to invent products that meet them. But VW Brazil has this going for them:
The VW Kombi is the sixth best selling commercial vehicle in Brazil, and is the quintessential mode of transport for local businesses.
Good luck, Sr. Mantega. You’ll need it.
Near the bottom of any conceivable automotive market is the buy-here-pay-here dealer: you know going in, or should know anyway, that the interest rate will be stratospheric, the vehicle’s condition will be questionable, and the terms will be unforgiving.
Now: is BHPH compatible with JHVH? The following flyer was stuck under a wiper while I was grocery-shopping:
If your family is like most, you are struggling between buying the kids some Christmas presents or getting the family that much needed newer car. We are here to help solve that problem. <><
Our cars, trucks, and vans start at $1,000 and go to $7,195 with down payments as low as $500 to $2,000 depending on your stability factors. All it takes is just a few minutes to drop by the lot to look at our selection of second generation cars, trucks, and vans. <><
So saith By Faith Auto Sales, 19th and MacArthur, including the little fish-y brackets. The flyer, it says, doubles as a $250 “gift certificate.” And it does say not to bring it out until they start the paperwork, which strikes me as a good sign, but I’m still a trifle suspicious of the whole thing: it’s like the Godfather suddenly resurfaced as the Archbishop.
Some things I was wondering about, answered by the California Department of Motor Vehicles:
- Be at least 16 years old.
- Prove that you have finished both driver education and driver training.
- Have had a California instruction permit or an instruction permit from another state for at least six months.
- Provide parent(s) or guardian(s) signature(s) on your instruction permit stating that you have completed 50 hours of supervised driving practice (10 hours must be night driving) as outlined in the California Parent-Teen Training Guide (DL 603). Visit the Teen website at www.dmv.ca.gov/teenweb/ or call 1-800-777-0133 to request this booklet.
- Pass the behind-the-wheel driving test. You have three chances to pass the driving test while your permit is valid. If you fail the behind-the-wheel driving test, you must pay a retest fee for a second or subsequent test and wait two weeks before you are retested.
Once you have your provisional driver license, you may drive alone, as long as you do not have any collisions or traffic violations.
Which explains how it is that Rebecca Black, aged sixteen years, six months and six days, drove herself to the KTLA studios on Sunset this morning to appear on a news-like show.
Also discovered this morning: “Saturday,” her duet with Dave Days, has made the Billboard Hot 100, charting at #55 — three positions higher than “Friday.”
And for laughs, RB turned loose four minutes’ worth of outtakes from her last six months’ worth of vlogs. Unfortunately, I made the mistake of reading the comments — you never read the comments — and happened upon this:
Oh, dear God.
McGehee is trying to give the impression that he’s being lulled into submission by a dashboard fuel-economy gauge:
It shows an accumulating average MPG since the last reset, as well as an estimated range on the current fuel level (this after almost ten years without a fuel gauge in the Bronco) and a realtime graph displaying the current MPG based on current fuel consumption and actual motion, with a marker showing where the current average is so you can see whether you’re improving your average or undercutting it.
I famously eschew these things: I figure, not unreasonably, that if I start paying attention to such matters, it will affect my driving, and not in any positive way. This is why I reset the B trip meter every time I gas up — and then switch back to the A meter so I don’t have to look at it. (I usually use the A meter for Miles Since Last Oil Change, which is currently about 730.)
Besides, I’m not the only one who doesn’t necessarily benefit by the standard fuel-saving techniques:
I am also finding that my idea of best driving — conditions and practices both — seems to be about the thriftiest way to drive there is. I wouldn’t have expected this, mainly because my idea of best driving is solely a matter of temperament rather than conscious frugality.
I’ve beaten the EPA numbers on my last three vehicles, by a small margin according to the original stickers, and by a hell of a lot according to the 2008 recalculations. Gwendolyn, say the Feds, should get 17 in the city and 25 on the highway; I think I’ve had two tanks under 20 mpg in the last seven years. Keep in mind that this car is 13 years old and has run nearly 150,000 miles. Then again, I am not known for stinting on maintenance.
