I’m not going to read this, take me right to the pictures . . .

My son and I just returned from our annual pilgrimage to New York to worship the gods of the almighty internal combustion engine. The New York show is not one of the most significant shows in the world - Detroit, LA, Geneva and Tokyo are more important to the auto industry - but it’s still quite large and gets enough attention from the auto manufacturers to have a fair number of concepts alongside production models. 

All major car companies that sell in North America were represented, with the unusual exception of Maserati.  I kept thinking that maybe they were tucked in a corner somewhere, but we never found them.  As always, there were also a variety of small, specialty automotive companies and  after-market equipment producers selling everything from fuzzy dice to ejector seats (yeah, I’m kidding about the latter, but you get the idea).

Most of the show attendees appeared to actually be shopping for cars as opposed to being whack-job auto enthusiasts like my son and me.  While there were a huge number of people at the show, I would guess that attendance was actually down from previous years.  Fill in what that means to you, the economy and life in general here . . .

If there was a consistent theme for the show, it was lean and green.  Loads of hybrids, diesels and electric cars.  There were even several hydrogen fuel cell vehicles.  Some really innovative engineering is going on at a variety of companies and mileage is certainly increasing in several ways.  While there are no real breakthroughs yet, there is a lot of interesting momentum. 

The focus on better mileage and cleaning up the environment has not slowed the auto maker’s desire to fulfill man’s basic need for more horsepower and torque, though.  Loads of big engines and high performance vehicles were on display.  Of special interest is the rounding out of the pony car stable with Chrysler and Chevrolet both at or near production of their Ford Mustang competitors - the Challenger and Camaro, respectively.  I’m bettin’ that they’ll sell like hot cakes, even with gas nearing $4/gallon.

Speaking of power, speed and acceleration that quickly shrinks that Subaru you just passed into a small speck in your rear view mirror, the new Corvette ZR-1 was on display as was the Nissan GT-R.  The GT-R is the US-bound version of the long-awaited Nissan Skyline.  A car that has been the king of the performance heap in Japan for ages.  I’m not thrilled with its looks, but it’ll be one seriously fast car when it hits US roads.

GM keeps plugging away to find the secret sauce to a comeback.  Besides showing virtually all of it’s multi-ton SUVs and trucks in some form of hybrid/electric/fuel cell configuration, they showed off two new Pontiac performance vehicles recently ripped off from their Holden (Australian) subsidiary.  The G8 and its bastard child, sport-truck, El Camino redux.  The G8 looks good, has a reasonable interior and a big engine.  At its relatively low price point, it should do some damage to the imports which will have a have a difficult time competing with a weak dollar.  The G8/El Camino thing is a no-go in my book.  I love the concept.  I just think the execution is half-baked.

Part of GM’s barrage of announcements was the CTS Coupe.  I really like this car.  It’s styling is unique and the platform is solid.  There are going to have to be changes made to it for production (which I read has been green-lighted already), but if they can keep somewhat faithful to the concept, it’ll be a knockout on the road.  Can’t wait to test drive the CTS-V Coupe.

Finally, I got to see my ultimate dream car at this year’s show.  The Mach 5 was there.  When I was a kid (long before Luke Skywalker was around), Speed Racer was my idol.  The car (one of four) was there to promote the upcoming movie.

You can see all the full-size pictures and more here.

Popularity: 21% [?]

It seems that every journal these days, whether it be printed or online and regardless of the constituency it serves, does some quantitative analysis of quality.  Of course, there are also loads of third party quality reviewers (think J.D. Power) and several quality awards (think Malcolm Baldrige) all of which attempt to gather loads of data about actual quality to help consumers decide which is the “best” product they can buy.  Most of these analyses miss, however, the subjective recognition of quality.  That is, the quality in a product that our senses tell us exists or not.  This is, of course, not only difficult to measure, but it’s also relative to our expectations and to our life experiences.  In the end, though, it is often our subjective measures of quality that have a greater impact on our perceived view of overall quality than the actual defects and anomalies we experience when using a product.

