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/ Monday, April 18, 2011 Tallahassee Democrat / OnTheMOve

Lively closer to alternative-fuels programLeon County Schools has

moved another step closer to its ambitious alternative-fuel goals with the addition of a compressed natural-gas curriculum to train automo-tive technicians at Lively Technical Center.

The Lively program will teach students to service CNG vehicles. Lively is also certified in CNG conver-sions for vehicle owners who want that capability added to their cars or trucks.

“Compressed natural gas for cars, trucks and buses is cleaner, cheaper and it’s domestic,” school Superin-tendent Jackie Pons told a gathering last week of busi-ness leaders, elected offi-cials and educators dur-ing a news conference at the center.

The district’s alternative-fuel project was announced in October 2008. Using grant funds from the Envi-ronmental Protection Agen-cy, the district began buy-ing CNG buses and now has a total of 14. Pons said he would be proposing to the school board July 1 the pur-chase of another 30.

“These CNG buses will save the district between $200,000 and $250,000 per year,” he said of the reduced fuel expense com-pared to diesel fuel.

A diesel-powered bus requiring 4,000 gallons of fuel in a typical year costs $15,080 to fuel, based on a per-gallon price of $3.77, according to the district. The equivalent amount of CNG costs $5,360, a reduction of $9,720 in fuel expense.

The district now has a CNG fueling facility on Conner Boulevard, the first

of its kind in the Southeast. There are plans for a second fueling facility on Capital

Circle Northwest where the public will be able to pur-chase CNG. That one will be privately operated.

Lively automotive tech-nology student Nicholas Hollenbeck said he looks forward to taking the CNG classes and wants to learn all he can about that alter-native fuel’s application in motor vehicles.

Hollenbeck said a vehicle running on compressed nat-ural gas emits up to 97 per-cent less carbon monoxide and up to 60 percent fewer oxides of nitrogen. Emis-sions of nonmethane hydro-carbons can be reduced by half or more.

Larry Strom, owner of Champion Chevrolet and University Buick Cadillac GMC, praised the school district’s efforts. He said GM is producing the GMC

Savana van and its com-panion vehicle, the Chev-rolet Express, that come from the factory ready to burn CNG. “This is another approach that I think will be dynamic,” he said of the fuel option.

Ford’s commercial vehi-cles — among them the Transit Connect, E-Series cargo vans and F-Series Super Duty trucks — can be converted to run on CNG when equipped at the factory with an optional engine prepa-ration and modified by approved third parties.

Lively instructor Grego-ry Hoover said a CNG con-version at Lively will cost about $9,500, much of that attributable to the price of the fuel tank, which can be reused in subsequent con-versions.

By Dave HodgesOn The MOve ediTOr

Glenn Beil/democratSchool Superintendent Jackie Pons, left, speaks with Jim Stephens, center, and Alan Beck as they stand next to a natural-gas converted vehicle. The Leon County School district will begin a training program at Lively Technical Center on compressed natural-gas fuel systems for vehicles, how to install them and maintain them. Leon County Schools now has 14 buses powered by natural gas and is pushing to have a pair of fueling facilities built here by next year.

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OnTheMOve / Tallahassee Democrat Monday, April 18, 2011 /

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Let your car’s stability control keep you safeQuestion: I just pur-

chased a new Toyota Camry and am familiar-izing myself with several features that are new to me. My question pertains to the “vehicle stability control.” I read that this can reduce engine power. The car is equipped with an on/off switch for the VSC; should I turn it off to have maximum power?

Answer: Electron-ic stability control has many different names, depending on the vehi-cle manufacturer, and is considered one of the most significant safety enhancements to come along, behind seat belts. In fact, government reg-ulations have required an aggressive phase-in

of stability control, with all new passenger vehi-cles weighing less than 10,000 pounds being equipped by 2012.

Electronic stability con-trol blends the smarts and information-sharing abilities of a modern vehi-cle’s braking and engine control systems, along with a few new sensors, to help you avoid losing control during extreme driving maneuvers.

Let’s say a deer leaps out in front of your vehi-cle on a rain-swept high-way, and you swerve sharply to avoid hitting it. A steering angle sen-sor observes your intend-ed course, and should the yaw (vehicle rotation) and lateral G (side motion) sensors indicate the vehi-cle isn’t sufficiently fol-

lowing orders, the system intervenes by reduc-ing engine throttle and selectively applying one or more brakes to help you make the maneuver. More important, when you attempt to swerve back on course, the sys-tem kicks in to help keep the back end of the car behind you.