General Motors has announced that Holden, its Australian brand since 1931, will be reduced to a sales-and-parts facility: actual production of Holden cars and utes will be moved offshore after 2017.
This drew more anguish in the Australian press than the similar move announced earlier by Ford, perhaps because Ford is, well, an American brand at heart, perhaps because the Australian government has turned rightward since then and therefore the political left, fond of anguish as a motivational tool, can now blame it all on the government.
One Victoria Rollison, described by Telegraph columnist Tim Blair as a “caring leftist,” sent an open letter to Holden chairman Mike Devereux which ended with “Please let me know if there’s anything I can do to help keep Holden here.”
Blair scoffed: “Buying a new Holden would help.” And then he offered to put his money where his mouth is:
Readers are invited to speculate in comments about the car Victoria currently owns. If she provides proof that it’s a non-secondhand, locally-made Holden, I’ll walk into my nearest Holden dealer and hand over a $250 donation.
“Caring leftists,” after all, don’t buy big rear-wheel-drive sedans. (Well, Barack Obama did, once upon a time, but he decided that his Chrysler 300 was a campaign liability, and he went out and bought a hybrid.) No chance Tim Blair has to part with a single Australian dollar on this one.
If I didn’t already have a newer model, I’d be sorely tempted:
He even says so himself:
What sort of horrid monstrosity is he driving?
1992 ford explorer v4 engine
Well, no wonder it’s not quick. Somebody stole two of the cylinders.
Last week there was an item in this space noting the recall of twenty-three cars, which number, said I, suggested that the failure was “evidently not what you’d call a widespread problem.” This is not, however, the smallest automotive recall on record. In fact, a new contender has just arisen:
BMW of North America, LLC (BMW) is recalling certain model year 2013 X3 xDrive 28i/35i vehicles manufactured February 11, 2013, through February 27, 2013. Due to a production process error, the tear seam on the instrument panel was not manufactured correctly.
In the event of a crash, the air bag could improperly deploy, thereby reducing the effectiveness of the air bag’s protection and increasing the risk of injury to the front passenger. In addition, parts or fragments from the air bag system could strike and injure the front passenger or other vehicle occupants.
Potential Number of Units Affected: 3
Then again, they’re having to replace the entire dash on these Bimmers, so this isn’t exactly cheap, even if there are only three of them.
A little over a decade ago, Chevrolet put up a billboard (with a Corvette on it, natch) to the effect that “they don’t write songs about Volvos.”
Do take a while to consider the following songs about Volvos, and then come back to the first TV ad I’ve seen with that much sheer snottitude:
The details, admittedly, are a little scary:
Nissan North America, Inc. (Nissan) is recalling certain model year 2014 Infiniti Q50 vehicles equipped with Direct Adaptive Steering. The affected vehicles received a power steering software version that, should the engine compartment reach freezing temperatures, the power steering software may disable the electric steering system and also may delay the engagement of the mechanical steering backup system.
And this isn’t some electric-assist steering job like you see elsewhere: this is true drive-by-wire, with only a stream of electrons connecting the tiller and the rack. (Which is why there’s a mechanical backup, which also seems to be tetchy.)
This line provides a (small) quantity of reassurance:
Potential Number of Units Affected: 23
The local Infiniti store has at least that many units sitting on the lot, so this is evidently not what you’d call a widespread problem. Still, we’re talking software, goshdarnit, and I’m not sure I want to steer with software, now or any time soon.
What GM has to say about the Cadillac User Experience:
CUE blends first-of-its-kind technology with highly intelligent design, bringing the intuitive control of smartphones and tablets safely to the road. With a clean, uncluttered design, Natural Voice Recognition and responsive touch-screen technology, CUE creates an experience that’s as simple to use as it is advanced.
