As arduous as air travel might be, getting around town after landing can be even worse. Many travelers turn to public transit, others hop in cabs, but most rely on a good old-fashioned rental cars. In fact, the car rental business become a $25 billion industry in 2013. 

Unfortunately, there's a bewildering array of rental companies, locations, cars, and optional features that can affect the price of a rental. As a result, the actual cost of a rental can end up much higher than advertised.

In response, some travelers have turned to the simplified user experience of car sharing programs, such as Zipcar. However, unless you're renting for less than day, car sharing programs are far more expensive than major car rental agencies, Consumer Reports Senior Editor Jeff Blyskal told Business Insider.

Luckily, there are some valuable tips that can help you snare the best deal the next time you are in the market for a rental car (via Consumer Reports). 

Shop around online

Like airplane tickets or hotel rooms, it helps to do some shopping at the various online travel agencies. Websites like Kayak, Hotwire, or Priceline offer a variety of prices and deals that can save you a bundle. According to Consumer Reports, online quotes for a four-day rental of a Toyota Corolla at O'Hare Airport in Chicago varied by as much as $60 per day. 

Avoid renting at the airport

Renting from the counter at the airport can be a great convenience, but it's a convenience that can cost you. According to Consumer Reports, renting from an airport location often includes tacked-on fees and taxes aimed at tourists by local governments seeking to raise funds. As a result, significant savings can be had by taking public transportation and renting from an urban or suburban location. 

The publication noted that Enterprise quoted a four-day Corolla rental from O'Hare for $386, while the same car can be had for just $157 at an in-town Enterprise location. 

Don't book at the counter

When possible, it's best to have reservation. Booking at the counter could end up costing you more money to get the car you want. It could also put you at risk of getting stuck with a more expensive model. This is especially the case on Mondays, when business travelers flock to a city. 

Reserve a smaller car

Another way to get a good deal is to book a smaller or more affordable car ahead of time. Sometimes, the model or vehicle type you booked isn't available, so the rental agency will upgrade you to a more expensive car for free.

Rent for longer periods

Renting by the week or even longer can result in cheaper per-day costs. For example, a two-day rental of a Hyundai Accent from Avis at Newark Liberty Airport was quoted at $106 per day. However, a nine-day rental went for just $41 per day. This is because rentals that last a week or more have the benefit of a lower weekly rate instead of a daily rate. 

Timing Matters

The cheapest fares at the rental counter tend to be in the form of weekend rates. Consumer Reports also recommends that you avoid changing reservation details mid-trip. In fact, returning your rental car a couple of days early can result in your weekly rate being changed to a daily rate. Returning the car and hour late can lead you to being charged for an extra day. Return at a different location than the one your rented, and you'll be in for a hefty relocation charge. 

Use alternative rental insurance

Instead of opting for the rental company's insurance, use your own insurance — but only after making sure your insurance has collision coverage that includes rentals. 

In addition, American Express and certain Visa and MasterCard holders can get rental-car insurance as membership perk.

Take a look at smaller rental companies

While the prices and service at the agencies like Enterprise, Avis, and Hertz don't vary a great deal, it may be worthwhile to explore small local rental companies. But smaller companies tend to have fewer locations located further away from the airport and have fewer vehicles,  Blyskal warned.

Avoid optional extras

Rental car companies will offer customers a variety of optional extras, like a navigation system or a baby seat. For what they charge, it is usually much cheaper to simply buy your own baby seat or simply use Google Maps on your smartphone (safely, of course).

Fill up your own gas

One scheme to watch out for are the "full-tank" deals that rental companies offer, Blyskal said. These seem like a good deal to consumers because they no longer have to shop for their own gas and can return the cars on empty. But Blyskal warns that these offers come with expensive charges for the service. You'll pay for a whole tank even if you return the car half full.

Join a club

Another simple way to get a good deal on a rental car is to join an automotive club, like AAA or AARP. Auto clubs usually offer special deals on rental cars for their members, along with roadside assistance should anything go wrong. In addition, warehouse stores with membership fees and credit cards may also offer discount deals on rentals.

SEE ALSO: 9 Easy Ways To Save Money On Gas This Summer

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You've probably heard it at some point: A friend claims his older vehicle is far greener than the new car with much higher fuel economy you just bought.

That's because, he says, the old car didn't require all the energy and natural resources your car consumed as it was built.

But is that older car really greener?

The short answer: No.

The longer answer is also 'no', but it may help educate your friend on why that beloved 20-year-old rattletrap isn't as green as he likes to think.

The environmental cost of manufacturing

It's easy to see why many people think that running an old car would be greener than regularly buying new ones.

Building a new car is an energy- and resource-intensive process. You need to mine ore out of the ground and oil from the earth or sea, turn them into the raw materials for vehicle parts, turn those supplies into actual components, and then assemble the resulting parts into a car.

At the end of it all, you've got a rolling ton or more of metal, plastic, glass, and rubber that didn't exist before. That carries an environmental cost long before the car turns a wheel.

But it's here that we return to a 2000 study by M.A. Weiss et al., entitled On The Road In 2020: A life-cycle analysis of new automobile technologies.

The study reveals that fully 75 percent of a car's lifetime carbon emissions stem from the fuel it burns, not its production. A further 19 percent of that is production and transportation of the fuel, leaving just six percent for the car's manufacture.

These figures vary--a more recent Volkswagen study suggests that with vehicle efficiency rising steadily, 68 percent of the car's lifetime emissions came from driving it, while the manufacturing process accounts for a higher 22 percent.

Some of this discrepancy is down to the VW in question, an ultra high-efficiency model available in Europe. The less energy a car consumes through its lifetime, though, the less that fuel use contributes to its lifetime emissions.

The numbers

We can actually work out the relative merits of running an old car and a newer, more efficient one. The numbers show why it becomes better to buy a new car rather than keep an older one running.

Let's say you drive an older car that does 30 mpg, and you drive 15,000 miles per year. The newer car does 40 mpg--as many modern compacts can, or will shortly.

During those 15,000 miles, your old car will use 500 gallons of gas. The newer car: 375 gallons.

That 30 mpg is also about 290 grams per mile of CO2; 40 mpg works out as 217 g/mi. Over the course of the year, the old car will emit 4.35 tons of CO2, the newer car 3.25 tons.

But if you've been running the older car for 10 years, it has emitted over 43 tons of CO2 before the new car has even been built. That number will keep on going up, so bear that in mind if you drive something made in the 1990s or earlier.

MORE: Five Big Myths About Green Cars And Gas Mileage, Debunked

According to The Guardian, citing How Bad Are Bananas? The Carbon Footprint of Everything by Mike Berners-Lee, a minicar has a production footprint of around 6 tons of CO2 equivalent. A larger car--a Ford Fusion--is about 17 tons before it hits the road.

If we assume our 30- and 40-mpg compacts both account for about 12 tons of CO2 during production, it's easy to work out just how long it would take for a new car to offset its production.

In its first year, the new car is responsible for 15.25 tons of CO2 (12 for production, 3.25 during use). That's about 3.5 years of using the old car at 30 mpg, in terms of carbon emissions.

Of course, the older car's production also adds to its tally--and it's less likely that older vehicle included as many recycled materials, or were built as efficiently as the newer car.

Ultimately, by the time the 30-mpg car is 10 years old, it's been responsible for 55.5 tons of CO2, and that amount continues to accrue at a faster rate than those of the new car.

You could run it for 3.5 years before the production and first year's use of a new car matched it--but ultimately, its 10-year lifetime produces far greater emissions than those of a new vehicle.

Caveats

There are huge variables in such calculations, of course.

If your old car already does 40 mpg, for example--maybe you have a flyweight Honda from the early 1990s--then it will have produced much lower lifetime carbon emissions and the new car will take longer to catch up.

But it's worth pointing out that in terms of emissions other than carbon dioxide (CO2), that old car is far more polluting than a modern vehicle.

