What Do I Do If I am Over Miles in My Lease?

Today is the One Year Anniversary of when I got my new car! I generally lease for 36 months with 12,000 miles a year. As you can see, I am a little over on my miles. People frequently ask me what to do when they are over miles so I am going to use myself as an example.

Step 1: Evaluate

I am currently over by 1260 miles. at $.25/mile that is $315. If I continued at this rate I would owe $945 in over mileage charges when I turned in the lease on November 1, 2017. I have several options available to me and there is no reason to panic!

By the way, I did the 12,000 mile per year lease knowing that I would likely go over. I looked at the 15,000 mile lease as well but it was $30 more per month and I knew I  wouldn’t be that high so I opted for the lower payment and possible over miles charges.

Step 2: Options

• I can drive this car for 2 more years, owe less than $1000 in mileage charges and not worry about it.
• I can call Mercedes-Benz Financial right now and add mileage to my lease, raising my payment slightly, so that I don’t have a bill at the end.
• I can plan to buy the car at the end of the lease for the residual value and there are no mileage fees charged. If you are WAY over then this is sometimes the best option.
• I know that Mercedes-Benz Financial generally offers a 3-5 month Loyalty Accelerator that will let me pull-forward into a new lease without any penalty. So, that gives me a 3000 to 5000 mile cushion that is perfect for what I actually plan to do which is turn it in 3-5 months early with just under 36,000 miles and get my next car!

Step 3: Keep Driving!

With these options in mind there is no reason to worry about going over miles in the lease. As long as you knew the plan going into the lease, and set it up properly, you do not need to restrict your miles or worry! I consider leasing an easy way to get a new car every 2-3 years with no surprises.

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2015 Yamaha YZF-R1 – LONG-TERM TEST INTRO Can we make this Ten Best winner better?

When we first got a chance to throw a leg over the 2015 Yamaha R1 at the bike’s press launch at Sydney Motorsports Park in Australia, it was pretty much love at first ride. This was only reinforced when the “M” won the track portion of our September Turn & Burn II shootout and then backed it up with a Ten Best award. So the R1 was an ideal candidate for a long-term evaluation. Instead of choosing the $5,500 more expensive R1M, we decided the standard R1 would offer more aftermarket opportunities. At the top of our list, we wanted to increase power to compete with the BMW S1000RR and clean up the mapping a bit. So far, we’ve tried out a CARB-legal Yoshimura slip-on exhaust from Yamaha, but while this $699 accessory might look trick, it offers little in the way of performance improvement. Then we tried Yosh’s closed-course-only Race Series Alpha 3/4 system stainless-steel/carbon ($799) that eliminates the R1’s catalytic converter; while it didn’t improve power much, it drastically reduced the weight by 9 pounds. We’d heard great things about Flash Tune’s (ftecu.com) mail-in flash service ($200) for the stock ECU. But we wanted to be hands on, so we ordered the company’s Bench ($460) and Data-Link ($380) ECU flashing kits and did it ourselves. The results were very impressive; with the flash and Yoshimura Alpha pipe, we picked up 8.3 peak horsepower (for 175.7 at the wheel) and about 2 pound-feet of peak torque. More impres-sive are the massive gains between 4,200 and 8,200 rpm. We’ll talk more about the rideability in our next update, but fueling has been cleaned up dramatically, especially in the formerly herky-jerky Power 1 mode. Since we had Flash Tune on the horn, we also requested its Auto-Blipper Clutchless Downshifting kit ($800), which provides a feature the 2015 R1 should have stock, in our opinion. Thus far, the system is the equal of, if not better than, BMW’s. After 2,700 miles, our rear Bridgestone RS10R tire was smoked, but the front was in great shape. To be fair, the rear tire had a hearty battle with our Dynojet dyno, and the drum won—our fault, as we didn’t tie the rear of the bike down adequately. Pirelli Diablo Rosso Corsa ($323) tires in the stock sizes were fitted. Even better, we ordered two sets of Michelin Power Slick Evo tires (see your Michelin race distributor for pricing) to mount to our spare set of wheels for trackdays. Also with trackdays in mind, we ordered Yosh’s case savers ($299), rear axle blocks ($74.95), Works Oil Filler Plug ($29.95), and Race Stand Stoppers ($33.95). The fun has just begun.