With his thumb firmly downturned, John Phillips of Car and Driver [January] says that the system is “about to lap itself in the Indy 500 of Idiocy”:
[CUE] urged me to differentiate between “Infotainment Gestures” by memorizing the seven secret finger movements: “press/tap,” “press and hold,” “drag,” “nudge,” “fling or swipe,” “spread,” and “pinch.” I’m not making this up. Turned out that my personal favorite was “punch real hard,” followed by a finger gesture I already knew.
I hope these are intended for use in stationary mode, because if I’m flying along at freeway speeds — or, perhaps, freeway speeds plus 10 percent — I don’t have time to remember whether I’m supposed to be pointing this way or that.
First female CEO at General Motors. Historic moment? Maybe — or maybe not:
I am not as thrilled as the rest of the country seems to be by the appointment of a woman to lead General Motors. If not for the $10.5B-losing bailout, GM would have have had to examine their practices, make changes and compete in the real world market place. The Saturn never would have been killed and Cadillac models would once again have names instead of numbers. As it stands though, the bailout provided a soft landing for all of their stumbles and they are now upright and undamaged. But are they changed? If they’re not, God Help Mary T. Barra the first female CEO of GM and the patsy set up to take the blame for the coming fall.
In defense of Barra, she does seem to understand cars, something no one ever would have said of predecessor Dan Akerson.
Now this question, in and of itself, doesn’t necessarily imply anything racist:
Until you read what comes next:
This question is only for traditional white people to answer. Not interested in the China-man’s Lexus or cheap wanna-be-Mercedes brands like Audi. The real question is — Cadillac or Mercedes? I think Cadillacs will last significantly longer than Mercedes — assuming it receives proper care and maintenence.
Not being a traditional white person, I gave him just the hint of a flame.
We take contemporary automotive technology more or less for granted. No, really:
The one piece to this story that I haven’t mentioned (at least I don’t think I have), is just how exotic this engine is. It’s an all aluminum, DOHC (Dual Overhead Camshafts) 24 valve V6. When I was a kid and muscle cars with their pushrod-operated, cast-iron, V8′s were all the rage, the only place you would have found an engine like this would have have been in something truly exotic, like a Ferrari Dino, and oh! how I lusted after a Ferrari in those days. Now it’s just one of a zillion very similar engines, and no one even appreciates how special they are. DOHC and 4 valves per cylinder are just a couple of bullet points on the marketing brochure, and they might just be one bullet point.
Down to one bullet point: one can do four valves per cylinder with a single overhead cam, but it hardly seems worth the effort anymore.
Interestingly, the engine being discussed is presumably the Chrysler LH, a 2.7-liter DOHC 24-valve V6; the next step up, in those days, was the 3.5, which had only the single cam.
Because I need to remind myself that there is progress being made, here’s what the mill in the Dino 206 was like: 2.0l DOHC V6, 9.7:1 compression, 160 hp @ 8000 rpm, 138 lb-ft @ 6500 rpm, redline 8000 rpm.
And this is my daily driver: 3.0l DOHC V6, 10:1 compression, 227 hp @ 6400 rpm, 217 lb-ft @ 4000 rpm, redline 6600 rpm. No trademark banshee wail, but you can’t have everything.
I have long believed that properly winterizing a car meant shipping it to somewhere around San Diego and then retrieving it after Winter Wrap-Up. We’ve had iced-over residential streets since early Thursday, and, well, there’s only so much you can do about it, and by “so much” is meant “basically squat”:
When the surface goes as frictionless as a Physics 101 thought experiment, anti-lock brakes just ensure you’ll slide sideways into the middle of the intersection with all four wheels turning instead of locked up tight.
This outcome is, I need hardly tell you, sub-optimal.
Oh, traction control, you say? What do you think happens when you divide by zero?
An operation called CarMD compiles each year something it calls the Vehicle Health Index, which is derived from repair statistics stemming from the appearance of the dreaded Malfunction Indicator Light, known familiarly as the “Check Engine” light. Since I have reason to fear this horrid little device — I joke, or at least I claim it’s a joke, that every time I see it, it costs me $600 — I figured I’d look at their report [pdf] and see what sort of dire catastrophes have befallen my fellow Glorified Nissan owners.