It’s this reason why so many products with good user interfaces are often recognized as being of higher quality than those with poor user interfaces.  Maybe books shouldn’t be judged by their covers, but they frequently are.  For software products, a sexy GUI, which is so strongly visually oriented, is seen and interacted with constantly.  For many, it gives a much stronger indication of the quality of the product than the computational guts underneath it, which are only experienced through their interfaces.  In this light, hardware products are even more interesting since our interaction with them involves many more senses - sight, of course, but also touch and sometimes even smell and hearing.

[Note: I'm not referring to ease-of-use here, which I believe is a different, although related, dimension.]

As you might expect, cars are a perfect example of this.  Since most of us have had the experience of interacting with many cars through our lives, we all have some perspective on how a car should work, feel, sound and even smell (ahh, that new car smell).  As we approach a vehicle, we make a subjective judgement of the quality of the car.  Is it rusted?  Is it dented?  Is a tire flat?  Is it dirty?  The really interesting valuation, however, comes as we enter the car and start to interact with it.  Does the door open easily?  Doesn’t it close with a reassuring, solid “thunk?”  Is the seat comfortable?  There are so many sensory inputs, it’s difficult to even list them.  Yet, our brain is taking them all in and using them to calculate that important, subjective analysis of the quality of the car - whether we realize it or not.

Particularly interesting (to me, anyway) is the immediate feedback I recognize from the materials used inside a car and the look and feel of the switchgear.  The switchgear consists of the various knobs, dials, buttons, sliders, levers and switches that let us physically interact with the car and/or give us tactile feedback of the car’s various settings.  While the functions of most cars are relatively standard, almost every vehicle manufacturer makes different choices when it comes to a car’s switchgear.

First, materials.  The materials chosen for a vehicle are often determined by its target market or price range.  Even with virtually limitless advances in plastics and manufacturing, cheaper materials still tend to give most people a quick sense of the subjective overall quality of the finished product with less expensive vehicles often sporting harder, shinier plastic surfaces and perceived of having lower quality.  Again, these are not indicative of the functional quality of the vehicle, but its subjective quality.  Even people who have never been in a Rolls Royce (most of us) will recognize the difference when sliding into a hand-sewn leather seat made from 42 manually-selected hides harvested from cows raised for the specific purpose of donating their overcoats to the drivers butt versus the vinyl, sweat-inducing material in cheaper vehicles and relate that difference to a difference in quality.

Interestingly, the look and feel of switchgear may have even a greater impact on the perception of quality that a driver gets from his/her vehicle.  When the turn signal stalk takes Arnold Schwarzenegger size biceps to move and engages with a deafening “snap” sound, leaving the driver to suspect that he/she may have broken the stalk in half, the driver will not likely perceive this as a sign of quality.  On the other hand, when a knob is rotated on the dashboard with detents that are subtle, yet precise, the switchgear can exude a sense of quality that is profound, but almost too difficult to describe.

As you would expect, the greater the perception of quality will frequently translate into a decision to by your product over your competitor’s.   Does it cost more to increase subjective quality?  Probably, but not always inordinately (as in the case with the Rolls Royce, above).  The lesson here is to not to focus all of your quality efforts on the underlying function or performance of your product.  For many products, the customer may be buying the product for those factors, but it’s not the ones they will interact with on a regular basis.  The user interface and feedback that your customer receives from the product will drive much of their overall view of the product and even more of their subjective analysis of its overall quality.  A positive view will lead to happy customers who buy more and help market your product to others.

Popularity: 33% [?]

When I was a teenager, I felt that I made my fair share of MacGyver-esque moves. I could do a complete carburetor replacement on the side of the street using duct tape (in-a-pinch gasket replacement) and pencils (for the vacuum lines, of course). I circumvented the security on my high-school’s teletype machine using a paperclip and a telephone cord and I made a canon that fired potatoes using a plastic tube, an old barbeque igniter and a can of aerosol antiperspirant.