SPECIFICATIONS
TOTAL MILES	1959
NEXT SERVICE	4000 mi.
MAINTENANCE COSTS (INCLUDING TIRES)	$445.94
REPAIR COSTS	$0
AVERAGE FUEL MILEAGE	32 mpg
PRICE AS TESTED (2015)	$16,490

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Hemmings Find of the Day – 1966 Oldsmobile Toronado

One of the dangers of this job is that it’s incredibly easy to become too familiar with a car, to the point where you start entertaining the idea of finding one for your garage. After our recent article on the Toronado’s 50th anniversary and the discussion on whether it or the Corvair represents the more groundbreaking car, the earliest Toronados have started to look mighty fine to these eyes. In particular, this 1966 Oldsmobile Toronado for sale on Hemmings.com looks like it very well may be one of the world’s finest, as the seller asserts, with a whole-car restoration to as-new or better-than-new specs. From the seller’s description:

It has received a complete, meticulous body-off restoration, with no expense spared. Receipts totaling $100,000 will be provided with the automobile.

Its engine has recently been rebuilt to even-higher-than-factory-standards by a nationally-famous engine builder. The fee for this service alone was nearly $11,000.

Every surface, every component, every nut-and-bolt has been renewed, restored, or replaced as required. The automobile runs and drives as a new car would. Its performance is exhilarating, and its comfort-level is luxurious yet sporty.

The flawless Autumn Bronze paint is beautifully complemented by impeccable chrome and stainless trim, and the interior has been splendidly re-upholstered and carpeted with factory-correct materials.

The underside of the car is as clean and pristine as the topside; indeed, it is finished to a much higher level than when the car was brand-new.

The engine compartment has been completely restored and renewed, and, as previously mentioned, the engine itself is better than new, with custom-crafted forged-aluminum pistons, new roller-cam, bearings and oil-pump, and meticulous attention to detail.

The trunk has been restored to as-original, with the correct lining, jack, and spare tire.

Price: $54,900
Location: Saint James, New York
Status: Available

View past picks: Hemmings Find of the Day Archive

See more Toronados for sale on Hemmings.com.

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Microcars remind AACA Museum visitors, “It’s a Small World”

1937 Fiat Topolino. Photos courtesy AACA Museum.

Though primarily a European and Japanese niche, microcars have an enduring appeal, even in the United States. How else would one explain the popularity of these cars at auction, or when featured in special displays by automotive museums from coast to coast? On November 22, the AACA Museum in Hershey, Pennsylvania, will open a new exhibit featuring roughly 20 compact, mini and microcars from around the world, entitled It’s a Small World.

In Europe, the need for inexpensive family transportation gave way to the rise of microcars in the postwar years. Messerschmitt, banned from manufacturing aircraft, turned instead to producing a three-wheel enclosed scooter called the Kabinenroller (Cabin scooter), which entered production in the early 1950s. BMW, also in search of a way to rebuild itself in the postwar years, licensed the Isetta microcar from Italian company Iso SpA, and by re-engineering its drivetrain turned it into the best-selling single-cylinder automobile in the world, with nearly 162,000 units produced. To say that the simple Isetta saved BMW from extinction is no exaggeration.

1939 American Bantam Model 60 standard coupe.

In Japan, microcars were also seen as desirable transportation in the postwar years, and a few even made it to these shores. The Subaru 360, imported here by a budding automotive entrepreneur named Malcolm Bricklin, enjoyed a brief bit of success among frugal American buyers, but the car’s attractive price and stellar fuel economy were soon forgotten when Consumer Reports branded it with a rating of “Not Acceptable.” The Honda N600 fared better on these shores, gradually evolving into a larger, compact car that’s still on the market today – the Honda Civic.