For the year ending 30 September 2013, CarMD reports that the single most common cause of the MIL on an Infiniti is a bad ground wire, which costs essentially nothing for parts and about $170 for labor. This revelation is sort of disheartening. And the fourth is the failure to tighten the gas cap adequately, which, assuming the cap is okay, costs zilch, though the tech is likely to snicker.
The three remaining in the top five, I’ve had to endure in the past seven years: bad ignition coils ($290, assuming you didn’t have to replace all six), bad oxygen sensors ($360, assuming ditto), and catalytic-converter replacement, which allegedly one might have avoided with a little attention to those oxygen sensors ($1190). A check of other brands indicates that bad cats typically run over a grand, and the domestics are a hair less than the imports.
Various GM models, though, seem to run into problems that require this solution: “Remove Aftermarket Alarm System.”
As to where they get this (these?) data, CarMD says they collect it from their network of ASE-certified techs, which seems reasonable to me. In all, they say, Hyundai rules: Toyota has just as few repairs, but fixing the Toyotas costs more.
Not that a lot of you are going to be in the market for a two-seater priced in the general vicinity of $2 million, but the Bugatti Veyron has reached the end of the line:
[T]he luxury brand, owned by Volkswagen, announced it has sold its 400th Veyron — and it will sell only 50 more.
Of the 400 purchased so far, 300 were the Veyron 16.4 or 16.4 Super Sport, both coupes. The Super Sport is the fastest production car ever made.
Bugatti won’t make any more of either car, so new owners will have to settle for the roadster Veyron 16.4 Grand Sport and 16.4 Grand Sport Vitesse.
“Settle for.” Yeah, right.
Then again, the Veyron went into production in 2005, so it’s taken eight years to sell 400 — which means the clearance sale will probably last a year.
That price is approximate: it’s invariably quoted in euros, and it does not include Federal gas-guzzler tax. (Miles per gallon: city, 8; highway, 14; high-speed runs, somewhere around 2. That last estimate is not even slightly recognized by the EPA.)
And now that I think of it, didn’t they originally plan on 300 of these?
And you know, it’s not banged up or anything at all:
The Starion was a major contributor to what used to be Mitsubishi’s performance image, and we may never know for sure if Mitsu had intended to call it “Stallion.” Then again, Derpy’s a mare and may not care.
In vain you will explain to those “low-information” voters that auto insurance and health insurance are wholly different kinds of products.
And this guy apparently has the lowest information of all:
On the other hand, if this is trolling, it’s pretty good trolling:
If not, are there any insurance that will cover the repair without having to pay out of my pocket?
I mean, this requires a level of dumbness on a cosmic scale.
In thirty-five states, the Ford F-150 pickup truck is the single best-selling motor vehicle. This of course means that something actually outsells the F-150 in the remaining states, but I have to admit, I wouldn’t have figured this: Oklahomans buy more Nissan Altimas than anything else.
Then again, maybe I should have. If everybody actually shows up to work, the parking lot will be awash in Nissan products: apart from my Infiniti, you’ll find a Frontier pickup, a Maxima, and two — sometimes three — Altimas. (El Jefe has, or at least had for several years, the massive Armada SUV, and I’ve seen him in a Z.) Only Chevy comes close. I’m guessing this is because none of us, El Jefe included, are getting rich.
Back in the Seventies, I actually heard a guy say he’d give his left nut for a Datsun Z.
Mark Parisi declared on CBS’s show The Doctors he will be donating one of his testicles to medical science for US$35,000 so he can buy himself a new Nissan 370[Z].
I’m not even going to ask what I’d have to give up for that new Maserati Ghibli.
Not that you’d notice, of course:
I am trying to search for vehicles on many different websites, that have upgraded rims. Not anything to do with the suspension though I am looking for a dodge charger, for example words such as bagged, low profile, and donk would work but are not professional. I have used the word upgraded but it doesn’t seem to find much. I am using auto trader the most but what are some other words?