My moves always paled in comparison to what my friend John could do, though. John had and has the ability to diagnose a problem and then take an almost instantaneous inventory of the tools he has at hand to deal with it. This was never more clear than when the two of us hopped into a rental car late one night in a San Francisco parking garage. When I turned the key to start the car, nothing happened. We could see that there was plenty of power - lights and accessories worked great - but there was not even a hum from the engine compartment. We popped open the hood and saw . . . nothing.

To make a long story somewhat shorter, John diagnosed that the solenoid that engages the starter motor wasn’t moving into place. He then went at how to fix it with the tools we had at hand which, in a rental car, don’t amount to much.  John then - don’t try this at home - pulled out the oil dipstick and used it to short the starter motor directly to the battery (you only need one connection because the starter motor, like most of the car’s electronics, is grounded through the chassis), routing the roughly 1 zillion amps of current through a skinny piece of metal that although wiped fairly clean, was still covered with a layer of flammable liquid.  The car started, we didn’t die in the process, John saved the day.

I thought of John when I was pointed to this YouTube video by a post on Toolmonger.  It demonstrates how you can create an emergency light source out of just a pencil and a couple of pieces of wire.  Very handy.

Did I ever mention how I once used my then girlfriend’s pantyhose as a fan belt replacement?  I’ll leave that for another post.

Popularity: 27% [?]

No one can say I didn’t warn ‘em.  I’ve been talking about this for a while on this blog, to anyone who’ll listen and to many that are smart enough not to.  Diesels are a better solution to minimizing the drain on dead and rotting dinosaurs than gasoline engines, even when coupled with batteries and electric motors.  According to AutoBlog, it looks like Honda gets it (I’d love to take credit for it, but I doubt any Honda employees read this blog) and is dumping the current hybrid technology in their popular midsize cars, including the Accord Hybrid, and replacing both the gerbil and it’s running wheel with a real motor - one solely motivated with black gold, Texas tea . . diesel fuel.

According to the post:

. . . Honda seems set to make it official. There will be no new Accord Hybrid in their lineup. Instead the North American market will get a diesel Accord to fight the mileage wars.”

It looks like the diesel engine of choice will be a 2L+ size, 4-cylinder motor using the new ultra-clean diesel fuels that meet California’s strict Tier II / Bin 5 standards.  As you’d expect from California, these are the toughest diesel emission standards in the world.  This engine should offer more torque than the current V6 hybrid (lower HP, though - it does have two fewer cylinders), with better fuel economy.  While the first engine will be a 4-cylinder, it looks like Honda will back it up with a V6 offering more torque and power while remaining on a petrol diet.

The new Honda engine will be available in 2009 cars.  Start looking for diesels from other manufacturers passing you while you’re refilling your Prius starting next year.

Popularity: 17% [?]

Oh, how I love when the market research and resulting SWAGs of reputable people or organizations backup claims I’ve fabricated out of thin air!  In this case, it appears that two such organizations - UBS and Ricardo - are projecting that diesels will outsell hybrids (gasoline/electric) in the US by 2012.  Their report (download the full UBS report in PDF form here), according to AutoBlog, states that 2.7M hybrid and diesel cars will be sold in the US in 2012 with 1.5M of those units being diesel consuming beasts.

To be fair, I never made that exact claim.  I have repeatedly stated, though, that hybrids are reasonable solutions made way more reasonable when using diesel powerplants instead of gasoline ones.  As it turns out, the report says exactly that.  According to the blog post:

More likely is a scenario in which fuel efficiency and emissions requirements reach a point where diesel-hybrids become a necessity. As batteries improve and Series Hybrids like the Chevy Volt become a reality, diesels will be the likely choice as range extenders.”

The full report also makes a convincing argument that economically, it makes more sense for auto companies to invest in diesel.  Simply put, diesel engines cost much less to produce and maintain than hybrids.  Add that to the fact that the technology is already well understood and it’s benefits - both ecological and economic - are better in most cases than gasoline/electric hybrids, it’s really a no-brainer.