Another scenario might be that you have mis-judged the appropri-ate speed for a corner, and the vehicle begins

to either plow straight (understeering) or go into a spin (oversteering).

The electronic stability control system will do its best to mitigate the condi-tion and keep you on the roadway.

Stability control waits quietly in the background during normal driv-ing maneuvers and only intervenes when things go wrong, so you won’t feel any power reduction during normal driving. There are times turning

off stability control might be helpful: when stuck in snow, mud or sand, or if the spare tire is in use.

Highly skilled drivers might choose to turn it off so they can push the lim-its of road-holding with-out intervention, but for most of us, leaving the switch on is best.

I’ve found stability con-trol on recent vehicles to be a bit less invasive and punitive than those of several years past. Rath-er than a large, linger-ing power loss that seems like a scolding, newer systems will give you the warning beep or light and assist more gently.

One of my students offers this thoughtful sug-gestion: If you notice your stability-control indica-tor occurring at any time

that doesn’t seem to be an extreme maneuver, be sure to check your tire pressure and tread condi-tion. His concern is stabil-ity control could mask a tire deficiency that would otherwise be more notice-able. Sharp kid.

Remember this: Elec-tronic stability control cannot increase traction or help you go around cor-ners faster. It is there to help reel you in when you ask for more than the car, and the laws of physics, can deliver.

n Brad Bergholdt is an automotive technology instructor at Evergreen

Valley College in San Jose, Calif. Readers may send him email at [email protected]. He cannot make personal

replies.

By Brad BergholdtMCClatCHy-tRiBunE nEwS SERViCE

Electronic stability control blends the smarts and information-sharing abilities of a modern vehicle’s braking and engine

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OnTheMOve / Tallahassee Democrat Monday, April 18, 2011 /

Saab cash crisis clouds brand’s futureS T O C K H O L M —

Strapped for cash and with production at a standstill, automaker Saab is fac-ing its biggest crisis since Dutch company Spyker Cars NV bought it on the cheap from General Motors Co. over a year ago.

Saab is in desperate need of money to pay suppliers and restart its plant in Trollhattan, southwest-ern Sweden, where workers have been idle since early last week. On Thursday, company officials couldn’t say when they would return to work.

At the moment, Saab’s hopes appear pegged to a Russian multimillionaire who has applied to become part-owner and a plan to sell off Saab’s property to

raise cash. Both options are being reviewed by Swedish authorities.

But even if the imme-diate liquidity problems are resolved, analysts say Spyker will be hard pressed to keep the loss-making Swedish brand alive in the longer term. Sales are not meeting tar-gets — whereas the rest of the global auto sector is recovering — and inves-tors are shying away.

“ T hey need la rge amounts of capital — we are talking about several billion Swedish kronor (sev-eral hundred million dol-lars) — because the busi-ness doesn’t generate that money today,” said Mar-tin Skold, an automotive analyst at the Stockholm School of Economics.

Saab, known for its

rounded, aerodynamic cars, struggled to make a profit during the 10 years it was fully controlled by GM. It was headed for the scrap heap when Spyker Cars, a small luxury car brand headed by Dutch business-man Victor Muller, bought it for $74 million in cash plus $326 million worth of preferred shares.

His business plan, call-ing for rediscovering Saab’s Swedish roots, was wide-ly praised by the work force of about 3,700 and the Swedish government, which backed the deal with a loan guarantee.

However, industry observers were skeptical that tiny Spyker, which itself has never made a profit and produced only a few dozen cars a year, would be able to turn

around a much larger loss-making automaker.

A production stoppage two weeks ago raised fresh concerns about Saab’s financial health. Muller called it a “small glitch” and assured reporters Saab was sorting things out with suppliers. Just days later work was suspended again at the factory in Trollhat-tan and Spyker admitted it needed to secure “short and medium term fund-ing.”

Muller’s plans to raise cash include selling off Saab’s real estate, includ-ing the Trollhattan plant, then leasing it back. That move needs permission from the Swedish govern-ment, which guaranteed a $550-million loan Saab received from the Europe-an Investment Bank last

year.Spyker said the Swedish

National Debt Office sent a recommendation to the government regarding that plan Thursday, but hasn’t disclosed the contents. It is unclear when the gov-ernment will review the proposal.

“We have to complete these negotiations, but it is a difficult situation where there are signifi-cant remaining complica-tions and they need to be solved by those responsible for Saab,” Finance Minis-ter Anders Borg told Swed-ish TV.