Less stringent emissions standards from the 1990s and before permit far more unburned hydrocarbons, oxides of nitrogen, and carbon monoxide per mile to be emitted than in today's cars.

If for some reason you trade from that old 40-mpg Honda to a modern car that does only 35 mpg, then while the older car's lifetime tally will start higher, the newer car will eventually reach a point where the older car's emissions are lower.

Again, that is, if you ignore the cleanliness of those lower tailpipe emissions.

Then there's maintenance--a newer car will typically use less oil, require fewer new parts and require less intensive maintenance than an older one. That older one will be consuming other resources, not just fuel, throughout its life.

Finally, it can't be overstated that production of a vehicle is inherently an energy-intensive process. Once iron ore is extracted from the ground, it cannot be put back--the new car is ultimately another vehicle on the road that wasn't there before.

In developed countries--the U.S., most of Europe, and Japan--vehicle population is now close to static. For several years during the recent recession, the U.S. actually scrapped more cars than were sold new, meaning vehicle population actually declined.

But with 1.2 billion vehicles on the planet today, and the total rising to perhaps as much as 2 billion by 2035, the overall emissions burden is clearly rising. Nonetheless, that doesn't affect your friend's old car's emissions--which remain higher over its lifetime than your new car's.

New still beats old

All the data show that a car's lifetime energy use for propulsion, meaning the fuel or energy that it consumes to move itself about, accounts for a far greater proportion of its lifetime environmental impact than its production.

It's great that your friend likes her old car. Kudos to her for keeping it running, rather than letting it rot into the earth.

There are many reasons to run an old car--character, driving sensations, looks, and the memories of the journeys you've accomplished.

And, to be fair, the car you own is usually going to be cheaper than buying a whole new vehicle--financial reasons count for a lot.

But unfortunately, running an old car because it's greener isn't one of those reasons.

New cars, in that respect, will always be better than old ones.

SEE ALSO: The Music Industry Is Suing Ford And GM Over The Audio Systems In Their Cars

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The best new cars of the 2015 model year are springing to life--cars like the Subaru Legacy, the Mercedes-Benz S63 AMG, and the BMW i8.

But what about the walking dead--the cars that are meeting their demise, timely or untimely?

Before they're forgotten, it's time to pay respects to another batch of vehicles that have stared down the grim reaper, and lost. Send your condolences below:

Acura TL and Acura TSX

Acura's trading in a lot of vehicles this year: after axing the wacky ZDX coupe-ute last year, it's dumping the four-door TL sedan and the TSX sedan and wagon this year. They're both being replaced for the 2015 model year by the brand-new TLX sedan.

BMW 1-Series

BMW's smallest coupe and convertible aren't dying off so much as moving to greener pastures. Under BMW's latest naming change, the 1-Series two-doors are now 2-Series two-doors, and pretty wonderful in M235i trim at that. A new 1-Series is sure to return in the future, once BMW starts building cars in its new plant in central Mexico.

Cadillac CTS-V sedan and wagon

Cadillac's brilliant CTS-V cars gave us hope that a hotted-up, humpbacked luxowagon could somehow make sense to mainstream America. It did not, so this year, the last-gen CTS-V four- and five-doors go away. The Two-door lingers on for a short model run, while Cadillac preps V-Series cars based on the ATS Coupe and, fingers crossed, CTS sedan.

Chevrolet Malibu Eco and Chevrolet Impala Eco

GM thought mild hybrids were the wave of the future, so it strapped its eAssist technology to both its mainstream Chevy sedans. In the process, they proved Americans are fickle and numbers-fixated. The mild gas-mileage improvements put the Malibu and Impala Eco off the shopping lists of buyers wanting sky-high EPA ratings, so this year they're both deleted. Ironically, the last-generation Chevy Impala soldiers on still, as a fleet powerhouse.

Chrysler 200 convertible

The new Chrysler 200 is a stunner of a sedan. As a convertible, it's postmortem. The ragtop and hardtop 200s won't join the sexy party--Chrysler's dropped the convertible model, since most of them were low-margin rental specials.

Honda Fit EV

While Honda moves into a new body style with the 2015 Fit, the battery-powered version of last year's car is still available--though we wouldn't wait around too long if you're interested in one, and want to take advantage of some of the heavy EV tax credits that could be off the table next year. As for an updated Fit EV, Honda's confirmed nothing.

Lamborghini Gallardo

Like all classic Lamborghini nameplates, the Gallardo has finally aged out of the system. This year, it was replaced by the crazy-fast Huracan.

Mercedes-Benz CL-Class

A two-door, top-end Mercedes is still with us--it just doesn't wear its own model designation anymore. For 2015, the S-Class lineup now includes a lovely two-door coupe, while the former CL badges get retired to a bin in Stuttgart, ready to be drop-shipped to hip-hopping Etsy users worldwide.

Nissan Cube

Pitched as a postmodern rolling lounge, the Nissan Cube never caught on--but why? It was festooned with details ranging from the odd to the functionally impaired, and though it was inexpensive, it wasn't particularly interesting to drive. Ponder no more its strange water-themed interior: this year, the Cube's being put on ice.

Nissan Murano CrossCabriolet

Rumor said Nissan would slice the top off its Murano crossover, but few believed them. Then it actually happened. The Murano CrossCabriolet was one of the strangest new vehicles in recent memory--and now it's gone, cut out of the Nissan lineup like so much essential body structure

Scion xD

Scion was JDM when JDM wasn't cool--and then it progressively made it not-cooler, with cars like the second-generation xB and the xD, which replaced the xA, at which point everyone was confused. A classic middle child to the xB and the iQ city car, the xD never had much going for it, other than plenty of availability.

Toyota RAV4 EV

It was the SUV with the Tesla Model S underneath, and if you leased one in California you probably loved it. But the battery-powered RAV4 EV was a one-off project between California's newest automaker and the latest automaker to say adios to the Golden State, and now Toyota says it's focusing on hybrids and fuel cells.

Toyota FJ Cruiser

Say what you will about its mainstream cars, but Toyota can build a bad-ass SUV when it wants to. The FJ Cruiser proof enough: it'll claw along rocks with a Wrangler or an Xterra, and its almost alien looks are an instant classic. It's served its time, surrounded by Yaris and Corolla and the like, and gets an honorable discharge this year.

VW Routan

The Routan was a version of the Chrysler minivan, with a slightly nicer but less functional interior--the Saab 9-2X of minivans, if you will. Last year you still could buy one as a fleet vehicle, but this year it's finally been snuffed out.

The Asterisks: cars on hold for 2015

Infiniti G37

First, Infiniti said it would replace the G37 sedan with the Q50 sedan. Then it said no, it would actually keep the G37 around for a few more years until its new compact cars were ready for sale. Now, for 2015, Infiniti says it's renaming the G37 the Infiniti Q40. So the newest vehicle in the brand lineup is actually one of its oldest. Mind blown. Golf clap. Done.

Lexus IS C and IS F

Lexus has a new IS sedan for 3-Series deniers, but the two-doors? Last year they were carryovers, and this year, they get a new RC model name. The coupe/convertible and slap-happy-strong F editions? We're not saying, and Lexus isn't saying, when or how they'll be back--but we'd suggest you watch that RC space carefully.

Mazda 2

The perky little Mazda 2 hatchback never made much noise in the marketplace, and it's officially skipping the 2015 model year. As for the pretty little 2016 Mazda 2 just announced for Japan? Odds are we'll be seeing it in America sooner rather than later.

Nissan Maxima

The Maxima's in a holding pattern from 2014. Nissan has shown a concept sedan at auto shows, but says only that it will have enough '14s on hand until it launches a new version early next year.

Volvo XC90

Volvo's been smothering the Internets with details of an all-new XC90 crossover we'll see later this year at the Paris auto show. But new cars from Sweden typically take some time to land on American shores--so the XC90 finishes off its last generation as a 2014, skips 2015, and leaps headlong into the future with the new, 2016 version.

