BARRY CARR: People will want to enjoy the lower cost benefits of using electricity as a motor fuel because the cost is 1/5 the cost of gasoline.

JOHN DAVIS: Other local alt-fuel efforts include this private and public access compressed natural gas filling station. The National Grid Utilities Company fills their fleet of nearly 30 mixed use CNG vehicles here, displacing nearly 100,000 gallons of gasoline in the past year. Two great examples of the “Heart Of New York’s” dedication to clean energy.

For more information, please visit the Clean Cities website. You can also view recent segments by clicking here.

BRIAN ROBINSON: Spend any time in a major European city and you’ll see loads of scooters buzzing through traffic like bees in a hive. And while the reasons are many, it really comes down to them being easy to drive, easy to park, and very fuel efficient.

While it’s doubtful we’ll see European levels of scooters swarming our cities anytime soon, if more maxi-scooters like the 2013 BMW C 600 Sport and C 650 GT reach our shores, chances are good their popularity will increase. 

Despite big size and big power, these babies are true scooters, not motorcycles; as all the usual scooter components are there like the step through design, integrated floorboards, lots of built-in storage space, centrifugal clutch with CVT transmission, and so on.

These Cs differ slightly in their design approach. The C 600 Sport, with its more aggressive look is ready to get you to work and back every day and is even up for a quick weekend jaunt down to the coffee shop to meet some friends for a Cappuccino. 

The C 650 GT has a few additional comfort-oriented features like a taller, electronically adjustable windscreen, larger seat with rider’s backrest, and roomier ergonomics that make it more suitable for longer distance riding.

But both scoots share the same 647cc inline-twin 4-stroke engine that puts out an impressive 60-horsepower and 49 lb-ft. of torque. It’s mounted down low in typical scooter fashion which of course leaves plenty of room for all of that storage space under the seat. 

The 600 Sport also features “Flex Case” storage that expands when the bike is parked to allow you to safely store your helmet along with whatever else you’re already packing. Both heated seat and hand grips are available to extend the riding season a little farther into the fall.   

While these may indeed be true scooters, don’t think you can just hop on them and take off like that 49cc job you rented one time in Jamaica. These maxi-scoots will cruise at over a hundred miles per hour and won’t take long to get you there. Standard ABS will help you slow down. 

Both handle city traffic and county roads with equal dexterity, with a ride that’s both sportier and more comfortable than your typical scooter thanks to big 15-inch wheels. As to the fuel economy, after putting in a couple weeks of passively aggressive commuting time, I averaged 53 miles-per-gallon.  I’m sure you could do better with a more concerted effort.  

But as nice as these scooters are, at the end of the day they are still scooters, for which pricing is BMW steep; starting at $9,590 for the C 600 Sport and $9,990 for the C 650 GT. Still, they are both easy to drive, very fuel efficient, and downright fun ways to get to work every day for someone who’s not quite ready for a true motorcycle. 

That should make them very appealing to a whole lot of people. And, on a warm sunny day, I’m sure more than a few of them would rather scoot to work in the open air than “plug” along in a Prius.

The next thing is something that we see all the time: this is a condenser. It is mounded up here ahead of the radiator, right in the very front of the car. And it gets rid of the heat that’s picked up by the air conditioning system inside of the car. Now, let’s take a peek at this one. We’ll put this little light behind it. And as we move the light down, we see that when we get down here in the middle, the light goes away. Nothing is coming through. That means that the center of this condenser is blocked.

Now why does that happen? Well it happens because there’s an electric cooling fan that’s pushing stuff right through this spot, and it all collects there, and blocks air flow over a period of time. Now the other thing that happens is that this is very close to the radiator, and leaves and debris pile up between the condenser and the radiator. How do you keep it clean? Every time you wash the car, wash your condenser with your garden hose.

Now, you also may have seen ads on TV or in print that tell you that it’s really really easy to recharge your own air conditioning. Well if you really know what you’re doing, that might be the case. But, if you don’t know what you’re doing, you could damage the air conditioning system in your car. Now these come with instructions, and they have a gauge on them. But in a pro shop, you find that you don’t have one gauge, you actually have two gauges. A low side, or low pressure gauge, and a high side, or high pressure gauge. And it’s the comparison between these two that tell you how the system is working.

