With the amazing convergence in recent years of technology and transportation, I thought I’d take you on a technological journey of sorts this week by blogging from behind the wheel of an exotic supercar, or perhaps from behind the controls of an advanced fixed-wing jet fighter.

Of course, the idea proved not very popular with my editors when I approached them for the keys to the Audi R8 (isn’t it my turn?).  With something about “the distracted driving epidemic in this country,” it was suggested that I not even consider blogging (or “drogging” as I had planned to call it) while driving.

Instead, my editors quite clearly requested that I learn more about distracted driving and then share it with our loyal readers at the Backseat Driver blog.  Hmph.  “But I’m an excellent driver” is all I could think to say before heading off to see if blogging from the driver’s seat really was such a bad idea.

The first thing I learned as I set out on this journey of enlightenment is that the issue is important enough to have warranted a “Distracted Driving Summit.”  Still, I thought, this stuff doesn’t apply to me; not only am I an excellent driver, but I’ve learned to bang away at the keyboard through all manner of distraction over the years (distracted blogging you might call it).

But being a true professional, I would seek the truth objectively.  And I did.

I learned that even pedestrians are easily distracted by texting.  Of course, I was never advocating blogging while walking, so I had some difficulty relating. But I did learn that states are cracking down on “distracted driving.”  Maine, for example, has made it illegal to drive while distracted. Since I was never planning on “drogging” in the state of Maine, though, it seemed irrelevant.

While continuing to educate myself, I learned that you probably shouldn’t text while driving a bus on a crowded freeway.  Again, though, I had no intention of driving a bus (or, really, even driving on the freeway at all).  I was simply looking to “drog” from an R8.

Despite beginning to lose faith in my editors, I pressed onward.  I read that some guy in Boston will pay me a dollar to hang up my cell phone while behind the wheel.  Again, though, how does this apply to me?

Surely, there had to be something to this, though.  I mean, my editors are pretty smart folks; they must know something that I didn’t.  Or at least that’s what I assumed as I continued to seek the power of truth and knowledge.

Surprisingly, though, I found only more frustration. Nobody’s complaining about blogging and driving in Europe.  And stateside, the U.S. National Safety Council appears to be siding with amateur radio operators so that they can continue to drive distracted.  Nobody can tell me that driving while blogging is any more distracting than driving while gabbing away in a foreign language.   Sheesh.

Clearly, though, conventional wisdom would seem to suggest that driving while text-messaging is undeniably dangerous.  Despite this fact, it appears that many people would continue to text and drive even if laws against it were passed (take the test for evidence).

America’s truckers were there to help me understand the issue more completely.  Despite reports that texting while driving is even more dangerous for truckers, the fine folks that keep this country’s commerce running by logging long miles behind the wheel of dangerous machines plan to keep using their computers while behind the wheel. While no specific mention is made of blogging, necessarily, I found this very promising.

Not wanting to “cherry pick” my evidence, though, I decided to take a distracted driving test (hat tip – Media & You).  If you’re wondering about the results, I bombed it but I contend that the cute little web app is far more difficult and dangerous than “drogging” would be.

Just when I thought that I’d never find relevant information with which to make my case, I discovered that there are others out there like me.  Yes, indeed, people are “Tweeting” while driving and, apparently, some people view it as quite dangerous.  The important thing to remember, though, is that I was never proposing that I “micro-blog” while driving; blogging and “micro-blogging” are clearly two very different animals.

Unable to find any definitive, scientific information that blogging and driving is a dangerous combination, I was intent upon returning to my editors with my findings, hoping to convince them that this was a (safe) cause worth pursuing.  Unfortunately, as I wrapped up my scientific research, I stumbled upon a bit of information that was very discouraging.

Reports have surfaced that men with ring fingers longer than their index fingers are predisposed to dangerous driving.  That’s all I needed to read.  I measured my finger ratio and have determined that I shouldn’t be driving a car at all.

I’ve officially given up the dream of “drogging” and, in fact, am considering a career change.  There’s really very little use for an automotive journalist with “the long ring finger.”  What a disappointment!

It would seem at first glance that cars and politics don’t mix, but 2009 has proven that, in fact, they often do.

