Over 8,700 Cadillac SRX models recalled for faulty transmission cables

Owners of 2010 and 2011 model year Cadillac SRX utility vehicles, lend me your ears: Your luxury crossover may be facing a recall. According to the National Highway Traffic Safety Administration, some 8,789 affected units could have an improperly fitted transmission shift cable.

According to the government agency's notice, the faulty installation could result in the cable popping out of the transmission bracket. If that happens, NHTSA says the transmission may not shift at all, rendering the vehicle immobile. The gearbox could also appear to be in Park when it isn't, resulting in a potential rollaway.

Cadillac will begin notifying owners of vehicles covered in the recall next month, and dealers will be tasked with inspecting the cable and making sure it's properly routed and secured. For more details, check out the official notice after the jump

PRESS RELEASE

Vehicle Make / Model: Model Year(s):
CADILLAC / SRX 2010-2011

Manufacturer: GENERAL MOTORS LLC Mfr's Report Date: DEC 20, 2011
NHTSA CAMPAIGN ID Number: 11V595000 NHTSA Action Number: N/A
Component: POWER TRAIN:AUTOMATIC TRANSMISSION
Potential Number of Units Affected: 8,789

Summary:
GENERAL MOTORS (GM) IS RECALLING CERTAIN MODEL YEAR 2010-2011 CADILLAC SRX VEHICLES MANUFACTURED FROM OCTOBER 26, 2008, THROUGH JUNE 23, 2011, FOR FAILING TO COMPLY WITH THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NUMBER 114, “THEFT PROTECTION.” THESE VEHICLES MAY HAVE A TRANSMISSION SHIFT CABLE THAT WAS IMPROPERLY INSTALLED AND MAY COME OUT OF THE TRANSMISSION BRACKET.

Consequence:
THE DRIVER MAY BE UNABLE TO SHIFT THE TRANSMISSION OUT OF GEAR, RESULTING IN NO MOTION OR THE SHIFTER MAY INACCURATELY INDICATE THAT THE TRANSMISSION IS IN PARK WHEN IT IS NOT, ALLOWING THE VEHICLE TO ROLL AWAY AND CAUSE A POSSIBLE CRASH.

Remedy:
GM WILL NOTIFY OWNERS, AND DEALERS WILL ENSURE THAT THE TRANSMISSION SHIFT CABLE IS PROPERLY ROUTED AND SEATED IN THE TRANSMISSION CABLE BRACKET. THIS SERVICE WILL BE PERFORMED FREE OF CHARGE. THE SAFETY RECALL IS EXPECTED TO BEGIN DURING JANUARY 2012. OWNERS MAY CONTACT CADILLAC AT 1-866-982-2339.

Lexus releases official LF-LC image

Thanks to the folks at Road & Track, we got our first glimpse at the Detroit-bound Lexus LF-LC concept yesterday, and to follow suit, Lexus has released its first official image showing the new two-plus-two in all its glory. We don't know much about the new coupe, except that the design was "crafted from a clean sheet of paper," and that "the LF-LC blends both high technology and organic shapes to connect the driver to the machine."

Alright then.

We've suggested that the LF-LC could be a Lexus LS-based coupe to take on the likes of the Mercedes-Benz SL and BMW 6 Series, but we won't know exactly what's in store until the concept car is revealed next month. For now, scroll through our attached image galleries – one of the official Lexus shots, the other of the leaked R&T images – and follow the jump for Lexus' brief press release.

PRESS RELEASE.

Lexus to Unveil Sport Coupe Concept Vehicle at North American International Auto Show in Detroit

TORRANCE, Calif., Dec. 21, 2011 – Taking the new Lexus design direction one step further, the LF-LC 2+2 sport coupe will be unveiled at the North American International Auto Show in Detroit at 1:25 p.m. Eastern time on January 9, 2012.

"Crafted from a clean sheet of paper at the request of Lexus headquarters in Japan, the LF-LC blends both high technology and organic shapes to connect the driver to the machine," said Mark Templin, Lexus group vice president and general manager. "The clean lines of the vehicle emphasize motion, creating a distinctive look for this futuristic sport coupe."