Now another thing is, that you have no way to measure how much refrigerant you’re putting in to the system. And the right amount of refrigerant in an air conditioning system these days is absolutely critical. That’s why we have scales like this one: very, very precise. So precise, that if we put this quarter on here, we can actually measure the weight of a quarter. Now we use this to measure the weight of the refrigerant that we’re putting into the air conditioning system. And on many cars, it has to be accurate plus or minus one ounce of refrigerant. Pretty hard to do if you don’t have this equipment. So, if you have any questions at all about do it yourself, its better off to have a pro do it. And if you have a question or comment, drop me a line. Right here, at MotorWeek.  

Quick Listing

Road Tests: 2013 Volkswagen Beetle Convertible

Road Tests: 2013 Mazda MX-5

Green Motoring: Clean Cities Success: Sustainability in Syracuse

Two Wheelin’: 2013 BMW C 600 Sport/C 650 GT

First Impressions: 2013 Fiat 500 Abarth Cabrio

Goss’ Garage: A/C Checkup

First Impressions: 2013 Bentley Continental GT Speed Convertible

First Impressions: 2013 Smartfortwo Cabriolet

Engine:

Horsepower: 140

Torque: 236 lb-ft.

0-60 mph: 9.3 seconds

1/4 mile: 17.3 seconds @ 82 mph

EPA: 28 mpg city/ 41 mpg highway

After what has been very long winter for most of the country, warm weather is finally here. And what better way to fully enjoy it than dropping the top in a convertible and finding that less travelled road to nowhere. Well, open air motoring is what this special edition of MotorWeek is all about. So, let’s start with a near perfect cure for the winter blues, the all-new Volkswagen Beetle Convertible.

Following last year’s intro of a more masculine 3rd generation Beetle Coupe, comes the 2013 Volkswagen Beetle Convertible. But, even after the manly makeover, the Beetle remains what it has always been; a cute, little car that turns heads wherever you go. 

Impressively enough, all of the Coupe’s powertrain options are available, including the TDI Clean Diesel, which was our choice for this test. And after a few weeks of wheel time, we had mixed feelings on the 140-horsepower oil burner and its 236 lb-ft. of torque.

While you’ve gotta love the torque, it may not be as impressive as you’re expecting and we hate paying extra for both the engine and the fuel to put in it. Especially when there are so many other engine options. Still, we did enjoy watching the range indicator decline very slowly. 

The new Beetle drop-top’s handling is still on the soft side, but that’s just fine, as this Bug is at its best on gentle highway curves and straightaways while running the tank dry. When driven at a moderate clip, it feels entertaining, if not roadster fun. Pushed harder, this convertible starts to feel overweight; curb weight is up about 120 pounds over the TDI Coupe; and the sunny bug just doesn’t dart in and out of cones or traffic as eagerly as you think it should. 

In a straight line, it has no problem launching with a healthy amount of grunt; but shortly thereafter, the diesel settles into to a relaxed procession down the track. No matter what you try, this Beetle just wants you to take your time and enjoy the ride. Our TDI’s DSG was A-OK with managing its 6-gears all by itself smoothly, if a little slowly, taking us 9.3-seconds to hit 60 and 17.3-seconds to hit 82, and the end of the ¼. 

The interior of the Beetle convertible is familiar with the same wide dash and good German fit-and-finish as the Coupe. Rear seats are actually easy to get into, and even when the top’s up there’s a surprising amount of headroom, but unless the front seat occupants scooch fairly far forward, there’s little leg room. Similar to the coupe.

Trunk space is the same whether the top is stored or not, and is actually good for a compact drop top, down from the Coupe’s 15.4 cubic-ft. to 7.1. The opening is fairly small, but the rear seats backs do still fold for good practicality. Top operation is smooth, quiet, and quick taking about 10-seconds at speeds up to 30 miles-per-hour. 

We drove in a variety of weather conditions, including very hard rain, and found the 3-layer top to be so well insulated; it was hard to tell you were in a convertible. And when the top is stored, it does so more compactly than before, increasing rear visibility and giving this bug a trimmed down look. 

The extra curb weight comes mostly from chassis reinforcements. A-pillar and windshield header supports are thicker, there’s additional bracing under the B-pillars, and there’s a new structure for mounting the Automatic Rollover Support System. 

Government Fuel Economy Ratings are quite good as you would expect for a diesel coming in at 28-City, 41-Highway, and 32-Combined. We topped off the tank and hit the road for a long weekend road trip and averaged a fine 36 miles-per-gallon.  

There are relatively few affordable drop-tops on the market, and the Beetle’s $25,790 entry point certainly makes it one of them. TDI pricing begins at $28,690. 