A hundred pounds of extra weight, deteriorating chassis performance, and blithering bad taste. Yeah, that’s an “upgrade” all right. And “professional”? It is to laugh.
Just yesterday morning, I screamed in the general direction of Detroit:
No more farging alphanumerics. Leave that to the Germans and to the Japanese wannabes. Bring “Eldorado” out of the trademark closet, if you have to. This car deserves better than three random consonants.
This blast, of course, was aimed at Cadillac. Now Lincoln doesn’t do three random consonants: they do M plus K plus one random consonant. But even Lincoln can see the light if it’s reflected from the mysterious East:
Should Ford’s VP of Global Marketing Jim Farley have his way — and you happen to also be a resident of China — the next Lincoln to be sold may have a real name upon its backside once more.
Why? The Blue Oval plans to reintroduce Lincoln to the Chinese market, who still remembers when many a government official and president turned up in a Continental; this may also explain in part why the lead car in the funeral for North Korean dictator Kim Jong-il was a Lincoln, if not how it got there in the first place.
Dictatorships, I seem to recall, don’t worry a great deal about official procurement.
Still, this is a China-only thing for now:
Farley believes the concept of non-alphanumeric nomenclatures is worth revisiting, though no current model will receive a proper name for the foreseeable future. Until then, Lincoln’s customer base will continue to need to remember which MK is the right MK for them, unless they want a Navigator, of course.
If you ask me, Lincoln lost its way at the exact point when (1) it had the temerity to introduce an actual pickup and (2) failed to name it the “Town Truck.”
A wondrous artifact over at Pergelator: the instrument panel from a 1929 Hudson Super Six. I got to wondering why a ’29 specifically, and it turned out that this was Hudson’s biggest year ever, third in US sales, behind Ford and Chevy but a smidgen ahead of your choice of Chrysler brands. (Chrysler, in 1928, had introduced Plymouth and DeSoto and bought Dodge; there persists a story that DeSoto was created specifically to use as a club against Dodge, should they refuse Chrysler’s overtures.)
The Super Six was Hudson’s top-selling model back then, and though Hudson, in a fit of corporate apostasy, went to eight-cylinder cars in 1930, the postwar line reintroduced the Super Six, which became their best seller for the next several years, largely because the old straight-eight cost about 10 percent more and delivered only seven more horsepower. By 1951, Hudson was winning races with a 308-cubic-inch six, which in civilian form kicked out 145 hp, more than the old eight, and which the company offered with some serious go-fast parts: the “Twin-H Power package” had dual induction and twin carburetors, offering 160-170 hp, and the factory-racer version (dubbed 7-X) was good for 210. The old eight-holer faded into oblivion. Unfortunately, so did Hudson, which was merged with Nash in 1954 to form American Motors; both brands were killed off after the 1957 model year in favor of Rambler, previously a Nash sub-brand, which was selling better than either.
There is, incredibly, one active Hudson dealer remaining: Miller Motors in Ypsilanti, Michigan.
Cadillac’s Elmiraj concept car is something to behold:
Will they build it, or at least something like it? For now, it’s a definite maybe:
Last July GM CEO Dan Akerson confirmed that the automaker’s Cadillac brand was working on a flagship sedan larger than the XTS, to play in the big leagues with the BMW 7 Series, the Mercedes-Benz S Class and the Lexus LS, on sale by 2015. While at the recent Los Angeles auto show media preview, Mark Reuss, president of General Motors North American operations, strongly hinted that the big rear wheel drive platform may first appear as a coupe, not a four door sedan. “That’s the car Cadillac needs,” Reuss told USA Today. “You make a statement with a coupe. You don’t make a statement with a sedan.”
One might argue that the statement being made here is “We don’t give a flying Fleetwood what you think about how it looks,” but if a Cadillac isn’t supposed to look distinctive to the point of distraction, what good is it? If your eyeballs hurt, well, there are Buicks for that.