Conceived as a design exercise to explore the future of Lexus design, the LF-LC was created at the company's Calty design studio in Newport Beach, Calif.

Morgan pushes back EvaGT launch to incorporate advanced magnesium alloys

Automakers delay the market launch of new products all the time. Particularly small automakers. But most of the time it's because the vehicle just isn't ready, not because they want to make it better than originally envisioned. Yet that's just what's taking place at Morgan.

The British automaker, steeped in tradition as it is, has reportedly received a significant grant from the UK government's Technology Strategy Board that will see Morgan directing a project to adapt a new magnesium alloy for use in an automotive chassis.

So rather than launch the new EvaGT – which was set to debut in production form at the upcoming Geneva Motor Show this March – Morgan has opted to push the advanced 2+2's introduction back until 2014 in order to make the best use of the development. As a result, prospective buyers will have to wait a while longer, but when they finally do get their hands on the finished product, it promises to be lighter – and therefor better – than previously envisioned.

Aston Martin V12 Vantage Roadster coming to Geneva

It's amazing what a company like Aston Martin can do with what essentially amounts to two product families. Discounting the Toyota-built Cygnet and the exclusive One-77, the company's entire line-up is based around either the Vantage or the DB9. While the latter has also spawned the Virage, the DBS and theRapide, Aston has also done a lot with the former. There's the V8 Vantage, the Vantage S, the V12 Vantageand even the exotic V12 Zagato – not to mention countless racing versions.

And then there's the convertibles. Aston offers open-top versions of just about all of these (save, once again, the Cygnet, One-77 and Rapide). All that's been missing is a V12 Vantage Roadster, and now word has it that Aston's got that one in the pipeline for the near future, too.

The formula is pretty simple: taking the mechanical bits from the V12 Vantage coupe and fit the folding fabric roof mechanism from the V8 Vantage Roadster and presto! an open-top twelve-cylinder roadster. And with 510 horsepower on tap, it should make for one heck of a wild ride. We're told to expect it's arrival as soon as the Geneva Motor Show this coming March, so stay tuned.

2013 Subaru XV Crosstrek

There are stories in every culture about a young man or woman who is supposed to marry someone sensible, attractive, a good cook and good provider. But when the protagonist of the story meets the would-be fiancee's more interesting, vivacious, funny and unconventional sibling or best friend, sparks fly and the original relationship doesn't stand a chance.

And so it was when we drove the 2013 Subaru XV through the roads and highways of Tuscany. On Day One, we drove the version the U.S. will get in the third quarter of next year. The first thing to hit us: déjà vu. This is the 2012 Impreza hatchback, albeit with cladding above the wheel wells and a a seriously jacked up stance. It will have the same, brand-new 2.0-liter flat-four as the Impreza hatch we tested a few months ago that is just hitting dealer lots. So what's the verdict? The XV can cook an acceptable pot of tomato sauce and cleans up nicely for Sunday mass. She's a nice girl and good company.

We should have left it there. We should have called it a test after Day One. We should have simply driven off with the girl we came to meet. Why? Because on day two of our drive, we met the cousin with the better personality, the longer legs, the Sophia Loren cheekbones and the killer personality: the 2.0 liter turbo-diesel with the manual transmission. We drove her through the winding back roads north of Florence amidst the Chianti vineyards, villages and Fiat fix-it shops, but she refuses to come to the States. You see, she will only date Europeans.

Not surprisingly, there's no diesel option for North America. But before we get back to the gasoline-powered XV, let's just say that the 145-horsepower turbo-diesel mated to the six-speed manual is the version everyone should aspire to drive. Its 258 pound-feet of torque and the olive-oil smooth shifter is what you want. We smelled a little clutch at the coffee-stop, but we chalk that up to a few hundred miles on the odometer and the desire to keep it on boil in third gear when the second driver in the car thought 4th was in order. Torquey and responsive, the Boxer engine and its low center of gravity, combined with Subaru's all-wheel-drive system, gives you everything you would need except maybe superior fuel economy. Throughout almost all Italian back-road driving, we got a shabby 29 mpg after we did conversions from European metrics, but that was five mpg better than the petrol version. Ah, but she can cook.