SEE ALSO: Europe Is Finally Turning Around For GM And Ford

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If you're rich, Dubai is the place to go if you want to feel normal. It's the city where cops drive supercars, and the government toys with banning poor people from driving to relieve road congestion.

It's not too surprising, then, that the world's most expensive RV was recently sold in Dubai. The 40-foot-long EleMMent Palazzo from Austrian company Marchi Mobile changed hands for around $3 million, according to BoldRide. Apparently, money doesn't buy an understanding of proper capitalization.

It doesn't buy style either. The EleMMent Palazzo looks like an alien spacecraft, or perhaps two different vehicles fused together by some mishap involving tampering with the spacetime continuum. At least it's covered in gold, which should help the new owner explain the colossal pricetag.

On the inside, this extravagant recreational vehicle contains more than meets the eye. It comes with a pop-up rooftop terrace and cocktail lounge, plus a fireplace, master bedroom, and underfloor heating. The master bedroom (with its own bathroom) and cockpit are actually on the second of two levels.

Despite carrying all of the weight of a large apartment, the EleMMent Palazzo can reportedly reach a top speed of 93 mph. Its unclear what powertrain allows it to reach that speed. Maybe it's powered by the hopes and dreams of the working class.

It may seem outlandish and grotesquely extravagant, but in the city that saw the debut of the 750 horsepower Lykan Hypersport and the 5,000 hp Devel Sixteen supercars it should fit right in.

SEE ALSO: This Electric Bicycle Could Be The Future Of Transportation

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The crew at Hennessey Performance stunned the automotive world earlier this year when its Venom GT reached an amazing 270.49 mph, a production-car top-speed record.

In doing so, the small Houston-based company dethroned Volkswagen Group's multimillion-dollar Bugatti 16.4 Veyron Super Sports as the fastest car in the world. 

This week, the company announced plans to up the ante by the releasing the more powerful Venom F5, named after the strongest category of tornadoes — twisters whose winds can reach more than 300 mph.

While the Venom F5 may not hit the 300-mph mark, the company expects it to get close. The Venom F5 is aiming for 290 mph. Hennessey doesn't just want to win. It wants to run up the score. 

“We learned a great deal during the development of the Venom GT in breaking the 270-mph barrier, and we bring that experience to this new design as we look toward raising the performance bar even higher," said company founder John Hennessey. 

Built on the same modified Lotus Exige chassis used for the original Venom, the F5 will keep the hypercar's highly potent 7.0 liter twin-turbo V8. This time, power output is expected to jump from 1,244 hp to north of 1,400. The newest Hennessey will also be more aerodynamic, with a lower coefficient of friction.

Even more thrilling, the company expects the F5 to top the Venom's already blistering acceleration times of 0-186 mph (300kph) in just 13.63 seconds and 0-200 mph in 14.51 seconds. Not only will the new new car be quicker, it will also be civilized, thanks to an upgraded technology package, including GPS-based stability and traction control. 

The Venom F5 is expected to debut next year, with deliveries to customers set to commence in late 2016.

Better performance comes with a bigger price tag. Hennessey plans to sell the F5 for more than the Venom GT's $1.2 million asking price. That's still a performance bargain when compared to the fancier, more tech-laden — and slower! — offerings from European competitors. 

SEE ALSO: Dodge Could Be Building The Most Powerful Sedan Ever

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Whatever happened to the Legend, the Integra, or even the Vigor? Acura used to have such brilliant, instantly recognizable model names. Names that inspired thoughts of potential, performance, power, and style.

Now, the brand has adopted the alphabet stew that plagues so much of the rest of the luxury car world. Whether that’s for better or worse, there are aspects of the 2015 Acura TLX that remind us of the good old days of proper names—and proper cars.

How so? The new TLX is pretty darned brilliant, that’s how. It has, hands down, the best-tuned suspension you can buy for the money, especially in the entry premium/luxury segment, and that includes stalwarts like the BMW 3-Series and newcomers like the Cadillac ATS. It’s really that good.

But before we dig into the meat and potatoes of the TLX’s performance, let’s address the preliminaries: just what the heck is it?

The TLX, as its name (sort of) indicates, is the new replacement for a pair of cars: the previous TL and TSX. By merging the two into the TLX, Acura has chosen to split the two former segments, leaving its luxury sedan lineup with a three-car monte: the ILX, TLX, and RLX.

Acura’s resulting product lineup therefore offers cars that are all somewhat between segments: the ILX is, as we noted in our first drive of the car, more like a premium mainstream sedan than a true luxury car; the RLX is somewhere between the BMW 5-Series or Mercedes-Benz E-Class the larger 7-Series/Lexus LS. The TLX, then, is somewhat larger than the common midsize luxury mold, a space inhabited by the 3-Series, C-Class, Audi A4, and Cadillac ATS—but smaller and lighter than the next half-step up.
And yet the TLX is priced like the half-step below. Starting at $30,995 for the four-cylinder, front-drive TLX, and working its way up to the loaded all-wheel-drive V-6 model at $44,700, the 2015 TLX manages to undercut most of the smaller cars even while delivering a competitive—if not quite equivalent—feature package.

But the TLX isn’t really meant to take on the BMWs, Mercedes, Audis, and Cadillacs of the world. Or at least it doesn’t come across that way. The Lexus IS or ES? Sure, those are fair game. Anything from Buick or Lincoln? Easy prey. The top end of the mainstream offerings from Chevy, Ford, Toyota, Nissan, and even Honda? Yep, the TLX will deal handily with those too.

Why is that? Because the TLX’s materials, while nice, don’t shout true premium—certainly not in the way the 2015 Mercedes-Benz C-Class does. The design, from the dual-screen infotainment layout, to the seats, to the rather plain and bleak passenger side of the dashboard, falls short of the style-meets-comfort aesthetic found in the upper end of the class, too. That’s not to say the car truly disappoints in any of those respects; it just doesn’t make as good a first (or second) impression.

After a good stint behind the wheel, however, none of that really matters, because you’re still getting an awful lot of performance and luxury in the TLX—it’s just mostly under the skin.

Three core variants of the TLX are available: the four-cylinder, front-drive base model; the V-6, front-drive step up; and the V-6, all-wheel drive range topper. Our pick of the litter? The front-drive four-cylinder.

That’s right, the entry point to the TLX range may be the very best version, even though you can’t get all of the premium add-ons you’ll find at the top of the TLX expanse. Why? Because it’s immaculately balanced, supremely chuckable, and still comfortable enough to drive the in-laws to brunch on Sunday.

That 2.4-liter four-cylinder engine isn’t massively powerful at 206 ponies, but it’s willing, and sounds great when revved out toward the top of the tach. Better yet, it’s mated with a truly brilliant (though counter-intuitive) 8-speed dual-clutch transmission mated to a torque converter. Why a torque converter? Because it completely eliminates all of the lurch and jerk of a traditional dry-clutch arrangement, while delivering all of the crisp upshifts and zingy rev-matched downshifts of the usual arrangement. It’s smart, it’s lightweight, and it just works.

Toss the TLX 2.4 into Sport+ mode via the IDS button, move the gear lever over into manual, and fire off gear changes with the steering wheel-mounted paddles to your heart’s content. It’ll automatically upshift at redline, but it’ll also hold a lower gear if you’re trying to limit torque application coming out of a fast corner. It’s most exactly what you want—and certainly never really objectionable.

But the TLX sings the sweetest when flitting through yumping, curving, switch-backing twists of two-lane.Nestled in the 3,400-pound range, the car feels lighter still, and the brilliant suspension tune leaves the steering feeling taut and accurate (if not quite precise), the car sorted over bumps, flat at the apexes, and ready to leap out of the corners at the top of the four-banger’s abilities. The Precision All-Wheel Steer (P-AWS) system adds to the feeling of nimbleness at lower speeds, and enhances stability at freeway speeds (and higher). P-AWS is standard on the four-cylinder model.