[It] may either have a proper name or be called LTS.
No. No more farging alphanumerics. Leave that to the Germans and to the Japanese wannabes. Bring “Eldorado” out of the trademark closet, if you have to. This car deserves better than three random consonants.
Though neither 10 year old luxury nor a new econobox is an impressive thing, I find the former far more appealing.
Maybe it’s driven by the original owner, who now has it paid off and continues to enjoy the quietness, build quality etc. This type of owner is too intelligent to waste more money on another new car just for the sake of newness.
Or, it’s driven by someone who bought it from the first owner, likely in cash, and is now enjoying a quiet well-built car for less than the cost of a new econobox. This owner is smart because he’s not paying interest, and he’s not driving a brightly colored billboard advertising his low biweekly payments.
I’m somewhere in between: I am indeed a second owner — the first, as it happens, was an actual dealership guy — though I did not actually pay cash for the car. (I did, however, put down 50 percent, and I paid off the note early.) And while it would be nice to have a proper Aux input or a backup camera, the lack thereof is not compelling enough to draw me to the showroom.
Why did I not select a new econobox? It’s not any antipathy toward small cars: I spent nearly two decades whirling around a pocket-sized Toyota. It was, rather, a reflection of the fact that my previous ride had been taken out by one overenthusiastic member of the family Cervidae, and the idea of stepping down a couple of size classes because of some tedious little ruminant offended my sense of propriety: it’s as though I fought the deer, and the deer won. (Since she did not survive the encounter, it was a Pyrrhic victory at best.)
Every now and then, someone comes into Y!A with a question along the line of “Will I fit in a [make and model]?” My answer is always the same: try it on for size. This is mostly because I’ve been burned by the one-size-fits-all statistics they always give out: fiftysomething cubic feet up front, maybe forty in the back, and legroom figures that assume everyone’s the same five-foot-nine person above whose head Consumer Reports measures headroom.
On the other hand, I can see this Toyota Yaris in my mind’s eye with superior resolution, thanks to the descriptive powers of Jack Baruth:
I … used the little Toyota to take a friend to dinner, said friend being a young lady approaching six feet tall and possessed of a thirty-six-inch inseam. Remember that, it’s relevant later, I promise. Finally, I tossed the car seat in the back and obtained my son’s opinion on the thing.
Oddly enough, both my four-year-old son and six-footer friend said the same thing about the Yaris: it’s not roomy. The two of them wouldn’t have been able to coexist in the thing; moving the passenger seat far enough forward for my scion (as opposed to the Scion, which this Yaris emphatically is not) to be able to fit his legs between the end of the child seat’s thigh support and the back of the front seat would have rendered said front seat completely uninhabitable for the Dutch girl. But even with the front seat moved all the way back, it was impossible for Miss Thirty Six Inch Inseam to cross her legs in the car. She was forced to sit flat-footed and upright in the thing. “Not,” she pronounced, “as roomy as my Civic.” Well, that’s okay, it’s a class below the Civic.
You couldn’t get that into a Road & Track data panel, I suppose.
Disclosure: While the sheer length of my lifetime has made it possible for me to have known several women who met most of this general description — “Dutch” is a data point I did not obtain — I have never been able to lure any of them into any car I was driving, let alone get them to cross their legs therein.
This question seems straightforward enough:
Nissan’s system, I concede, is not particularly intuitive. But the balance of the question is strange:
I plan on buying a new nissan maxima or altima in a few weeks. The reviews show that they are good cars and all but, I’m very concerned about the way you start the car. I know that all you do is like push the button and have the thingy with you in your pocket, but what if I dont want someone driving it. Like if I’m sitting in the passenger seat with someone else in the drivers seat that I don’t want driving. How would that work? Also, how would make a copy of that key like traditional keys because I sometimes tend to misplace them.
The only situation in which I could see “someone else in the driver’s seat that I don’t want driving” is an actual carjacking, in which case he won’t be sitting in the passenger seat for very long.