Another lifeline could be Russian businessman Vladimir Antonov, who used to be part-owner of Spyker but was forced out by GM during the sale of Saab amid reports

of alleged money launder-ing. He has denied those allegations and has never been charged.

Antonov has said he is prepared to invest 50 mil-lion Euros in Saab for a 30 percent stake, and the debt office is currently reviewing his application to become part-owner — a process expected to be completed late next week.

In an interview with Swedish TV last year, Antonov said he wanted to start a factory in Russia that would produce budget versions of Saab’s 9-3 mod-el for Russia and Eastern Europe.

Spyker sold its origi-nal sports car business to Antonov in February, say-ing that would allow it to focus exclusively on Saab and reduce debt.

By Malin Risingthe associated press

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OnTheMOve / Tallahassee Democrat Monday, April 18, 2011 / Page 7


SAN FRANCISCO — Traffic websites, with their color-coded maps of clogged streets and free-ways, are good at telling commuters when conges-tion is already awful. But what if they could know not only where you drive, but if the route is going to be bad today, and warned you ahead of time?

A team of researchers at IBM Corp. is working on a system that would do just that.

They’ve combined sophis-ticated analytics software with a network of sen-sors the state has already embedded in roadways throughout California. With the help of a data-base of past traffic tie-ups, they say they can predict

when they’ll happen in the future.

IBM, which worked with the California Department of Transportation and the California Center for Inno-vative Transportation at the University of Califor-nia, Berkeley, can’t tell you when an accident is going to happen — yet. But John Day, an IBM manager, says that’s a natural extension of the work his team has been doing, and one day could be something they could rea-sonably infer from the data they’re collecting.

For now, the research-ers are showing that they can go a step beyond what’s available on regional traf-fic websites, which report current conditions.

“Instead of just showing them how ugly this looks, or what it looked like five

minutes ago, let’s give them an idea of what this looks like 30 to 40 minutes from now,” Day said.

IBM’s program relies on a tactic some might find inva-sive — using GPS coordi-nates from users’ cellphones — to learn their daily com-mutes so it can offer sug-gestions when those routes are clogged. IBM empha-sizes that users would need to give permission to the tracking.

Day says the project, which is still in the research stage, could eventually be combined with other data such as train schedules and other transit data, to provide a more complete picture of people’s daily migrations and take a con-stant pulse of the health of a region’s transportation infrastructure.

By Jordan RobertsonThe AssociATed Press

IBM training computers to predict traffic

AssociAted Press filesCombining sophisticated analytics software with a network of sensors the state has already embedded in roadways throughout California, a team of researchers at IBM Corp. is working on a system that would predict when and where traffic congestion will happen in the future.

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Detroit automakers could add as many as 35,000 new jobs by 2015

DETROIT — The country’s three domes-tic automakers could add as many as 35,000 new jobs by 2015, with virtu-ally all of them landing in Michigan as they con-tinue to consolidate oper-ations, according to Sean McAlinden, senior econ-omist for the Center for Automotive Research.

After slashing more than 230,000 U.S. jobs between 2000 and 2009 as they repeated-ly restructured, Gen-eral Motors, Ford and Chrysler now are well positioned to add jobs as the economy recovers.

While the numbers rehired won’t bring the automakers close to the

more than 400,000 U.S. workers they employed back in 2000, they will have modest growth.

McAlinden, a respect-ed economist whose work focuses on the auto sec-tor, said the Detroit Three already have recalled many of the workers who kept their jobs during the down-turn but have been on indefinite layoff.

“So any additional production through the summer requires new hiring,” he said during an event at Wayne State University in Detroit. “I am not saying mass hiring, but significant hiring.

“Two of every three Big Three jobs in the United States will be

located in Michigan” by 2015, McAlinden said.

The UAW will benefit from the hiring because it will gain members, McAlinden said.

All of the new hour-ly jobs will likely be at a controversial entry-level wage of about $15 per hour. That wage was established as part of the 2007 labor contract.

Under changes adopted in 2009, GM and Chrysler can hire as many entry-level workers as they want until 2015 when the per-centage gets capped at 25 percent and Ford can hire up to 20 percent at the entry-level wage. That agreement expires Sept. 14, and formal talks for a new contract will begin this summer.

By Brent SnavelyDetroit Free Press

Discovery launching network for rich men and their cars

NEW YORK — Discov-ery Communications Inc. is launching a television network for rich guys and their toys.