Step up to the V-6 models and some of that lightweight fling-ability goes away, lost to weight (about 3,600 lbs depending on equipment), but also to the new 9-speed automatic transmission’s vagaries. Still offering Sport and Sport+ modes, and still offering the manual paddle shifters, the 9-speed gearbox’s extra cog does little to improve the experience, while its programming does much to contrast sharply with the refined brilliance of the 8-speed dual-clutch. Shifts are jerky, slow, and lazy; downshifts lack the zing you want to match revs; and when switching from reverse to drive, expect to wait a good 3-5 seconds before anything—anything at all—happens.

With the 290-horsepower V-6, the extra torque also begins to elicit some bad behavior from the front-drive model, spinning the wheels to the point of screechy tires even with traction control on when taking off hard from a stop. While the V-6’s power upgrade over the four is noticeable, it’s not massive, and the better-behaved four-cylinder seems a better match for the TLX’s balanced chassis. Adding Super Handling All-Wheel Drive (SH-AWD) to the V-6 (the only way it’s available) takes away the wheel spin issues, making the TLX 3.5 feel much more sure-footed, but the extra weight (curb weight with SH-AWD sits around 3,750-3,800 lbs) saps acceleration further, leaving it feeling a bit flat.

At the end of a quick six hours in the TLX, covering some 270 miles, we found the car to be a worthy replacement to the previous TL--cabin space is nearly as good as the larger outgoing car’s, thanks to a shared wheelbase--and a marked upgrade from the fun-but-wheezy TSX.

At the upper end of the spectrum—edging into the mid-$40,000s—the TLX begins to look less attractive than some of the available alternatives, particularly the 2015 Mercedes-Benz C300 or C400, but at the entry point, even with all of the available option packages, the roughly $35,000 you’ll spend on a four-cylinder TLX feels like a remarkable bargain, particularly if you like driving a good car quickly. Yes, it’s front-wheel drive, but go drive it before you tell us it’s rear-drive or bust. You’ll be surprised.

SEE ALSO: With 300 MPH In Its Sights, The Fastest Car In The World Just Got A Lot Faster

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If all goes according to plan, former NASA Jet Propulsion Laboratory (JPL) engineer Dan Granett will soon build a 70-foot-tall diesel-powered robot that can use its robo-hands to juggle cars as if they were tennis balls.

A computer-generated demo of what it would look like is above, but just like any good Mythbusters experiment, this needs to first be tested on a smaller scale. 

Granett's Kickstarter project seeks to raise $50,000 to build a human-scale prototype of a juggling robot arm. It's a one-armed proof-of-concept design that will be able to handle a 250-pound load, receiving input from a human wearing a remote control "sleeve."

The sleeve detects the movements of a human arm and feeds positioning data to the prototype, which swings into action to perpetually clone the position of the sleeve. The sleeve will also provide "haptic feedback," meaning that while the robot is actually doing the work of juggling an object, the sleeve will provide the feedback of the object's weight as if you were actually holding it.

If the Kickstarter campaign should net $75,000, Granett will build the prototype so that it has two arms, setting it up for some real juggling action. If you want to throw in for his cause, there are BugJuggler stickers, t-shirts, and models to be had, as well as a visit to the BugJuggler machine shop.

BUSINESS INSIDER: Why a car-juggling robot?

DAN GRANETT: It all started as a way to bring attention to my nonprofit, StreetPhysics, where we our developing a low-maintenance biowaste-powered turbine for pumping clean water out of the ground in communities too poor to buy fuel. 

The underlying theme of the site is to show kids of all ages (including me) how easy it is to build a useful mechanical device once you know how to use a few tools.

Then the juggler took on a life of its own. I had been playing with hydraulics and had done some haptic feedback bench-top experiments where a joystick pushes back on your fingers when the graphic object that you are moving around on the screen bumps into something. Then the phrase "buggy juggler" popped into my head and the stew started to simmer.

BI: Do any NASA-specific skills that carry over into this new undertaking? 

DG: I fabricated parts of Shuttle experiments that had to be very weight limited. You learn the limits of strength of materials and where things break so you don't need to overbuild more than just enough to prevent failure. Since childhood, I have been breaking, bouncing, twisting things and have a good "street physics" sense of how materials behave. That gives a headstart on the design after which engineering fine tunes it.

BI: Are you a juggler yourself?

DG: As luck would have it, right next door to our shop is the clown troupe Clowns Not Bombs. [A clown named] Slim Chance there is teaching me to juggle. He says the best way to start is with one hand and two objects. I like bean bags or hacky sacks. They are soft and don't bounce out if you slightly miss. An amusement ride's designer is expected to take the first ride in case of flaws in the design, so I feel that responsibility and should respect the tradition. 

BI: What do people need to know about the Kickstarter prototype? 

DG: For a small fraction of the cost of the full size machine ($50,000 versus $2.5 million) we can prove the speed and agility of a high-power, high-speed human-machine interface.

Beyond the entertainment aspects, the system will be adaptable in many industrial applications, assistance to the disabled, and emergency rescue operations. The full-size machine will use an off-the-shelf machine vision interface to help position the hand when reaching for the falling car. Our stereo vision system ("eyes" ~2.5 inches apart) has been trained to catch things two feet away so the brain can position the arm based on the angle the eyeballs make when pointed at the object.

BI: Assuming a successful Kickstarter campaign, how long will it take to build a finished prototype? 

DG: Our prototype shop in Berkeley has most of the steel and hardware. The campaign will fund the motor, the pricey servo valves, and other electronic and hydraulic components for the haptic control arm. So construction and testing should be accomplished in under 120 days.

Check out the pitch video for the BugJuggler prototype below. If you like what you see, you can give them your money here.

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U.S. car thefts have tumbled to around 700,000 a year from more than 1.6 million in 1991, but here are five cities where you still better remember to lock your vehicle's doors.

"People shouldn't be inordinately worried about vehicle theft, but you can't be stupid, either," says Frank Scafidi of the National Insurance Crime Bureau, which recently released its 30th annual Hot Spots list of metro areas with the highest auto-theft rates.

The NICB, which compiles statistics for the insurance industry, generates its annual list by analyzing an FBI database that police around the country use to report stolen vehicles. Metro areas at the top of this year's list had the highest number of auto thefts relative to population during 2013.

Scafidi, who's based in Sacramento, says California has traditionally had a big problem with auto thefts — partly because the Golden State has America's largest number of both cars and people.

California's good weather also means cars tend to last longer there, giving the state a larger share of older vehicles that lack today's anti-theft devices, Scafidi says. Add a large drug problem and easy access to Mexico for thieves who want to export stolen vehicles south of the border and you've got all of the ingredients for car-crook heaven.

"We're seeing less than half of the number of auto thefts that we were 20 years ago, and that's a heck of an improvement — unless you're one of the people whose car gets stolen," Scafidi says.

Read on to check out the communities the NICB found have America's highest per-capita vehicle-theft theft rate among the country's 380 major metropolitan areas.

All car-theft figures refer to 2013 FBI statistics for metropolitan areas as a whole, not just to incidents that occur within city limits. Jobless figures likewise refer to metro areas as a whole and reflect U.S. Labor Department non-seasonally-adjusted numbers for June, the most recent month with data available.

Per-capita property- and violent-crime statistics apply to just cities proper (not entire metro areas) and reflect aNeighborhoodScout.com analysis of 2012 FBI data, the latest year with final figures available.

5. Stockton/Lodi, Calif.

Be sure to take stock of your surroundings if you park in Stockton, as this struggling community some 80 miles northeast of San Francisco saw more than 4,000 auto thefts last year.

That's 633.61 stolen cars for every 100,000 Stockton/Lodi area residents — little surprise given the hard times that the community is facing.