And how about that gasoline-fed version? Despite the fact that the XV and Impreza hatch are as close to one another as the Olsen twins (if one of them were wearing platform shoes), Subaru will market the crossover as the XV Crosstrek. Indeed, parent company Fuji Heavy Industries would only give it to Subaru of America if they gave the car its own unique name (big decision coming about whether to capitalize the "T" in 'trek'). The company previously sold an Impreza with a raised suspension called the Impreza Outback Sport, and nobody was happy with the sales results.



As previously noted, the exterior is the same as the Impreza hatch, only raised 8.6 inches off the ground. Both cars sport a more chiseled, aggressive hood. The grille on the XV has been tweaked to include a continuous chrome bar under the Subaru logo. The black cladding topping the rear wheel wells continues down under the car and surrounds the rear fog lights. The overall look of both versions maintains Subaru's sensible-shoe look, and Autoblog colleague Steven Ewing rightly compares the rear 3/4 view to the latePontiac Vibe. The huge gaps in the wheel wells are necessary for suspension travel while traipsing off road, though these cars are typically bought for their sure-footedness in snow and dirt, not creek beds and mountain crawls. Still, the 17-inch wheels look a little lost in there.

The new Impreza is the same length and width as the old model, though the wheelbase has been lengthened by two inches giving rear-seat passengers extra comfort. We found gallons of front-seat headroom for us two five-foot, 10-inch occupants, not that the former Impreza was a slouch when it came to space up front.

On the inside, it's a clean, straightforward setup. No heavy-handed styling like in the Ford Focus center-stack. It's a cabin designed for sense and sensibility, for people who put 20 percent down on their mortgages and don't carry big credit card balances. There's so-called soft-touch surfacing on the upper door panels and dashboard, but Subaru could take some classes in how to select plastics as both the inside of the Impreza and XV borderline on Saturn Ion territory.



The 2.0-liter flat-four (148 horsepower and 145 pound-feet of torque) is the only engine Subaru is copping to bringing Stateside. The U.S. isn't even likely to get a turbo, to which we say, why the hell not? This crossover is supposed to be for urban adventurers, according to the marketing presentation, but alas turbo power will be reserved for the Impreza STI and WRX.

The engine is mated to a six-speed CVT with paddle-shifters that Subaru calls "Lineartronic." We dipped into manual mode in both the Impreza and XV, and still don't quite get the point. It's not horrible off the line in automatic, but we'd take a manual tray for both cars given the choice. The CVT Impreza hatch hits 25 miles per gallon in the city and 34 on the highway based on U.S. certification, but we got considerably less in real-world conditions when driving the Crosstrek, managing only about 24 mpg in mixed driving.



Like the Impreza, the XV uses a MacPherson strut and lower L-arm front with a double-wishbone rear suspension. With the boxer engine and symmetrical AWD, the XV has a well-balanced and comfortable feel. As the weather called for flurries, Subaru had outfitted our tester with snow tires, but the wet stuff never materialized. Regardless, the electrically assisted steering's on-center feel – even with the cold weather rubber – was light but communicative, and the engine's start-stop system's engagement was obvious, but just shy of refined.

On the whole, there isn't too much here that the Impreza hatch doesn't already offer, except the higher ride height and the more aggressive pose that the boosted suspension provides. But those changes are important as light crossovers represent the fastest growing category in both the U.S. and Europe. The XV Crosstrek not only qualifies as a crossover (the Impreza doesn't), but it will start at under $20,000 – perhaps even under $19k – putting Subaru into a critical price bracket for shoppers comparing crossovers online (the standard 2012 Impreza clocks in at just under $18,000 in five-door form).

If you like the Impreza hatchback and Subaru's all-wheel-drive system, then there's nothing not to like here. If the idea of a legit crossover – versus a hatchback – floats your boat, then Subaru is making sure you don't feel the need to go to another brand. That's just good business sense, even if it's close to a rolling misnomer.