The AutoBlog post wraps it up pretty succinctly:

The report concludes that the added complexity of hybrid systems with their batteries, electric motors and internal combustion engines won’t be able to overcome the cost advantage of a modern diesel engine, even with the expensive exhaust treatment systems needed to make diesels meet our new stricter emissions requirements.”

The UBS report with it’s focus on investment conclusions has a pretty complete description of the technologies, markets and economics of the alternatives.  Definitely worth a browse if you’re interested in this stuff.

Popularity: 12% [?]

Well, it’s not really the Shanghai Auto Show. Officially, comrade, it’s the 12th International Automobile and Manufacturing Technology Exhibition.  Insiders in the auto industry are predicting that this “car” show will be the biggest and most important in the world within 10 years.  Why?  Because by that time, China will likely surpass the US as the largest car market in the world.  Over a billion people with a soaring economy will do that.  It’s not only the buyers that are driving (pun intended) this growth, but the sellers as well.  The Chinese auto industry is growing rapidly with plans to start selling vehicles outside their home market in the next few years.  Get used to brands such as Chery, BAW, Great Wall and Brilliance coming to a showroom near you.

While many auto makers from around the world used the show to introduce the future direction of some of their vehicles, the most interesting, to me, was GM’s use of the show as a platform for pushing Buicks.  That’s right - Buicks.  As it turns out, the Chinese are gaga over GM’s semi-luxury brand.  Who knew?  China is the largest market in the world for Buicks with 300,000 cars sold their last year.  GM is really pushing these cars in China, even putting a design center there.  At the show, a new Riviera was introduced, designed at least in part in China and around the Shanghai Automotive Industry Corporation’s hybrid drive system.  Apparently, Buick also showed off a new Park Avenue which looks sorta like a Lexus LS, if you ask me.

It would be truly interesting if the lumbering Detroit giant that is GM had a resurgence as a result of the huge Chinese market.  It certainly would be among the myriad of things I never would have guessed.

Popularity: 12% [?]

My son and I went out to Phoenix to, among a few other things, spend a couple of days learning how to drive fast (and well) at the Bob Bondurant School for High Performance Driving.  My son (almost 17) took the Advanced Teenage Driving course and I took the Z06 (Corvette) Experience course.  Both were two-day courses that could be extended to three if you wanted more time on the track.  We would have loved to have it, but our schedule didn’t permit it.  The time there was a blast and after a slow start, ended up being better than we had expected.

If you’re interested in such things, Bondurant offers a bunch of “driving” as well as “racing” and “karting” classes.  When you look at their catalog, you wonder how they can offer so many classes.  The secret is, many of them are the same.  For example, my Z06 Experience class was almost identical to my son’s Advanced Teenage Driving class which was exactly the same as the High Performance Driving class that was being offered at the same time.  In some cases, the cars are different and the order that exercises are done in may vary, but the course activities, themselves, don’t vary much (of course the more advanced racing classes are in a completely different category).  The Bondurant school is a huge facility, though, so there is always plenty of space for classes to be doing their respective activities simultaneously.

During the first day at the school, we got off to a slow start.  We didn’t have as much time in the cars as we would have liked or expected.  There is time in the classroom getting to know the basics, but of course, everyone is anxious to go out to the track.  Things pick up in the afternoon and vastly improve in the second day where we spent hours in the cars.  The basic lessons that we worked on in our sessions were the line you drive while on the track - how to make turns, brake and accelerate as fast as possible while driving - and handling emergency situations in your car - panic braking and skidpad control.  There’s pretty much no time on the road outside of classes like this that you get to repeatedly take a car from 65 MPH to zero as fast as possible while experimenting with the handling characteristics of the car you’re driving.  The big open expanse of asphalt at Bondurant makes for a great place to practice what you’ll do when the kid on the Schwinn darts out in front of your car.

Of course, one of the absolute best things about the course is that you get to beat the crap out of someone else’s high performance vehicle.  You might be a bit afraid of pushing your own car into a corner at full speed, but when it’s someone else’s, well, you get the picture.