One of the cities hardest hit by the U.S. housing bust, Stockton saw its municipal government file for bankruptcy in 2008 after home values plummeted and foreclosures soared. That sent property-tax collections plunging and the local jobless rate as high as 18.7%, prompting lots of veteran police officers to find work elsewhere as the local government cut back.

The city has since hired some younger cops, but NeighborhoodScout recently ranked Stockton as America's 19th most dangerous community. Timemagazine even dubbed the place "America's Most Miserable City" in an article that noted its reporter had her purse stolen while in town.

4. San Francisco/Oakland/Hayward, Calif.

You can leave your heart in San Francisco, just 

That's because the Bay Area saw 29,326 car thefts in 2013, or 649.34 for every 100,000 residents.

Scafidi says that while San Francisco proper has a strong economy that usually translates into lower crime, other parts of the metro area aren't so lucky.

"You have to remember that the San Francisco metro area isn't just San Francisco, it's also places like Hayward and Oakland," he says. "And Oakland isn't exactly known as a quiet bedroom community."

Located across the San Francisco Bay from San Francisco proper, Oakland ranks No. 9 in NeighborhoodScout's list of America's most dangerous cities.

3. Modesto, Calif.

About the only good news for Modesto is that the community has dropped to No. 3 on the latest Hot Spots list from first place in last year's rankings (which reflected 2012 car-theft levels).

The NICB found that Modesto had 3,565 vehicles stolen last year, or 678.41 for every 100,000 residents.

Situated some 90 miles east of San Francisco, the community suffers from high crime and an 11.1% jobless rate. Modesto also has per-capita violent- and property-crime rates that run roughly twice the national average.

2. Fresno, Calif.

The Central Valley's largest community has one of America's highest car-theft rates.

Located some 190 miles southeast of San Francisco, Fresno had 6,750 vehicles stolen last year, or 706.91 for every 100,000 residents.

Like other Central Valley communities on the NICB list, Fresno has lots of unemployment and crime. The community has 10.4% joblessness, while its property-crime rate is 83% above the U.S. average and violent-crime levels are 41% higher than the norm.

It takes a lot more than a baker's dozen of stolen cars to top the NICB's Hot Spots list, but Bakersfield more than fits the bill.

The Central Valley community saw 6,267 vehicle thefts last year, which translates into 725.24 incidents for every 100,000 residents — the highest rate for any U.S. metro area.

Bakersfield, which is some 110 miles northwest of Los Angeles, faces many of the same problems that other communities on the Hot Spots rundown suffer from.Although its economy is slowly improving, joblessness remains at 10.2% after peaking at 17.9% in March 2010. At the same time, Bakersfield's property-crime rate is 75% above the U.S. average, while violent-crime levels are 39% above than what's usual for a city its size.

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From the bestselling Honda Accord, to a piece of Americana with the Ford Mustang, each vehicle has seen multigenerational design shifts. Here's how some of our favorite cars have evolved over the past 50 years.

Ford Mustang

One of the most successful cars in American history, the Ford Mustang is ingrained in Americana. The original Mustang was created as an affordable, stylish, and sporty alternative to compact coupes. The Mustang was so wildly successful in its first years that it created a whole new class of automobiles, the pony car. Today, the Mustang is the only pony car that has seen continuous production since debuting. Here’s a look at this icon throughout the years.

First Generation (1964-1973) 

The first generation was derived from the Ford Falcon compact car. The goal was to create a practical and stylish alternative for car buyers, and it worked. The Mustang was Ford’s most successful debut since the Model T.

The Mustang received a mid-cycle refresh in 1969 that added substantially to the overall size of the car, both in dimensions and weight. However, it was generally believed that Ford lost its step by trying to gear the car more for luxury buyers instead of the sporting crowd.

Second Generation (1974-1978) 

Ford debuted a smaller Mustang, returning to the original formula of the first generation. However, due to safety regulations, the weight of the car increased, and with the oil crisis of the 1970s, all V-8 engines disappeared. The result was an underperforming small car.

Third Generation (1979-1993) 

The third generation Mustang debuted on a larger platform. The styling changes were dramatic, and shifted to the angular harder lines that were popular in the 1980s.

This generation received a styling refresh in 1987, with a smoother, more aerodynamic front end and lower body panels. This refresh also saw the reintroduction of the higher performance models Cobra and Cobra R.

Fourth Generation (1994-2004) 

The fourth generation Mustang debuted with a complete redesign, featuring a rounder shape. Also returning were some heritage cues, including the prancing horse in the grill, the side scallop, and three segment rear tail lights.

In 1999, Ford refreshed the Mustang with a restyle. The design features angular body panels, with sharp creases appearing where soft and rounded lines used to exist.

Fifth Generation (2005-2014) 

Ford completely revamped the styling, and the 2005 model debuted with a design language dubbed “retro-futurism." Many iconic cues from the first generation Mustang reappeared, with its big grill, round headlights, and fastback coupe lines.

Per usual, Ford released a mid-cycle refresh in 2010, with the Mustang sporting more refined lines that made the vehicle more aerodynamic.

Sixth Generation (2015) 

The sixth generation Mustang ditches retro-inspired stylings, and moves boldly into the future with modern styling and underpinnings. The corporate trapezoidal grill finally makes its Mustang debut, and the car has been well-received at auto shows.

The 2015 Mustang will soon make its debut across showrooms in America; will buyers love it?

Chevrolet Corvette

The Chevrolet Corvette is another American icon. The Corvette’s mission has always been to deliver world-class performance wrapped in unmistakably American sheet metal, at an affordable price. Chevy’s main line of sporting muscle has gone through some major evolutions in its 60-year run, but no matter what year you’re looking at, you always know when there’s a ‘Vette in your lane.

First Generation, C1 (1953-1962) 

The Corvette debuted with a flowing, all-fiberglass body, wraparound windshield, and grill full of chrome teeth. While average in performance in its debut, substantial upgrades during these years turned this car into a world-class performer.

Second Generation, C2 (1963-1967) 

The “Sting Ray" Corvette was released in 1963, and it remains an icon not only in American automotive history, but in American design as well. A famous inspiration for this iteration was the Mako Shark that the Corvette designer had caught while fishing.

Many enthusiasts consider this generation the most iconic and collectible Corvette, with auction prices reflecting this demand.

Third Generation, C3 (1968-1982) 

The third generation was modeled off of the Mako Shark II concept. The overall shape was much more aggressive, both front and rear fenders are exaggerated, and it incorporates a higher deck lid. This generation, though still striking today, isn’t as beloved as the second generation.

Fourth Generation, C4 (1984-1996) 

This generation went through an even more drastic redesign, going away from the flowing aggression of the C3 and using strong, defined lines and flat body panels to create a streamlined look. An important icon from this generation was the ZR-1, which to date was the most powerful Corvette produced, and set multiple world speed records in 1990.

Fifth Generation, C5 (1997-2004) 

The C5 brought back flowing curves, but in a restrained manner. Where the C3 had bulk in the front and a drastic downslope in the rear, the C4 had a straight tail. The C5 presented a high rear, and marked the new utility-driven stance of speed.

Sixth Generation, C6 (2005-2013) 

Chevrolet evolved the aesthetic of the C5 even further in 2005, with the front end even more angular, and the rear deck even higher and wider. For the first time in decades, the Corvette shed its retractable headlamps for aerodynamic purposes. With the C6, Chevrolet produced a supercar challenger with the new ZR1, which possessed ungodly horsepower (638 hp if you’re counting), and handling to match.

Seventh Generation, C7 (2014-current) 

The C7 is covered in sharp, modern lines and flat, angled surfaces. Combining the heightened rear end with sharp, contemporary hood flares, the decidedly modern C7 has been critically well-received by the press and car buyers.

BMW 3-Series

The BMW 3-Series is a mainstay in the automotive world. The 3-Series is consistently rated one of the best driving vehicles on the road, with unrivaled critical and sales success among luxury competitors.