• On Friday, September 11, President Obama announced that a 35% tariff would be applied to Chinese tire imports, potentially raising tire prices for U.S. consumers by 20 to 30 percent.
• The fallout from this rather controversial decision has many people concerned about a possible U.S. trade war with China. President Obama, however, has dismissed the notion.
• The USA Poultry & Egg Export Council places the blame firmly on the U.S., a pertinent opinion given that Chinese retribution already includes initiating tariffs against U.S. poultry exports.
• Among a variety of opinions, only the U.S. steel industry seems to fully support the decision, largely because the tariffs are seen by some to be intended to save union jobs here in the U.S.
• It was the United Steelworkers Union that filed the trade case to begin with.
• U.S. consumers are almost certain to see higher tire prices as a result of these tariffs.
• Additionally, with the potential “opportunities and challenges” extant in the Chinese auto market, it could prove exceedingly difficult in the future for U.S. automakers to compete in China if this situation devolves into an outright trade war.

That’s all she wrote for the epically successful Cash for Clunkers program. It’s spurred Americans to go out and buy new cars to such a degree that it’s become a victim of its own accomplishments as Monday marks the end of it for good. As of yesterday, dealers have recorded $1.9 billion in C4C rebates.

There has been much discussion over whether this program will have generated a jump start for the struggling automotive industry or if the fallout will re-settle the area into the continuing recession. One things for certain: the recycling plants are going to have their hands full for awhile.

Dealix held an informative webinar with experts from both Edmunds and Stoneham Ford on the Cash for Clunkers program on June 26. The three panelists included Jessica Caldwell, the manager of pricing and industry analysis from Edmunds, John Giamalvo, the director of strategic marketing, also with Edmunds and Mike Warwick, the internet director with Stoneham Ford. The one-hour presentation covered a variety of dealer-essential materials, from vehicle eligibility to consumer reaction to the program.

Hop the jump for a recap of the webinar, complete with all the information you need on Cash for Clunkers.

According to the webinar, consumer interest is building in the Cash for Clunkers. A Dealix survey in May showed that 60 percent of dealers felt consumers were holding back on purchases until Cash for Clunkers became a reality, and 85 percent of dealers surveyed believed the program would help stimulate sales. Nearly all dealers are reporting at least some increase in show-room traffic and calls with questions regarding the federal incentives. What’s more, the Dealix research showed that voucher users have a good chance of becoming brand defectors – opening up an opportunity for dealers to increase their market share in their respective regions.

Caldwell covered the basics of the program, saying Cash for Clunkers is temporary with only $1 billion in funding. That may seem like a steep price tag, but with each consumer eligible for either $3,500 or $4,500 in federal money, that equates to around 250 million automotive units. What’s more, the program is only intended to run from July, 2009 until November, 2009 – a narrow window for dealers and consumers alike.

The program requires old cars getting traded in be crushed, but the definition of a clunker varies depending on vehicle type. For example, passenger cars and SUVs must be from 1984 or newer, while work trucks must be 2001 or older. The trade-in must be in drivable condition and have been registered and insured for at least a year prior to trade in, too. Caldwell predicted the majority of vehicles turned in for the program will be light-duty trucks and SUVs.

In order for a customer to get a $4,500 rebate on a new passenger car, that vehicle must get at least 22 mpg and represent a 10 mpg improvement over the trade in. A 4 mpg improvement will warrant a $3,500 voucher. A new SUV, on the other hand, is required to get at least 18 mpg and represent an improvement of at least 5 mpg over the trade in to be eligible for the $4,500 voucher. An improvement of at least 2 mpg will earn buyers a $3,500 voucher.

New, large light-duty trucks and vans must get at least 15 mpg, and represent an improvement of at least 2 mpg for the $4,500 voucher, or 1 mpg for the $3,500 voucher. New work trucks between 8,500 lbs and 10,000 lbs must simply be of similar size or smaller than the trade in.

There are a few stipulations on what can be purchased with the voucher, too. Only new vehicles are eligible, so consumers holding out for a used car or truck are out of luck. Lease vehicles can take advantage of the voucher as well, but the term must be 5 years or more, and medium-duty trucks enjoy only limited eligibility. Anything with an MSRP of $45,000 or more is out of luck as well.