Diminutive cars weren’t just a postwar phenomenon. Fiat’s original 500, nicknamed “Topolino,” or “little mouse,” debuted in 1937 and remained in production until 1955, with over a half million examples constructed. The car’s successor, the Fiat 600, would even spur a variant known as the Fiat Jolly, constructed by Ghia and fitted with wicker seats and a removable canvas canopy. Designed for yacht owners, since its light weight made it easy to load and offload, the Jolly also saw use as a hotel shuttle and estate transport.

1916 Woods Mobilette.

Prewar Americans had microcar options as well, including the 1916 Woods Mobilette cyclecar. In 1929, the American Austin Car Company began producing licensed variants of the British Austin Seven, though this venture ran out of money by 1934. A year later, American Bantam emerged from the ashes of the American Austin Car Company, and it resumed producing passenger vehicles in 1937. By 1941, the company shifted direction to the war effort, designing a light reconnaissance vehicle (the “Blitz Buggy,” which evolved in the BRC 40) that would eventually become known as the Jeep. Despite its pioneering efforts, American Bantam was seen as incapable of producing the quantity of vehicles needed, so instead it was given the order to build cargo trailers to be towed behind Jeeps built by Ford and Willys.

As American Bantam and the American Austin Car Company learned, microcars were a tough sell to U.S. consumers. Affordable and fuel-sipping compacts, on the other hand, began to enjoy reasonable success in the postwar years as American families expanded from one car to two. Volkswagen’s Beetle taught generations of Americans the three-pedal shuffle, while later cars like the Chevy Chevette gave those with a preference towards buying American an alternative to the imports.

Fiat Jolly.

Vehicles confirmed for the It’s a Small World exhibit include a 1963 Volkswagen Beetle; a Nash Metropolitan; a 1947 Crosley pickup; a Fiat 600D Jolly; a 1937 Fiat Topolino; a Messerschmitt Kabinenroller; a BMW Isetta 300; a BMW Isetta 600; a 1976 Chevrolet Chevette; a Subaru 360 Young Sport; a 1967 NSU Sport Prinz; a 1976 Citicar electric car; a DAF; a Gogomobile; a 1985 Harley-Davidson Tri Hawk trike; a 1959 Autobianchi Bianchina; a 1979 Zastava; a 1939 American Bantam Model 60 coupe; a 1916 Woods Mobilette; and a 1938 MG.

It’s a Small World is scheduled to run from November 22, 2015 through April 22, 2016. For more information, visit AACAMuseum.org.

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The Motor Racing Research Center remembers the Syracuse Mile

The former Syracuse Mile race track. Photo courtesy Google Earth.

A milestone of the sorrowful kind occurred in the world of American auto racing this month. The historic one-mile dirt track at the New York State Fairgrounds in Syracuse hosted its final race, ending a run of big-track motorsports that stretched back to 1903, six years before the Indianapolis Motor Speedway was built. In front of a packed house, Stewart Friesen won the Syracuse 200 for big-block Modifieds for the fourth time in the past six years.

The end of the Syracuse Mile has been rumored for several years, but snapped into overdrive when New York Gov. Andrew Cuomo unveiled a plan to raze the narrow, frighteningly fast dirt track and grandstand to reboot the fairgrounds as a world-class equestrian and convention facility. Cuomo has pledged that the former Syracuse extravaganza known as Super DIRT Week will continue at another location in central New York.

But it’s not done yet: On November 14, the International Motor Racing Research Center in Watkins Glen, New York, will present a daylong program on the long, incredibly rich history of competition at Syracuse. The day will begin with longtime broadcaster and Syracuse track announcer Joe Marotta doing a live radio program from the research center before moderating a panel discussion on the mile including Brett Hearn, the all-time leading Modified win at Syracuse with six victories; and Glenn Donnelly, the promoter who founded Super DIRT Week in 1972. Historic cars will be on display, including the notorious Kenny Weld-built “Batmobile,” a car that changed Modified racing forever when Gary Balough drove it to his fourth Syracuse 200 victory in 1980. The program is free of charge. For more information, visit RacingArchives.org.