First Generation, E21 (1975-1983) 

This German engineered icon debuted in 1975 as a successor to the BMW 2002. The BMW E21 3-Series did not stray too far from its predecessor, carrying over the forward-leaning front end, low belt line, and angular sheet metal. The car was only marginally bigger than the one it replaced, growing in overall length by less than two inches.

Second Generation, E30 (1984-1993) 

1984 saw the release of the BMW E30, along with a debut of a four-door offering. The front fascia matured with the new model, becoming more perpendicular with the hood. Keeping with previous generations, BMW implemented a large greenhouse for great outward visibility. In 1987, BMW unveiled the M3, a modified version of the two-door E30 aimed at the sports-car market. The E30 M3 remains a favorite among automotive enthusiasts and collectors today.

The overlap in generation years was because the second generation continued to sell in convertible form through 1993.

Third Generation, E36 (1991-1999) 

The E36 3-Series debuted in 1990 in Europe, and 1991 in the U.S. Larger in practically every dimension, the new 3-Series gained a more wedge-shape, enhancing the sleekness while making more room for occupants. The high-performance variant M3 debuted in 1995, and was routinely lauded by car critics as one of the best overall sports cars in the world, at any price.

Fourth Generation, E46 (1999-2006) 

In 1999, the E46 was released, showing off a restyled body and wider stance. The headlights became more rounded as opposed to the rectangular block from last generation. 2002 marked the bestselling year for the E46, and the high-performance variant M3 remains one of the best performance values on the used car market today.

Fifth Generation, E90 (2006-2013) 

The E90 debuted in 2006, showing off new BMW design language from controversial designer Chris Bangle. This model was both critically acclaimed and loved by enthusiasts due to BMW‘s introduction of a powerful and underrated twin-turbo engine in the 335 model.

Sixth Generation, F30 (2013-current) 

In 2012, the F30 3-Series made its debut with some name changes. The 3-Series coupe is now the 4-Series, while the sedan and wagon variants kept the 3-Series nomenclature. The front end of the F30 features an integration of headlight and grill, which is the design language that BMW introduced on the i8 concept and is integrating in every new model.

Honda Accord

The Honda Accord remains one of the most popular cars in America today. The Accord is consistently rated high among competitors, tops bestseller lists, remains popular on the used car market due to its reputation for reliability. Over the years, the Accord has grown in size, starting as a compact model and growing into the full-size model that it is today. Let’s take a look at each generation.

First Generation (1976-1981) 

The first generation of this popular Japanese import began as a compact, three-door hatchback in 1976, with the compact sedan version making its debut in 1977.

Second Generation (1982-1985) 

Debuting in 1981, the second generation Accord featured a more refined and higher-end exterior. A notable design change was the incorporation of the sloping nose that would define later versions of the model. Additionally, this Accord model was the first to be built in America, a notable marketing tool and infrastructure investment by Honda.

Third Generation (1986-1989) 

This Accord aimed up-market grew substantially in size, and saw a notable design shift with aggressive styling, hidden headlights, wraparound rear windows, and a double wishbone suspension system for better handling.

Fourth Generation (1990-1993) 

The fourth generation debuted with a new design language. Gone were the hidden headlights and wraparound rear windows, as more upscale design cues from the Honda Legend flagship model were implemented.

Fifth Generation (1994-1997) 

The fifth generation grew wider but shorter, with the sleek and contoured styling that would come to dominate the sedan market throughout the next decade. Also of note, this was the generation where Honda debuted different Accord models for different continents.

Sixth Generation (1998-2002) 

The Accord grew once again in size and further differentiated the designs of the sedan and coupe variants with different front ends, tail lights, wheels, and body panels.

Seventh Generation (2003-2007) 

The evolution of the Accord saw another revamp in design, and sported curvier and rounder sheet metal. Many say this bore more resemblance to the fifth generation than the sixth.

Eighth Generation (2008-2012) 

The eighth generation grew once again, and for the first time was classified as a full-size vehicle by the EPA. Design was revamped again, and the Accord appeared smoother with more creases and sleeker sheet metal.

Ninth Generation (2013-Current) 

The current Accord debuted in 2013 with fresher design cues. Overall length decreased three inches, and the car appears sleeker due to enhanced chrome treatments on the front end and deeper character lines across the vehicle.

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Each year, a bumper crop of new cars ushers in a new model year. Those new cars can be significant redesigns, or simple facelifts, or more.

This year, there's a bigger than usual crop of brand-new cars. Some are vehicles never seen before — vehicles that could make or break some car brands — while others are wholesale reinventions of existing nameplates, with new styling or technology, or both.

Out of those brand-new vehicles, 17 of them are the most important new cars of 2015.

Acura TLX

The Acura TLX is set to replace both the TL and TSX in Acura’s sedan range, as the Honda brand tries to focus on more than just crossovers. Our first take? The new TLX is pretty darned brilliant, with the best-tuned suspension you can buy for the money. It’s really that good.

Alfa Romeo 4C

It's a breathtaking two-seater, built from a carbon-fiber chassis with a mid-engine layout. The Alfa Romeo 4C may not be a volume player, but it's a big signal that Fiat Chrysler has big ambitions for the return of Alfa Romeo to America. Dynamically imperfect but damn close to it, the 4C is a limited-run come-on that's basically been fabricated out of thin air for a singular purpose. To make some noise.

Audi A3

The A3 is a critical new family of small cars for the Audi brand. By the time they're all on sale, the A3 lineup will include the sedan, an Avant wagon, a pretty convertible, and diesels, sports models, and a plug-in hybrid hatchback. Throw in the compact Q3 crossover, and Audi has a weapon to fend off the launch of the Mercedes CLA and GLA compacts.

BMW i8

The BMW i8 is a new kind of high-performance, high-priced coupe from the Bavarian manufacturer of the “ultimate driving machine”. It's fast and handles well, but it also has a carbon fiber body and an extended-range electric drivetrain. It's the future of BMW performance, at least for the new "i" sub-brand.

Chevrolet Colorado / GMC Canyon

The mid-size truck class finally gets a new entry next year, when the 2015 Chevrolet Colorado and GMC Canyon stake a claim on some of the shoppers who'd otherwise buy an aging Toyota Tacoma or Nissan Frontier. GM says the new trucks will be the best in its segment for power output, trailer-tow capacity, and payload capacity when they go on sale in the fall of 2014.

Ford F-150

The new Ford F-150 is a very important new vehicle, not just because it's been the best-selling vehicle in America for decades. This time it's wearing aluminum body panels and is fitted with a range of downsized, turbocharged engines, as Ford looks to leap ahead in the fuel-economy derby. Will buyers accept a lightweight truck in a heavyweight segment? We'll know later this year.

Ford Mustang

The first all-new Mustang in decades, the 2015 pony car brings with it fresh new styling, an advanced chassis, a plusher interior and a trio of engines including a new four-cylinder turbo. The Mustang also has its first independent suspension across the board, ever — all the better to take on the refreshed Challenger Hellcat and the Chevy Camaro.

Hyundai Genesis sedan

True to its name, the Genesis has been the start of something entirely new at Hyundai. And now with the 2015 Hyundai Genesis, the automaker looks prepared to dive in with even more ambition. This time, with revamped infotainment gear, more refined finishes, and a full suite of active-safety features, the Genesis might just cause those champagne glasses over at Lexus to quake a bit.

Jeep Renegade

The Jeep Renegade is an all-new compact utility vehicle for the 2015 model year. Combining Fiat's expertise with small, fuel-efficient vehicles into Jeep's notoriety for ruggedness and iconic styling, the Renegade will take on compact cars like the Kia Soul, with the added spiff of true off-road capability.

Lincoln MKC

The Lincoln MKC is the first real stab at reinventing Lincoln since the MKZ arrived in 2006. Fairly closely related to the Ford Escape, the MKC comes only with turbocharged engines, and has its own sheetmetal and interior, including a pushbutton transmission.