Can it handle some off-roading? Sure. We drove the XV through a vineyard on a dirt road, but we're sure a 1970 Dodge Coronet could have handled it without getting stuck. And that's likely the most demanding conditions owners will throw at it. But the XV is a solid, all-wheel-drive utility knife with a smooth, satisfying ride – just like most Subarus.

Subaru of America thinks it can sell between 25,000 and 35,000 XV Crosstreks a year – even without offering a turbo or a diesel. Why can't we get the better hardware that Olivier, Sven and Klaus get? We hear that Subaru of America is selling everything Japan ships to the U.S. and that the Japanese honchos don't see the need in sending over anything they aren't sure about (diesel) or that drives the cost up (turbo). Maybe Subaru executives know something we don't, but if the brand's famously adventurous buyers got the chance to experience the diesel model's superior drivability and economy for themselves, we have a feeling they'd find even more to love... and buy.

Vauxhall Zafira Tourer 2.0D driven

Vauxhall is fond of the old Zafira. As are UK buyers. So instead of moving it to some retirement garage to rust in a puddle of its own oil, it stays on the market - to be sold alongside this new one, the Zafira Tourer. While the ageing model will drop to about £18k, the slightly larger and posher Tourer will start from £21k.

You'll have noticed already the main difference between the two. Instead of modelling its compact people-mover on a shoebox, design boss Mark Adams has referenced bullet trains, and added angular flanks and boomerang headlights (although a ruder assessor might see them as chubby fangs). The result is possibly the best-looking MPV out there, with a drag coefficient of 0.28. That's as good as the last Porsche 911.

The styling effort is continued inside, with a dashboard layout shared mostly with the Insignia and Astra, so it's all smooth surfaces with swishes of trim and strips of red light to add a sense of boudoir. The middle row has three seats and - if you choose a more expensive trim level with the Lounge Seating option - when the middle one is flattened, two long armrests flip up from its edges like leathery wings. The outer two seats are on kinked runners, so they slide back and inwards by 5cm to give more shoulder room and space to stretch out. There's a proper limo vibe in here, unless you go for the boggo ES trim level, in which case you might as well have bought the older car. 

But hang on. This is a Zafira - the car that invented the idea of a smallish people carrier with seven seats you could arrange like Tetris blocks to fit many permutations of people plus paraphernalia. And it still is. Convert that middle row back to practical plan, and the centre seat becomes, well, a seat (a big improvement over the fixed bench of the old-but-not-dead model). The outer two lift upwards and forwards, giving access to two rearmost seats that flip up from the boot floor. Space back there is bearable (it's bigger than the older version), and you could probably drive a pair of teens for an hour or so without them risking a thrombosis.

Vauxhall makes vague statements about exciting driving dynamics, and you can choose adaptive dampers with a Sport setting, should you care to fling it around. Don't bother. The standard set-up on 17s does a surprisingly impressive job of softening the road surface, which befits the Tourer's limo-like ambitions.

Problems? The most powerful 2.0-litre, 163bhp diesel is a bit on the languid side, and we'll have to wait a while for the super-clean ecoFlex version, which will be even slower. And although the upmarket lounge idea is well executed, rivals like the Renault Grand Scenic and Mazda5 have more family-friendly gimmicks, like pop-up kiddie seats and sliding rear doors and a hundred wipe-down cubbyholes. Which is what buyers of a compact MPV are really after.

Dan Read

We like: It looks good and is extremely comfy
We don't like: Is that the goal of a compact SUV?
The verdict: A desirable Zafira? Who'd have thought. It's lovely, but rivals are family-friendlier.
Performance: 0-62mph in 9.1secs, max 129mph, 54.3mpg
Tech: 1956cc, 4cyl, FWD, 163bhp, 280lb ft, 1571kg, 137g/km CO2
Tick this on the options list: Panoramic 'screen, part of Elite trim
And avoid this: ES trim - it's not posh enough

£23,665