It’s a true testament to the Beetle’s near universal appeal and longevity that you still see plenty of the original open top Beetles trolling the streets. But the 2013 Volkswagen Beetle Convertible offers more than just retro style. It packs good comfort, decent practicality, and everyday livability into an enjoyable, fun-looking package that puts smiles on our faces every time we get behind the wheel. And, that’s what a convertible is all about.

Engine: 2.0-liter I4

Horsepower: 187

Torque: 140 lb-ft.

0-60 mph: 8.0 seconds

1/4 mile: 16.2 seconds @ 89 mph

EPA: 21 mpg city/ 28 mpg highway

More than any other car, with the possible exception of the Porsche Boxster, the Mazda MX-5 Miata has always felt like a car you wear more than drive. And while we can’t predict whether that ready-to-wear style will remain en vogue come the next generation, it still holds true for the 2013 Mazda MX-5. 

This tidy two-seat drop top remains one of the sweetest cars we’ve ever driven. Some of our newer staffers who haven’t had the pleasure of driving a Miata were instant believers; and for those of us that have driven plenty of MX-5’s around the block, not to mention owned a few, climbing inside this one felt right at home.

The snug confines that we remember are still there, with both gear shift and steering wheel right where you want them to be, and it’s a good thing, as the steering wheel still only tilts for adjustment. 

The MX-5 is not a car that you have to drive fast to get great enjoyment out of, this is also a good thing as there’s only adequate power coming from the MZR 2.0-liter I4; which oddly enough recommends Premium fuel to produce its 187-horsepower, accompanied by a meager 140 lb-ft. of torque. 

Getting reacquainted on our favorite back roads, we found this latest MX-5 to feel a little more refined, but that’s okay as we realize some things have to change. And though it has lost a little of its back-to-basics feel of the original, with things like an optional power folding hard top; the quirky window switches, and the hidden fuel release are reminders that you are in a unique vehicle. Taking in a few more curves, had us pondering why Mazda even feels the need to redo it for 2014, as it doesn’t really need it. I guess new competition from the Subaru BRZ and Scion FRS is a concern. 

The MX-5 has always been about dropping the top, both hard and soft, and getting out in the elements, and we were so eager to do just that, we didn’t even wait for warm weather. Fortunately, our car came equipped with Bridgestone Blizzaks. And while they didn’t grip as well through the cones at our track, they had no effect on the MX-5’s razor sharp steering with dead-on turn-ins. 

The tires didn’t seem to help acceleration efforts either. Never a straight line rocket, the MX-5 does snap off the line spritely, but here it took us a full 8.0-seconds to climb to 60, over a second slower than the last Miata we tested. The ¼-mile was also slower, taking 16.2-seconds to trip the lights at 89 miles-per-hour.

For this last go-around for the current gen, the looks haven’t changed much, but there is a new front fascia, and a new Club trim that replaces the Touring trim in the line-up and includes 17-inch gray alloy wheels, black side mirrors, and Club badges. Inside, Club trim adds a body-colored dash panel and red stitching throughout the cabin. 

Government Fuel Economy Ratings come in at 21-City, 28-Highway, and 24-Combined. We topped all of those numbers, even with some back road blasting, netting a great average of 28.6 miles-per-gallon of Premium. 

Cloth top down summer fun in a Miata is only $24,515 away. Club trim comes in at $27,500. A Power Retractable Hard Top will add $1,760 more, and while it also adds a little quietness, you don’t really need it. We say buy the cheapest one you can find, drop the top and hit the road. 

If we made a list of the most enjoyable cars that we’ve driven in our generation on the air, the Mazda Miata would be a serious contender for the top spot, and our time spent with the 2013 Mazda MX-5 Miata just reinforces that. Let’s just hope that continues as the MX-5 zoom-zooms its way into the future.

"This is a car made for one person only, to allow them to have fun and express their personality to the maximum, “said Walter De Silva, head of design for the Volkswagen Group.  “It is designed purely for hyper-sophisticated people who want only the most extreme and special things in the world. It represents hedonism taken to the extreme; it is a car without compromises, in a word: egoista (selfish).”

Powered by a 5.2-liter V10 engine and delivering 600 horsepower, the Egoista Concept is inspired by aeronautical design – specifially the Apache helicopter. The carbon fiber and aluminum cockpit has a racing seat with a four-point seatbelt, and the bare minimum of instruments. The focal point is a head-up display, typical of jet fighters.