Called Velocity, the new network will replace the current network HD The-ater in some 40 million homes on Sept. 25, Discov-ery officials said Thursday. The target audience is men with incomes of $150,000 a year and more.

“We just felt like this was a space missing in the marketplace,” said David Zaslav, president and CEO of Discovery Communica-tions.

H D T he at e r wa s launched in 2002 with the specific purpose of showing

high-definition versions of programs on other Discov-ery networks. The rapid adoption of high-def by con-sumers, and the addition of high-def versions of a full network’s signal, rendered HD Theater obsolete.

Discovery has tested a series of programs on HD Theater in recent months that will make the switch to Velocity. They include “Chasing Classic Cars,” “Cafe Racer” and “Mecum Auto Auctions.”

As those titles suggest, cars will be the bull’s-eye of Velocity programming, Zaslav said.

“Culturally, cars are so important for us guys in America,” he said. “We grew up dreaming about what the day would be like

when we got our licenses and what cars we would drive.”

Velocity also will tele-vise an upscale sailing race that touches on five oceans, travel program-ming to upscale locations, adventure sports and “real-life adrenaline shows,” said Robert Scanlon, senior vice president of Velocity.

If done right, Veloci-ty could be a magnet for advertisers, who generally pay a premium to reach an upscale audience.

There are no plans for a network to appeal to rich women. Discovery also operates the Oprah Win-frey Network, TLC and Animal Planet, networks with strong appeal to wom-en, Zaslav said.

By David Bauderthe associateD Press

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The Smart Fortwo Elec-tric Drive is a one-car roll-ing slowdown on the high-way, but it’s easy to park, and its owners will nev-er have to buy gasoline again.

And its factory-listed 62.5-mph top speed is a slam-dunk, eat-your-heart-out-Geoffrey Fieger defense against speeding tickets.

I hit an indicated 64 mph in a giddy moment on the Lodge Freeway in Detroit, but that was downhill and in the wake of a Ford Econoline that swerved around me when the driver realized the Smart really was going that slow.

With lease prices start-ing at $2,500 down and $599 a month for 48 months, the two-seat Smart Fortwo Electric Drive coupe serves main-ly to reinforce the value of the Nissan Leaf and Chevrolet Volt, both of which cost less and deliv-er more.

The convertible ver-sion of the electric Smart leases for $2,500 down and $649 a month over 48 months.

Both lease prices reflect a $7,500 federal tax credit for the battery-powered car. The Smart Electric Drive is only available by lease, but the sticker price of the coupe I tested was $44,837, excluding desti-nation charges.

Smart plans to sell only a few—about 250 — of the cars. The company says a new version to arrive next year will have new batteries and better per-formance. It hopes to sell more of those.

The 2011 model uses lithium-ion batteries sup-plied by electric-car spe-cialist Tesla.

The EPA rates its cruis-ing range at 63 miles on a full charge and says charging from zero to full takes 12 hours at 220 volts.

The Smart Electric Drive delivered on all those numbers over the several days of my test drive. A motivated, hyper-miling EV enthusiast could probably exceed the EPA estimate.

By comparison, the Leaf seats five, matches the Smart’s 63-mile EPA range rating and leases for $349 a month, $2,500 down and 36 months.

The Volt’s battery-only EPA range is about 35 miles, but its gasoline-powered onboard genera-tor can produce more elec-tricity for a total range of 379 miles.

The Volt leases for $350 a month, $2,500 down over 36 months. The Volt and Leaf lease prices reflect the same federal tax cred-it as the Smart.

The Smart’s electric motor is rated at 20kW for constant use and peak output of 30kW — 27 and 40 horsepower. It’s mated to a single-speed trans-mission that drives the rear wheels.

Its output looks puny compared with gasoline engines, but the electric Smart weighs just 1,958 pounds, and the motor delivers its full 89 pound-feet of torque immediately. Acceleration is adequate on surface streets.

The drivetrain is smoother than the gas-oline-powered Smart’s herky-jerky automated manual gearbox. The ride is bumpy. Road and wind noise become very notice-able at highway speeds, or as close to them as the car gets.

The electric Smart has many of the same virtues and faults as the conven-tionally powered model.

Despite its tiny size — at 106.1 inches long, near-

ly 3½ feet shorter than a Mini Cooper — the For-two provides plenty of room for its two passen-gers.

Smart cleverly pack-aged the big battery pack so it does not reduce the car’s limited cargo space.

The electric heater warms the interior quick-ly and effectively.