The school is a lot of fun and you get to learn loads of stuff about how to handle a car.  Having not tried any other schools (there are schools other than Bondurant that teach similar stuff), I can’t compare them.  I can say that our Bondurant experience was very positive, although I can’t imagine doing the school in Phoenix in the heat of the summer - ouch!  My one piece of advice is that unless you’re really interested in driving a specific vehicle, take the cheapest course that meets your needs.  As I said earlier, several of the course are identical and I’m sure that other courses have overlapping activities.

An afterthought: If you’re willing to beat up your own vehicle, there are many car and driving clubs throughout the US and I assume, the world.  These clubs go to big parking lots to do autocross or to tracks for faster driving.  They often offer instruction and are safe and fun.  Last fall, I did an event with the New England Region of the Porsche Club of America which was a total blast, and I don’t even own a Porsche.

Popularity: 13% [?]

While in Arizona this week, I was able to get my hands on one of Hertz’ rent-a-racer Shelby GT-H Mustangs.  This is a special run of higher performance Mustangs assembled by Shelby Automobiles exclusively available from Hertz for rental at “select” locations.  This is a rehash of a similar program rolled out in 1966 where Hertz and Carroll Shelby produced 1000 Shelby Mustangs and made them available for thrashing for a $17/day rental fee (plus mileage, of course).

The new versions, rolled out in 2006, are from a smaller run of 500 cars.  Like their predecessors, they are all black with gold stripes - the Hertz colors, of course.  The engine is a stock Ford 4.6 as found in the standard Mustang GT, with Ford Racing cold air intake and performance exhaust; tuned shocks, lower springs, sway bars and a variety of braces.  Several other tweaks are made, but nothing too severe.  All cars sport automatic transmissions.

The car I rented had 14K+ miles on it and they all looked and felt like pretty hard miles.  More on that in a minute.  The rental process is not the standard find-your-name-on-the-board-get-in-the-car-and-drive-out-the-exit one used during most car rentals.  You have to go in and see a manager, who then walks you out to the car and goes over every detail of the exterior and engine compartment with you.  Anything even slight awry is noted.  I was warned several times that the car had to come back the way it was when I took it ”or else.”  OK, he didn’t really say “or else,” but whatever he said, that’s the message I got.

The first thing I noticed when I got in the car is that a lot of #2 plastic recyclables gave their lives for the interior.  Wow, there was a lot of plastic in the car.  The seats were beat, but I would bet that they were never that great to begin with.  Sight lines and visibility were OK, but the cowl on the hood made seeing small children in front of the car an impossibility.  Oh well, sacrifices have to be made . . .

Next, it became clear that while there is a nice torquey feel to the car when the go-fast pedal is pressed, the noise to speed ratio is out of control.  What I mean is that the engine revs and the exhaust sounds great, but the cars motion isn’t proportional.  The accelerator has to go through a big arc before the car is really hauling.  Needless to say, it does haul, there’s just nothing subtle about getting it there.  I never got to really open it up because there was traffic everywhere I went.  Cornering was as expected.  With stability control on, I never found its limits on public roads.  The squealing tires don’t instill loads of confidence, though.

If you’re a refinement snob, there is little that you’d like about this car.  Go rent something else.  If you like the look and feel of classic American muscle, though, you should definitely give this rental ride a try.  It runs a bit more than $17/day now, but mileage is unlimited <g>.

Popularity: 15% [?]

If you want to skip my drivel about the show and just see the pictures, click here.

My son and I made our annual pilgrimage to New York City for the Auto Show last week.  We go to take a look at the few concept cars there, to see exotics that we don’t get to see very often on the streets of New England and to enjoy the perplexed faces of those who actually use the show to shop for a car - the impossibly crowded space barely allows viewing of vehicles, let alone any type of thorough examination.

This year was a bit disappointing.  There were no surprises - between us, we get just about every car magazine available in the US and read a load of auto blogs -  and the concept cars didn’t blow us away for the most part.  The Chevy Camaro, probably the best of the concepts there, was also at last year’s show.  Lexus showed their LF-A supercar, which is cool, but will have to change drastically before it hits the streets if, in fact, it ever does.