The body of the Egoista Concept is made from a special antiradar material, and the glass is anti-glare with an orange gradation. The LED clearance lights determine the Egoista’s position not just on a single plane such as the road, but rather in three dimensions.  The rims are also made from antiradar material, flat and rough, embellished with carbon-fiber plates to improve their aerodynamics.

No word yet from Lamborghini on any production plans.

Quick Listing

Road Tests: 2014 Mazda6

Road Tests: 2013 Land Rover Range Rover

Goss’ Garage: Fork Maintenance

Green Motoring: Clean Cities Success: Richmond Refuse

Now in its third year, the 10 Best Interiors list narrowed down 46 competitors, with these ten all sharing top honors:

The Acura RDX…for its balanced offerings of both sporty and luxury feel, and ample cargo room…

The Cadillac XTS won favor with its CUE infotainment system, and high levels of comfort and craftsmanship…

Chevrolet’s mini-car Spark packed an impressive list of standard features into its quirky, colorful cabin…

The new Santa Fe Sport from Hyundai was awarded for its decidedly unique design, and its nods toward higher-end CUVs…

Brand relative Kia took honors for the new Forte; with WardsAuto commending its huge improvements over last generation, with easier-to-use controls…

The Lexus GS was an easy winner for judges, with its attention to detail and unrivalled comfort placing it well above other luxury sedans, especially in the 450h trim…

Fresh off a dramatic redesign, the Mazda6 won for its upscale look and feel, and use of different tones throughout…

Nissan’s Pathfinder, with its stylish new body and more car-like interior, took honors for its roomy feel and easy-access to storage…

The RAM 1500’s interior is also vastly improved, with the top Laramie Longhorn trim wowing judges with its premium materials throughout…

And lastly, the Toyota Avalon won for its advanced connectivity, premium build quality, and attractive design.    

LYNDON ABEL: Thanks, Pat.

PAT GOSS: Alright, now, the forks on the front of a motorcycle. They’re a little bit more complex than we think. What do they do?

LYNDON ABEL: Absolutely. The front fork is basically your front shock absorber. So, much like the rear shock absorber, it both suspends the bike on top of the front wheel, allows the front wheel to move up and down; but also controls that movement, because otherwise it would just be a pogo stick bouncing down the road. It is, as you say, much overlooked because, like a lot of parts that are out of site, they’re often out of mind.

So essentially, this fork tube is sliding up and down inside this lower leg; suspended with a spring, controlled by fork oil. It not only lubricates all the parts, but also, as it flows through the holes in the damper rod, that controls the movement up and down.

So here we have the components separated a little bit: this is the damper rod and fork spring, something you don’t get a chance to see very often. And here we have this thing pulled apart, with the lower leg and this fork seal. This fork seal resides in this lower leg, and as this is sliding up and down, the dirt and debris that can catch here, as well as moisture, can not only abrade the fork seal, as they do go through it. I mean it keeps most of that stuff out, but some of it does make its way through. It not only abrades that fork seal, but also does transfer into the fork oil. And while a lot of people seem to think that this is a “sealed” system, and therefore doesn’t need to be lubricated, you and I have both seen fork oil coming out the other end after a couple years, or maybe ten or twenty thousand miles, and it doesn’t look that clean.

PAT GOSS:  And yea, that’s for darn sure. So another thing that would make sense here is to keep the tubes clean.

LYNDON ABEL: Absolutely. One of the great tips, if you have a front end like this, is to take some lubricant; WD-40 works just fine; clean these fork legs nicely; then grab your brake, and push the front end up and down a few times, you’ll see some dirt sort of collect in a ring. Wipe that off. If you do that every couple of months, you’ll really extend the life of your fork seals.

PAT GOSS: Okay. And always make sure you use the proper oil.

LYNDON ABEL: Use the proper oil. The oil, not only does it have to be compatible with the seals, of course, but also viscosity is very important. You want to use what’s recommended, often times you’ll have two or three choices. Heavier oil will make a stiffer front end, and the reverse for lighter oil.

PAT GOSS: Two years, or twenty thousand?

LYNDON ABEL: Check your owner’s manual. Some are ten. Some are thirty.

PAT GOSS: Okay. Lyndon, thank you.

LYNDON ABEL: Thank you, Pat.

PAT GOSS: And if you have a question or comment, drop me a line. Right here, at MotorWeek.