Caldwell also said that while the National Highway Transportation Safety Administration will handle the organization of the program, it has 30 days to come up with rules and regulations. That means that right now there are a lot of blanks still left to be filled in. According to the presentation, what we do know is that dealers wishing to participate in the program must first register with the NHTSA.

That doesn’t mean the program is mandatory, however. Dealers can decide for themselves whether it’s worth it for them or not. The law stipulates dealers must be reimbursed for the full amount of the voucher in 10 days or less, and there may be a $60 transaction fee per-voucher that the dealer must pay to the U.S. treasury. The good news is that that most scrap yards pay between $150 and $250 per car scrapped in the program, and dealers may get to keep up to $50 of that money to offset the cost of the transaction fee. Unfortunately, there is no reimbursement for storage or transport of the clunkers, and dealers must provide certification that the vehicles have been crushed.

So who can dealers expect to take advantage of the program? Caldwell says that according to Edmunds research, four main groups will make the most of Cash for Clunkers. First off, brand loyalists and defectors will likely take the plunge on a new purchase. Those accustomed to purchasing fuel-efficient imports are likely to be tempted by the large array of less expensive, equally efficient domestic models. Second, Caldwell said empty nesters with a larger, unnecessary vehicle on hand may take this as a sign to get rid of the old car or truck for something more efficient. Similarly, conservative spenders may not be able to pass up the lure of a $4,500 voucher, and low-income individuals will likely use the program to bolster otherwise weak down payments, thereby lowering their monthly payment.

While Caldwell extensively covered the ins and outs of the program, Giamalvo illustrated how dealers could make the most use of Cash for Clunkers as a sales tool, starting with what they can do to get ready. Though there’s still a month before the program gets into full swing, Giamalvo said there’s plenty dealers can do right now to prepare. First and foremost, dealers need to register as soon as the NHTSA allows it. That means being wary of fraudulent registration programs and waiting until the federal government is legitimately registering dealers.

Second, Giamalvo urged dealers to set and meet goals. Though the program should move around 250 million units, he believes it has the potential to boost sales by millions more. Why? Dealers should see a substantial increase in show room traffic due to interest generated by the program. That means any and all staff on hand should be well-trained and prepared to answer questions, even if there’s only a core Cash for Clunkers team. He also urged dealers to take the time before the program goes live to prepare any and all eligible inventory, look into expanding hours to accommodate buyers outside of the traditional hours of operation and highlight aged or retiring inventory.

Stoneham Ford’s Warwick, also stressed the importance of public visibility, saying that now is a perfect time for dealers to get a blog if they don’t have one already, and to look into generating press releases. Warwick says doing so makes information available to the Google crowd that may otherwise miss it.

Edmunds Director of Strategic Marketing also underscored the importance of getting the word out to the public. That means taking advantage of internet marketing, social media outlets like Facebook and Twitter, and underscoring just how much money is available to qualifying buyers. Finally, Giamalvo warned dealers not to underestimate the importance of building on-site excitement.

Aside from prepping dealer teams, Giamalvo also said the Cash for Clunkers program had the potential to tip recent unsold deals. That means individuals who may have had weak or upside down trades, or needed more money down may be able to get into the car they wanted with a voucher. Similarly, dealers should be ready to make a deal with individuals who have cars or trucks that don’t qualify for the program. That means preparing $3,500 deals on aging or retiring inventory and working with individuals to get them into pre-owned inventory.

While the webinar extensively covered all there is to know about the program right now, the NHTSA is expected to release more information in the coming days. Stop by Cars.gov to sign up for email updates on the program.

Manufacturers like Honda have put a sizeable amount of faith in notion hydrogen will be the fuel of the future. Abundant, powerful and clean, Hydrogen suffers a few drawbacks that hold it back from becoming a mainstream fuel source right now. Chief among those is how to safely store it onboard a vehicle. While manufacturers interested in the hydrogen model are beginning to navigate those roadblocks, cars that run on this alternative fuel are prohibitively expensive do to the amount of new technology they require. Until recently, the government funded research into producing ever more efficient and cost-effective hydrogen fuel cells.