The interior is trimmed in cloth and not partic-ularly well equipped. There’s only one power point, and it’s inconve-niently close to the two cup holders, which are themselves inconveniently placed on the floor below the center stack, a long reach from the driver’s seat.

The less-expensive Volt I drove just after testing the Smart had a naviga-tion system, CD player and two rear seats, among other features the Smart couldn’t match.

The Smart Fortwo Electric Drive’s gas-free driving provides an ini-tial thrill, but its high cost, low speed and oth-er limitations will send all but the most devoted EV enthusiasts back to the pump. It’s almost like that

By Mark PhelanMcclatchy-tribune news service

Smart Fortwo Electric lacks spark

Don Kelsen/Mcclatchy-tribune news serviceThe electric version of the ultra-compact, two-door, two-seat 2011 Smart Fortwo can travel 63 to 98 miles per charge using its 30-kilowatt permanent magnet motor and 16.5-kilowatt-hour lithium-ion battery pack. Its top speed is 65 miles per hour.

2011 SMART FORTWO ELECTRIC DRIVErear-wheel drive two-

passenger subcompact hatchback

n Price as test-ed: $599 a month four-year lease with $2,500 down payment n Rating: One out of

four stars n Reasons to buy:

easy to park, battery powered, you won’t get speeding tickets n shortcomings:

top speed 64 mph, 63-mile range, bumpy ride

Side-view mirrors distort reflection for good reason

QUESTION: Why does a car’s passen-ger-side mirror show objects to be farther away than they are, while the driver’s side has a “regular” mirror?

ANSWER: Good question, Margaret. Your passenger-side mirror is a convex mir-ror, with an outward curve in the glass sur-face, which allows a greater field of vision. While seated behind the wheel, your eyes are about two feet from the left side mirror and six feet from the passenger side mir-ror. The longer dis-tance between eyes and passenger-side mir-ror would result in a narrow view down the right side of the car were it not for the mir-ror’s assistance.

Q: My battery is six years old. I know this is pretty old. Is there a way to test it (at home) to know if it’s still dependable?

A: You’re correct that this is a mature battery. How did the engine start this past winter? If all seemed well on the

coldest mornings, this is encouraging. A profes-sional might test your battery in one of two ways — either a tra-ditional load test, or a more techie check of the battery’s cell conduc-tance.

Let’s create a home version of the load test.

Using a simple volt-meter, check the bat-tery’s open-circuit volt-age, meaning nothing is turned on. A fully charged battery in good condition should read 12.6 volts or higher.

Next, if possible, determine a method of disabling the vehicle’s fuel system, such as by removing the fuel pump fuse or unplug-ging fuel injectors. Now crank the engine for 15 seconds with meter leads clipped on to the battery termi-nals, observing bat-tery voltage on the meter. If the voltage remains steady and above 11 volts, it’s still in competent condi-tion. Should the volt-age fall below 10 volts or noticeably decline while cranking the starter, I’d start shop-ping for a battery.

By Brad BergholdtMcclatchy-tribune news service

associated Press files


Car dealerships hiring, remodeling as sales riseLOS ANGELES — With

shoppers flocking back to showrooms, auto dealers are making money again and have begun sprucing up reception areas and hir-ing back workers.

Some big auto dealer-ships are even spending millions of dollars snapping up independent dealers and smaller chains — a sign of renewed confidence in the industry, analysts said.

“We are seeing some daylight in the automotive business,” said Dan Turner, general manager of Power Ford in Torrance, Calif. “It is starting to become an

exciting time again.” That has translated

into thousands of new jobs. AutoNation Inc., which owns Power Ford, has hired 109 workers at its 45 dealerships in Cali-fornia this year, bringing its head count to 3,155 in the state.

Ruben Gonzalez lost his job at an Office Depot store at the start of the year but found new employment last month as a service adviser at Power Ford.

“It is really good to be back in the workforce,” said Gonzalez, who lives in Los Angeles with his wife and two children. “As a parent, I really wanted to prevent our

young sons from seeing that Dad was in despair. I was the person bringing home the bacon in my household, and I wasn’t.”

The auto business is rebuilding from a histor-ic downturn during which both General Motors Co. and Chrysler Group under-went government bailouts and bankruptcy restruc-turings while they and oth-er manufacturers suffered from plunging sales.

Dealers were caught in the freefall.