Mercedes-Benz C-Class

The Mercedes-Benz C-Class has been part of the entry-luxury set since the 1990s. Now it's growing a bit, and moving to its new home at the Mercedes plant in Alabama. In the process, it's taking on big change: The 2015 Mercedes-Benz C-Class isn't just departure from what the C-Class has been, it feels like a clear break with the past — and that's a very good thing.

Porsche Macan

The Macan is a major part of Porsche's plan to become a bigger player in the U.S. market. It's the slightly smaller sibling to Porsche's amazingly successful Cayenne utility vehicle, and a cousin to today's Audi Q5. Base versions cut close to the Audi in price and performance. The Macan Turbo, with its premium suspension and torque vectoring, lives up to its brand and to every letter in the "SUV" acronym.

Subaru Legacy / Subaru Outback

The Subaru Legacy and Outback are mid-size vehicles that could finally catapult Subaru into the thick of the mass market. With standard all-wheel drive, they're great all-weather alternative to cars like the Honda Accord, Nissan Altima, and Ford Fusion. Fuel economy ranges up to 30 mpg combined, and Subaru's new infotainment system and EyeSight driver-assistance systems are the main tech highlights.

Volkswagen Golf / VW GTI

The Volkswagen Golf was the original hot hatchback, but it's no longer a solo act as a class benchmark.The 2015 VW Golf sets out to change all that with new powertrains, a lighter body, and a range of new models — everything from a new Golf SportWagen to an all-electric e-Golf.

SEE ALSO: GIFs Show How 4 Popular Cars Have Changed Over The Years

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Former "Tonight Show" host and comedy legend Jay Leno is one of the most prominent car guys in the Hollywood. Housed in a series of airplane hangars at Burbank Airport, his collection of over 200 cars and motorcycles are the envy of many around the world. Not only does Leno drive the cars, but he, along with a team of mechanics, also help to maintain and restore many of his priceless collection. In addition, the late night legend also possesses a near encyclopedic knowledge of automobiles and its history.

Recently, Business Insider had the chance to chat with Leno, and he imparted some of his automotive wisdom.

On what draws him to a particular car

"I like cars that are ahead of their times, and that were noble failures because they were built to a higher standard than the consumer needed. Cars like the Wills Sainte Claire or the Duesenberg."* 

*Wills Sainte Claire and Duesenberg were two upstart car companies from the 1920-30s who technologically advanced cars.

On safety regulations

"Corporations complained about [safety] regulations, but let's face it, people walk away from accidents now that would have killed them when I was a kid"

On how society will adapt to future challenges

"I believe engineers will save the world."

A video of a driverless Infiniti Q50 recklessly speeding down a highway has been making the rounds on the Internet over the past few days. We reached out to Infiniti to get their thoughts on this obvious misuse of their latest driver-assistance technology.

In a statement, the company told Business Insider:

The driver assistance systems Infiniti offers on our current vehicles are designed to operate with someone in the driver’s seat and actively engaged in the driving task. These systems are designed to enhance the driving experience, not replace it. Infiniti vehicles are designed for those that love to be behind the wheel, and we do not recommend, and advise against, owners using our driver assistance systems for anything other than making the driving experience safer and less stressful.

We recently tested the Infiniti Q50 and the advanced driver assistance systems work as advertised. We found the Infiniti Q50 to be a highly competent sports sedan and one of the most tech-laden passengers cars on the market, but it's definitely not an autonomous car. 

The driver in the infamous video didn't press an autopilot button, but rather used the Q50's intelligent cruise control and active lane control in conjunction with one another.

The intelligent cruise control uses a series of front mounted laser sensors to detect any vehicles ahead. The system will then accelerate and brake on the movement of surrounding cars. 

The Q50's active lane control uses a series of cameras mounted on each corner of the car to keep the vehicle in the middle of a lane. The system can make subtle steering adjustments to account for wind or a bumpy road. It can't make full-on turns at intersections. 

All-in-all, the Q50's highly capable tech package is not a toy to be played around with. It certainly isn't meant to replace the driver. It's designed to keep the driver and passengers safe.

SEE ALSO: We Spent A Weekend With Infiniti's New Luxury Sedan — Here's How It Stacks Up Against The Competition

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This infographic comes from the folks at Financesonline.com and contains the following insight: Celebrities love their Bugatti Veyrons!

There's over $10 million in Veyrons on the list. Until recently, Bugatti's Veyron Super Sports was the fastest car in the world, but it was dethroned by Hennessey's Venom GT.

Still, with a top speed of 250mph-plus, the Veyron isn't going to strike any of its celebrity owners as sluggish.

SEE ALSO: With 300 MPH In Its Sights, The Fastest Car In The World Just Got A Lot Faster

SEE ALSO: There Are Only 50 Bugatti Veyrons Left For Sale

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Dodge confirmed this weekend that its all-conquering Charger Hellcat is now the fastest production sedan ever built.

The company announced, last month, their intention to shoehorn their 707hp 6.2 liter supercharged Hemi Hellcat V8 into the sedan. While few doubted the capabilities of the engine, many questioned whether the Charger platform could unleash the motor's full potential. 

This week, the naysayers were silenced when the company revealed the car's astonishing performance numbers.

Brace yourself.

Paired with an eight-speed automatic transmission, the Hellcat-powered Charger can make the dash from 0-60 mph in a scant 3.7 seconds and to 100mph in less than 13.  It can blitz the quarter mile run in 11 seconds on road tires.

Top speed is 204 mph. 

For the 2015 model year, engineers at Dodge gave the already handsome Charger a facelift to align the sedan's styling with the company's new Euro-inspired design theme. The front end is now dominated by a large black mesh grill and striking LED headlights.

The new cockpit will feature a digital gauge cluster and an 8.4-inch touchscreen infotainment display. Running the display will be Chrysler Group's U-Connect Access System, one of the best of its kind in the industry. 

The 2015 Charger will also feature improved interior design and material quality. The upgraded interior includes alcantara headliners and swathes of Nappa leather, materials that have not traditionally been associated with the Dodge brand. 

To harness all of this newfound horsepower, Dodge will employ an advanced adjustable suspension attached to 20-inch forged aluminum wheels. Stopping power for the new Charger is provided by massive 15.4 inch Brembo two-piece rotors with six-piston calipers. 

When it hits the market early next year, the Hemi Hellcat powered-model will occupy the top slot in the Charger sedan family. Official prices have yet to be announced for the maxed-out edition, but it's expected to be a true bargain at around $63,000, according to Motor Trend. 

As the ultimate four-door muscle car, the Hellcat Charger isn't satisfying any particular market need, but it is a statement car for a brand that's been working hard to claw its way back to mainstream relevance.

"This is a car that doesn't have a business case for it," joked Dodge CEO Tim Kuniskis to Motor Trend. "No customer has ever asked us to build [this car]. But sometimes you need to disregard the data." 

To wrap things up, here's the view of the Hellcat Charger that its competitors will probably see most often.

SEE ALSO: Take A Look Inside Porsche's Stunning Secret Warehouse

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DETROIT (Reuters) - Chrysler Group LLC said on Monday its head of U.S. sales, Reid Bigland, has been appointed to lead the Alfa Romeo brand for North America, as it prepares for a relaunch aimed at reaching sales of 150,000 in four years.

Bigland, 47, joined Chrysler in 2006 as the head of its Canadian operations, a position he continues to maintain. He will be in charge of relaunching the sporty Alfa Romeo brand, which has not been sold in the United States and Canada since 1996.

Chrysler, which is owned by Fiat SpA, also announced that Robert Hegbloom will head its Ram Truck brand. Hegbloom, 50, was also named to its North American leadership team. He joined Chrysler in 1986.

Bigland is also a member of the same North American leadership team as well as being a member of the Fiat Chrysler Group Executive Council.