According to an article in the New York Times, the Obama administration has backed away from hydrogen funding in favor of alternative fuels that can produce results more readily. Energy Secretary Steven Chu said that a hydrogen-powered future is still too far off, so funds previously directed toward fuel-cell research will be channeled into other projects. [Source: NYT]

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Buying a used car can be a shaky experience if you’re not careful, but thanks to some long-standing legislation, it looks like the federal government may step in to make the deal a little more stable. The feds are out to launch a massive used car database to help protect buyers from picking up cars that may have been totaled due to wrecks, fires of flood damage in the past. It’s not going to be free, but knowing that the vehicle you’re about to buy wasn’t hacked together by some guy in his garage counts for a lot. The system should be up and running by 9 AM EST tomorrow with approximately 27 states participating. The rest of the Union will have to be on board by Jan. 1 2010 or face consequences. [Source: Autoblog]

President Bush signed a last-minute agreement for $17.4 billion in funds for General Motors and Chrysler to carry both companies through the first quarter of next year. The money comes from an unused portion of the Wall Street bailout package passed earlier in the year. The cash comes with the stipulation that both companies become “viable” in just three months. According to the loan language, if GM or Chrysler fails to make that happen by March 31, every last cent of the loan could be recalled. We seriously doubt that would happen, but the threat is there. The loan also provides for structured bankruptcy for both companies to help move in a “viable” direction. [Source: NYT]

We think this says it all:

Put Your Hands Up For Detroit (Radio Edit) – Fedde Le Grand

While the $14 billion bailout package for Ford, GM and Chrysler managed to pass through the House or Representatives, the measure couldn’t muster enough votes to pass in the Senate. That’s tough news for both GM and Chrysler. The companies were dependent on immediate aid to fight off bankruptcy. Chrysler has already said it may not survive through the first of the year without assistance. Ford, on the other hand was looking for more long-term assistance. Senators who voted against the measure claimed the United Auto Workers’ unwillingness to lower pay rates to those on par with Honda and Toyota workers elsewhere in the U.S. was the biggest point of contention. The UAW pointed the finger right back at Senate Republicans. What a mess. [Source: WallStreetJournal]

Considering that every other topic of conversation appears to be about the Big Three and whether or not they should have been hung out to dry, we thought you might want to know how bad of an idea letting them fail would have been. Cue a google map created by our friends at Jalopnik. It shows every US manufacturing facility currently in operation by one of the Big Three. If Detroit failed, the middle of our country would crumble as well. Check it out, then let us know if you’ve changed your mind.
View Larger Map

[Source: Jalopnik]

Jon Stewart has leveled both barrels of his comic shotgun at the proposed Detroit bailout, er, Congressional lending practices. As usual, Stewart lends a good bit of common sense to an otherwise insane situation. No matter where you stand on the Big Three beg-fest, the short bit’s worth watching if for no other reason than the cracks on AMC Gremlins and Ford Pintos. Hilarious. [Source: ComedyCentral]

It’s no secret our automakers have been struggling to make ends meet. Times have been rough for everyone recently. But unlike for us normal folk, when things get rough for the Big Three, the government helps them out. And help just arrived in the form of a fat 25 billion dollar check.

The low-interest loan George W signed off on yesterday has actually been in the pipeline for over a year now – before we were all really hurting. It was, and still is, designed to aid the manufacturers in meeting future fuel-efficiency requirements.

While the law has been signed, they are still awaiting an actual date for when they get to start using the funds. Expect the money to go straight into alternative fuel technology and compact car R&D.

[Source: Wall Street Journal]

The 2008 presidential campaign has sparked new interest in Detroit. No, not its booming tourist industry – its automakers. As a part of the proposed $50-billion economic stimulus bill, Michigan’s two Democratic senators want to add $4 billion for federally-backed loans to aid the auto industry. This could provide up to $25 billion to Detroit’s carmakers and part suppliers for upgrades to old factories and new car model development.

Presidential candidate, Barak Obama, has pledged support for this proposal and promised in a letter to UAW workers “tax credits and loan guarantees for our automakers”. He also plans to “expand consumer tax incentives for ultraefficient vehicles”. Republican nominee hopeful, John McCain, opposes the idea of using federally-backed loans, but stresses that his proposals, which includes a $5,000 tax break for buying efficient vehicles, will do the job.

[Source: Detroit Free Press]