GM and Chrysler closed hundreds of dealerships as part of their bankruptcy reorganizations. Franchises selling other auto brands

also closed. Since 2008, the number of U.S. auto deal-ers has plunged 15 percent to 17,680, according to the National Automobile Deal-ers Association.

Auto dealership employ-ment dropped 15 percent to 892,100 during the same period.

Now, rising car sales are helping the surviving deal-ers recover.

In the first three months of this year, Americans bought more than 3 mil-lion vehicles, a 20 percent increase from a year earli-er and the equivalent of a seasonally adjusted annual pace of more than 13 mil-lion. That compares with

annual sales of just 10.4 million in the depths of the downturn in 2009, the worst for auto sales since 1970.

Even California, which “was one of the first mar-kets to decline,” is having a recovery in auto sales, said Mike Jackson, chief executive of AutoNation, which owns 210 dealerships in 15 states.

Independent owners also are adding employees so they can handle more cus-tomers. Some dealers were so short on staff, it was tak-ing them more than five hours to negotiate a deal and deliver the car, said Chris Sutton, senior direc-

tor of J.D. Power and Asso-ciates’ automotive retail practice.

“When they get busy, they don’t have enough peo-ple to staff the floor and the finance department,” he said. “It’s not to the dealer’s benefit to see people sitting around and waiting.”

Car dealers have become profitable again because during the slump, “so many were pushed out of the busi-ness either by their own volition or by the manufac-turers,” said Jeremy Anwyl, CEO of auto information company Edmunds.com. The pickup in sales volume is spread across fewer fran-chises, he said.

By Jerry HirschLos AngeLes Times

Tesla courts wealthy shoppers with high-end storeSAN JOSE, Calif.

— When you’re meet-ing friends for lunch or shopping for shoes, you can also stop by the new Tesla Motors store in San Jose to design your own $109,000 Roadster.

The store is the first of its kind for Tesla, featur-ing interactive displays designed to lure curious consumers through the door. It’s also a prototype for the additional stores the Palo Alto, Calif.,-based company plans to open as it prepares to launch the Model S sedan in 2012.

Tesla’s Roadster — a two-seat, high-end elec-tric sports car — sits in the middle of the store. A large interactive monitor allows you to custom-build your own Roadster, from choosing the paint color to designing the leather interior, and then see your car “on the road” in various

locations. Another features short videos of current Tes-la owners talking about what it’s like to be an own-er. A third features three-dimensional graphics that delve into Tesla’s technol-ogy, from the powertrain to regenerative braking.

“We are revolutioniz-ing the auto purchase and ownership experience,” said George Blankenship, Tesla’s vice president of worldwide sales and own-ership experience. “At a typical car dealership, the goal of the dealer is to sell you a car that’s on the lot. At Tesla, we’re selling you a car that you design. The shift is that people say, ‘I want this car.’ ”

The company has 17 stores around the world, including in New York, Paris and Tokyo.

The San Jose store, located in the high-end Santana Row shopping area, is sure to attract casual shoppers who

wander in to sit in the Roadster or who want to learn more about electric vehicles and the Tesla brand.

Before joining Tesla, Blankenship worked for several years as the retail-ing czar at Apple. Apple’s sleek, customer-focused retail stores have been wildly successful, and cus-tomers regularly line up around the block for the latest iPhone or iPad.

The vibe at the Tesla store is similar. Part art gallery, part auto show-room, customers are wel-comed into a well-lit, airy showroom and treated like guests. There’s free cof-fee and comfortable white leather chairs to sit in. It’s kid-friendly: leather stor-age bins carry troves of mini Tesla Roadsters in the form of Hotwheels, as well as crayons, coloring books and children’s books about electricity. Tesla wants parents to bring

the whole family to the store, and stresses that kids are allowed — even encouraged — to climb behind the wheel of the car in the showroom.

“Every 6-year-old needs to be able to climb in the car,” said Blankenship. “We want teenagers in the car.”

There’s an empha-sis on social media: You can log in via Twitter to announce that “I’m at the Tesla Store Santana Row” or share the Roadster that you’ve designed on Face-book.

And there’s all sorts of merchandise, from Tesla T-shirts and sweatshirts to golf balls. There’s even “onesies” for babies, with one saying “It’s electric, baby.” (Cost: $22).

“It’s meant to intrigue, inform and engage,” said Blankenship. “If people are smiling when they walk out the door, we’ve met our goal.”

By Dana HullsAn Jose mercury news

LiPo Ching/mcTA Tesla car is displayed in the showroom of Tesla Motors in San Jose, Calif., on Wednesday.


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