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Driven: 2015 Volkswagen Passat 1.8 TSI DSG (B7) CKD

I had a go at the locally assembled Volkswagen Passat 1.8TSI (B7) recently. This is Volkswagen's full sized or D segment competitor here in Malaysia and it has been around in this form since 2011 with local assembly in Pekan, Pahang since 2012. Now this B7 series Passat has a long history to it in terms of production life cycle. It actually started its life as a B6 Passat in 2005 and was heavily facelifted in 2010 for the 2011 production year. And by heavily facelifted, it really is some extra engineering compared to the usual facelift of a change of bumpers and lights.

The B7 Passat actually only keeps the roof of the B6 Passat. The rest of the body panels are new. The changes to the 2005 chassis are also quite extensive with a 2mm increase in wheelbase (2,711mm) and a 4mm overall increase in length (4,769mm). The interior of the car gets a slightly redesigned dashboard (especially below the vents with the addition of an analog clock and better quality trim) and more soundproofing with thicker glass all round. The Malaysian spec Passat B7 gets the 1.8 TSI engine with the 7 speed dual clutch transmission as standard.

I actually thought that the Passat was all new when it was first launched in 2011. This was mainly because it was a Passat. Passats look a little too staid and conservative in their styling. This B7 Passat is no different. It may have been touched up, restyled, but I still find the car to be a car for one's uncles or aunties to drive. This 2015 B7 Passat has that tall and upright glasshouse and cabin. Good for visibility but it makes the car, with its boxy looks a tad too conservative for me. And then there's the overhangs front and back - the wheels sit inwards instead of at the edges of the car, or at least the front wheels. This design does not make the Passat a sporty looking sedan. But notice that even in all of its accountant type styling and not rock star looks, I still requested for one to try out. The reason for me doing so is that I wanted to see how this outgoing model stands up just before the all-new Passat B8 model is launched in Malaysia.

Yes, the new model will eventually be out sometime next year. This B7 Passat will still soldier on till then so the question is – Is a car that was originally launched in 2005, redesigned and re-engineered in 2010 so that it is essentially almost a whole new model relevant in 2015?

I suppose it is. You see, we seem to be in an era where vehicle platform life cycles are much longer than what they were before. Costs are taken into account right down to the final cent and it is accountants that run everything. Scientists, dreamers, racecar drivers and engineers all take a back seat. So we have the Passat.

When you get into one you can see that the car is typically Volkswagen. This is a very good thing. The instruments are clear and the controls easy to use. Everything seems familiar and where it is supposed to be. The seats, especially the driver and the front passenger seats, are supportive and fully wrapped in a lot of leather. It has loads of adjustment and is easy to get comfortable in. Lots of equipment too with electric everything that you actually need. The dashboard is a little bit conservative with a brushed aluminium strip right in the middle with an analog clock in the middle of it. That little bit looks classy. The rest looks all businesslike without any extra 'bling' to it. Whilst the materials used are top notch and well put together, it is the apparent feel that its all business in here that somehow gets to me. I would love it if it were a little bit more playful inside. Actually, it's like the outside. It needs more of that presence instead of blending in all of that quality. More shouting, less whispering would be good.

But it isn't as bad as the outside. Very, very conservative with the exception of the grille up front with its four horizontal chrome lines and a large VW logo in the middle. Granted, a Volkswagen must sit in the Volkswagen Group hierarchy right in the middle, waaaay below Bentley, a step or two below Audi, slightly above or hovering around Skoda and less sporty and forward looking than a Seat. So many toes to not step on does that to a car's design. So you get something so conservative, whilst not outrageous or ugly, will not win any beauty awards. I think some angles the Passat looks quite handsome (front three quarter, taken from a certain height...like below). Some, especially from the side, makes it look very 'uncle'-like. This is actually a face an accountant will love. Or those that love space more than anything else – it has a boot than has 565liters of space, it is large. And from RM173,888, plays right smack into the D segment class prices and a price accountants will also love too. Anyway, it is conservative, both inside and out. But things are indeed better when you drive it.

Driving the Passat B7

The Passat is actually quite good on the move. It feels very quiet. As quiet as the best the D segment has got to offer in terms of on road comfort and refinement. When it comes to refinement on the move I have to say that it is close to that of something with the cachet of the current W212 Mercedes Benz E-class. It is very refined and quiet with a little bit of road noise coming through. Less than even my W204 C-class. The turbocharged TSI engine is also very refined in that it revs cleanly to the redline without any strain or change in note. There is no harshness all the way to the redline.