"Both Reid and Bob have grown tremendously as leaders in the last five years, and the time has come for them to have expanded leadership roles," Sergio Marchionne, chief executive of Fiat and Chrysler, said in a statement.

(Reporting by Bernie Woodall; Editing by Paul Simao)

SEE ALSO: Alfa Romeo Returns To America After 2 Decades With A Gorgeous Little Sports Car

SEE ALSO: Analysts Are Cracking Up At Fiat Chrysler's Wild Target For Alfa Romeo Sales

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At the auctions that surrounded this last week's Concours d'Elegance classic car event at Pebble Beach, Ferraris ruled the show. Numerous vintage example of the the Prancing Stallion marque went for $1 million-plus, and numerous Ferraris saw hammer prices exceed $10 million.

Quite simply, Ferraris are the most collectible classic cars in the world right now.

The photo above tells you everything you need to know about how highly coveted Ferraris have become. It's a 1954 375 MM Scaglietti winning the "Best In Show" award at the Concours d'Elegance. As Autoblog pointed out, this is the first time in the 64 year history of the Pebble Beach Concours that a Ferrari has collected this prestigious honor.

In the classic car world, collectors, enthusiasts, and fans can't get enough of Ferrari right now. Check out these other examples that were on display and up for auction last week and over the weekend.

This 1967 Ferrari 275 GTB/4, once owned by Steve McQueen, went for $10,175,000.

The 1966 Ferrari 365 P Berlinetta Special "Tre Posti" has three front seats — with the driver's in the middle.

$38 million— that's how much this 1962/63 Ferrari 250 GTO Berlinetta fetched at auction. That's a record, making this the most valuable car on Earth.

This 1969 Ferrari 365 GTB/4 Daytona Competizione took 5th place in its category at the 1971 24 Hours of Le Mans endurance race.

You just go weak in the knees when you see a gorgeous vintage Ferrari like this 1962 Ferrari 250 GT SWB Berlinetta.

Collectors love the sporty joy that Ferraris like this 1961 250 GT SWB California Spider deliver.

Any classic Hollywood starlet would look right at home in this elegant 240 GT Series I Cabriolet, one of only 40 built.

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It’s hard to believe that in the 50-year history of the Mustang, Ford Motor Company has never built a version for right-hand-drive markets. Well, all that’s set to change with the sixth-generation car, which has been confirmed as the first Mustang developed for global markets, meaning it will be offered in both left- and right-hand-drive configurations.

Today, Ford revealed its first right-hand-drive Mustang, one of a handful of prototype versions that will be used for calibration testing in a handful of markets. The new Mustang goes on sale in the U.S. this fall, as a 2015 model, and will reach more than more than 110 countries next year including right-hand-drive markets such as the U.K., Australia, India and South Africa (there are 25 confirmed in total).

While the U.S. is the largest market for the Mustang, with more than 9.2 million sales since the car’s debut in 1964, more than 161,000 examples have been sold outside of North America in that time, usually via private imports. And, some of these private imports have been done by firms specializing in swapping the steering wheel from the left to the right.

The 2015 Mustang will be available with three engine configurations—base V-6, Mustang EcoBoost and Mustang GT—but most overseas markets are expected to only receive the four-cylinder Mustang EcoBoost model and V-8-powered Mustang GT. Further down the track will be the high-performance variants, the first of which will be a new SVT-enhanced version thought to be labeled a Mustang GT350.

SEE ALSO: Ford Removes New Mustang Ad Starring A Disgraced Cyclist Who Helped Bring Down Lance Armstrong

SEE ALSO: 11 Moments That Made The Ford Mustang The Ultimate American Car

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In today's auto market competition is stiff. Every car seems built to last, which makes it difficult for automakers to tout reliability as their sole selling point. Consumers can shop nearly any brand, confident that they'll drive home in something that will hold up for years. That's led to the demise of brand loyalty, especially among younger buyers. 

But brand loyalty hasn't completely died out. Experian Automotive showed us that some brands do pretty well on that front, while USA Today compiled data from Kelley Blue Book to reveal that some automakers are doing ... less well.

What car brands have trouble getting repeat customers? Which five inspire the least brand loyalty? We're glad you asked:

5. Scion: 25.79% repeat customers

Scion is facing a number of serious problems. When the brand debuted a decade ago, America had begun to "rediscover" small cars, which hadn't consistently performed well since the oil crisis of the 1970s. Scion did fine for a while, drawing in millennials who liked the brand's personality, and even older drivers who appreciated some models' fuel economy (especially during the Great Recession). But apart from the FR-S, Scion hasn't offered anything new or noteworthy for some time. Its vehicles also perform poorly in initial quality and below average in dependability. Meanwhile, its parent, Toyota, continues to inspire huge volumes of repeat business and to offer some very interesting new rides (for example, the recent expansion of the Prius family), which could be putting a dent in Scion's sales.

4. Jaguar: 25.45% repeat customers

Unlike Scion, Jaguar doesn't have a problem with vehicle quality. In fact, it ranked second on J.D. Power's most recent Initial Quality Study, and it squeaked in just above the industry average in terms of long-term reliability. Rather, Jaguar's problem is its price point, which is higher than its competitors. Add that to the hugely competitive luxury market, and you can see why other high-end automakers are turning the heads of Jaguar owners.   

3. Dodge: 22.88% repeat customers

Dodge is selling well these days, but fewer than one-quarter of buyers are repeat customers. That could be because of the brand's shortcomings on the quality front: Dodge performs below average in initial quality and in the next-to-last spot in terms of dependability, besting bottom-runger Mini by just four points.  

2. Chrysler: 22.72% repeat customers

Like Dodge, Chrysler sales are strong, but it has even fewer repeat buyers. Our hunch is that both Chrysler and Dodge are experiencing something of a brand crisis. To many shoppers, they're just too similar to feel distinct, leading to fuzzy identities for both. (Remember: Chrysler was the only U.S. automaker to add brands to its family during the Great Recession. Ford and GM both scaled back, letting their strongest brands shine.) Also, there's not a great deal of variety in the Chrysler lineup. Together, that vague brand identity and lack of product variation make it much easier for competitors to lure Chrysler owners into their showrooms.

1. Mitsubishi: 21.77% repeat customers

Mitsubishi is a small brand: As of July 31, the company had sold just 46,021 vehicles in the U.S., which is fewer than some luxury automakers. That's in part because Mitsubishi doesn't have the same deep pockets as many of its competitors, so it can't advertise its products as widely. It's also because of Mitsubishi's limited product lineup, which tends to include mostly compact cars and crossovers without much variation. And Mitsubishi's dealer network doesn't help matters, because it's so much smaller and more dispersed than those of other marques. To add insult to injury, Mitsubishi models perform poorly in both initial quality and long-term dependability. It's really no reason that the company has so little brand loyalty.

Are you loyal to your brand? Or are you willing to mix it up when you go shopping for a new car?  Share your thoughts in the comments below.

SEE ALSO: Ford Is Finally Making Mustangs With The Steering Wheel On The Wrong Side

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A person in a Chevy Camaro turned the Golden Gate Bridge into his or her personal sideshow last Sunday when they began pulling donuts in the middle of traffic, according to the Los Angeles Times.

A group of cars behind the Camaro slowed traffic to allow the driver up ahead to begin spinning his black car in circles. Afterwards, the group of miscreants split and have largely avoided authorities.

"You can see that the vehicle is spinning within inches of a guardrail where there are tourists,” CHP Officer Andrew Barclay told the San Francisco Chronicle. “It put a lot of people at risk unnecessarily.”

The stunt is believed to the first-ever sideshow ever pulled on the Golden Gate Bridge, but police officers are apparently very upset and determined to find the persons involved, the Chronicle reported.

Sideshows are an exposition of cars and rebellion and often involve pulling donuts or "turning tight ones" as enthusiasts would say.

This one certainly qualifies: 

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