 The only bugbear is the initial acceleration of the dual clutch gearbox. Like any dual clutch transmission, it feels less refined when you are moving away. It feels as if the clutch on the first and second gears slip a little before biting. A very common trait of a dual clutch setup. Of course, when you are actually moving, it feels superb. Like most Volkswagen dual clutch gearboxes (DSG) do. Gearshifts are super rapid up and down the seven speeds this 'box gives you. And paired with the 160ps /250Nm 1.8liter TSI turbocharged engine, it makes some pretty rapid progress. 

It could do with more steering feel though. And a little bit more weight to it. But don't mind me. I usually demand more than most people do. Oh, 0-100kmh was tested at 8.0seconds flat and it would do a nice highway cruise at between 160- 180kmh without me feeling all worked up and the need to concentrate like crazy. This is a sign of a car that has good levels of refinement and stability. Most large German cars like this Passat have this fully sorted out feeling that makes me want to drive them often. However, it could do with a little more soul. It does feel clinical when you're driving at normal speeds. 

So when you are driving the B7 Passat fast it feels fun. Like most Volkswagen sedans and hatchbacks of today, the drive is pleasurable when you are going for it. It may not have handling that is totally addictive like the new Ford Mondeo, but it is actually better than most of the Japanese and Korean offerings out there. Haven't tried the local French option as yet, so I wouldn't know how it compares. The B7 Passat is a good drive. Whether you're belting it or if you want to just waft down some road after work. There is definitely some driving pleasure to be had here. Its just the overall styling that I find too conservative.

 Again, its like dating super plain Jane. But she is very, very good in bed, and being European, plain Jane may have some higher maintenance costs too. 

2015 Malaysian Spec (CKD) Volkswagen Passat 1.8 TSI B7

Pros: Comfortable, very refined, high equipment levels, good performance, high speed stability, space, interior quality, good discounts since it is a run out model, quality materials used inside....

Cons: Very conservative looks, good performance but slightly clinical in approach, DSG low speed refinement, actually a super duper facelift instead of a totally new model, new model out sometime next year, quality materials used inside by not enough 'wow' factor, some may have fears about the DSG (of course, make sure you know what you're getting yourself into and be aware of the warranty terms and conditions at all times)

Conclusion: It may be based on the earlier B6 Passat but it is still one of the most refined D segment cars around (circa 2015) with very usable performance when you need it. But it could do with a little more soul the next time around. Fit and finish of the interior is very good if slightly conservative. Volkswagen Malaysia should be giving a good discount on this model since the new one should be landing in about 4-6months time. Its dull looks can be actually fixed with a set of 5 spoke alloy wheels from the CC or the Passat Sports line or R line models (if you can find them). It would make the car look sportier and younger too. As it should be. 

Price: From RM173,888 (but there should be a dealer's rebate/discount around now)

0-100kmh: 8.0seconds (tested)

Max speed: 220kmh (manufacturer's figures)

Weight: 1,517kg

Engine & Gear Box		7-speed dual clutch gearbox DSG 1.8l 160PS /250 Nm TSI turbocharged direct petrol injection 4-cylinder engine
Interior		Analogue clock in dashboard Auto-dimming interior rear-view mirror ‘Climatronic’ air conditioning system with 2-zone temperature control Cruise control Electronic parking brake with auto-hold function Front centre armrest with storage box and 2 air rear vents Front seats with electric 12-way adjustment with memory function for driver's seat ‘Iridium printed’ decorative inserts for dashboard, doors, trim panels and centre console Leather gearshift knob Mobile device interface MEDIA-IN & AUX-IN with USB adapter cable Multi-function display ‘Plus’ Multi-function leather steering wheel with control for MFD, radio and paddle shift ‘Press & Drive’ comfort start function Radio ‘RCD 510’ touch-screen with Bluetooth, 6 CD changer and 8 speakers Remote unlocking for luggage compartment Split-folding backrest with centre armrest Tilt and telescopic steering wheel ‘Vienna’ leather seat upholstery
Exterior		Automatic headlight activation with ‘Leaving Home’ and manual ‘Coming Home’ function Bi-xenon headlights with integrated LED daytime running lights Dynamic headlight range adjustment, with dynamic bending light Electrically adjustable, foldable and heated exterior mirrors with environment lighting and auto dimming with memory function on driver’s side Front fog lights Headlight washer system Heat-insulating green-tinted glass LED tail lights ‘Minneapolis’ alloy wheels 7.5J x 17", tyres 235/45 R17 Park distance control PDC (Front & Rear) Rain sensor Rear fog light
Safety		3-point front seat belts with height adjustment and belt tensioners Anti-lock braking system ABS with brake assist BA Anti-theft alarm system Child seat anchor for child seat system ISOFIX Curtain airbag system for front and rear passengers Dual front airbags with front passenger airbag deactivation Dual front side airbags Electronic stability control ESP including counter steering assistance Electronic vehicle immobilisation device Euro NCAP 5-Star rating for adult occupant protection Flat Tyre Indicator Hill-hold control ‘Rest Assist’ drowsiness detection system

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“Gasoline’s Amazing Molecules” tell “The Inside Story of Modern Gasoline”

It’s no secret that the science of advertising has evolved in the decades since World War II. Today, ads have seconds, not minutes, to get their point across, and the average consumer has grown far more cynical to the pitch. Few modern consumers would sit through a 20-minute infomercial on gasoline refining, yet in 1948 the topic was so pertinent that Standard Oil of Indiana funded a pair of training films and a handout booklet to tell consumers about the refining process, along with the benefits of its newly rebranded Red Crown and White Crown gasoline.

Both Gasoline’s Amazing Molecules and The Inside Story of Modern Gasoline were produced by Jerry Fairbanks Inc., for distribution to Standard Oil of Indiana station owners. Gasoline’s Amazing Molecules (since lost to time) was aimed at consumers and even school children, and included an accompanying guidebook (seen here) in case budding young chemists wanted to practice refining crude oil in the backyard (or at least learn more about the process). The Inside Story of Modern Gasoline was tailored to gasoline retailers, as it mixed science with feel-good snippets on Standard Oil’s capabilities (such as cracking to double gasoline yield from crude oil and polymerization to produce anti-knock gasoline) and modern refining facilities.

The thought of a gasoline retailer booking a film showing at a civic club, school or place of business today seems unimaginable, but 1948 was a different (and perhaps simpler) time. Thanks to film historian Jonathan Boschen, who provided the scans of the accompanying Gasoline’s Amazing Molecules book and the link to the Prelinger Archives video, it’s a time we can visit – and perhaps learn a thing or two about the refining process.

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A Trip to the Honda Welcome Plaza in Aoyama, Tokyo

If you’re a Honda fan, the Honda Welcome Plaza should be on your list of things of things to see while in Tokyo. Located on the first floor of the Honda Aoyama Building, it consists of a small showroom, a cafe, a demonstration stage, and a store with Honda merchandise and collectibles.

It’s easily accessible from the Aoyama-itchome subway station and the entrance and demonstrations are free to the public.

Honda vehicles are lined up around the outside of the building, with the Sport Hybrid SH-AWD Honda Legend(Acura RLX) front and center.

Inside, the vehicles in the showroom change regularly, but I was fortunate to catch the TYPE-R exhibition last week which coincided with the Tokyo Motor Show. A 1995 Honda Integra Type-R, a 2002 Honda NSX-R, a 1997 Civic Type R, and the all-new Civic Type R were featured.

Honda Robotics also puts on a daily demonstration with their robot ASIMO and for their “Personal Mobility Device” called UNI-CUB. Check the schedule for times. After the demo you can line up for a free photo on stage with ASIMO taken by one of the Honda assistants with your camera/phone.

Lastly, you can purchase some souviners from the shop which carries a small selection of items ranging from ASIMO toys to officially licensed McLaren-Honda merchandise.

[Source: Chris Tobias – Acura Connected]

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