Auto media pundits are claiming that the best of show was the Lexus LS600h L.  This is the hybrid version of Lexus’ long wheel base (think Mercedes S Class, BMW 7L Series, and Audi’s 8L).  It’s a big car with reclining rear seats as an option.  That should give you some idea of the size.  The car also comes equipped with Lexus’ new 8-cylinder engine displacing 5.0 liters.  So why the 600 moniker?  Because the hybrid technology used in the car makes it generate the power of a 6 liter engine because of its added electric motors, according to Lexus.  Whatever.  While I’m certainly not a huge fan of the current gas/hybrid implementations (see my posts on the subject), I think that applying hybrid technology to big vehicles is a very good idea.  I stand by my belief that these big vehicles should also primarily be driven by diesel engines, though.

My son thought the highlight of the show was a tossup between the Lexus IS-F (notice the consistent Lexus “F” label - it represents Lexus factory tuned line of vehicles like Mercedes’ AMG, BMW’s M and Audi’s S) and the Audi R8.  The Lexus is a significant car in that it is a real competitor to the BMW 3-series.  Lexus shoehorns a 5 liter 8-cylinder engine generating 400+ hp into a fairly nice package to create a real pocket rocket.  Automatic-only and a likely dose of Lexus softness will probably differentiate it from the Bimmer.

I have to agree with that the R8 is very cool.  Audi is going after Porsche with this two-seat, mid-engined baby and they’ve done a great job, at least when it comes to the design.  I’m not sure I like the panel aft of the doors (see the pix), but it doesn’t take too much from the whole car.  The car uses Audi’s 4.2L 8-cylinder engine from the RS4.  They’ve also announce another version with a slightly detuned Lamborghini (which they own) 10-cylinder engine set to compete with Porsche’s Turbo.  When this thing is released as a convertible, then I may have to jump into the R8 as best in show camp.

I love the look of the new AMG versions of the Mercedes S and CL classes of cars - the S63/65 and CL63/65.  While there has been a lot of press on these and they were not big NY Auto Show announcements, I think that seeing them were the highlight for me.

Those who know me also know that my tastes run a bit to the unconventional side of many things, especially cars.  So it should come as no surprise that my favorite “car” of the show was the Dodge Sprinter.  I guarantee that you have seen Sprinters around, although you probably ignore them.  They are becoming the handyman, plumber and electrician workhorse vehicles, replacing many vans.  They are impossibly large vehicles inside - much larger than they look like they can be from the outside.  When you get in them, two thoughts cross your mind.  First, you wonder if you could play basketball inside them and, second, how does the structure stay upright given the fact that there’s no cross-bracing.  The Sprinter comes in a variety of configurations from totally utilitarian to a fully-customized camper (with room for your entire neighborhood).  I love this thing.  It’s too bad that it would never fit in my garage.  Otherwise I might be tempted to add one to the 2-Speed fleet.

A very clear trend worth noting from the show is the number of small cars being produced or proposed by the world’s auto makers for American roads.  My guess is that the soon-to-be-introduced Smart ForTwo is driving some of the manufacturers to make sure they play in this emerging American market.  Europe and Asia have had small cars (I’m really talking about two passengers and an engine wrapped in a cocoon) for a while, it’s about time these were available in the US, even though sharing roads with Suburbans might be a little intimidating.  Personally, I think these cars are very cool and I welcome the onslaught of these new vehicles onto the American auto scene.

Check out all the pix here.

Popularity: 10% [?]

My son and I went to the New York International Auto Show last week (I’ll post on the show in the next few days).  While walking around the show floor, I was struck by how practical marketing has become in the automotive business.  Virtually everything related to promoting a vehicle has gotten so quantitative.  Car names have a letter indicating the body size and a number indicating the engine size.  We talk in liters of engine displacement, horsepower and torque measurements, gas mileage, cubic feet of storage space and number of cup holders.  Where’s the vision?  Where’s the passion and emotional connection?  Where’s the promise.

What happened to the days when car companies were in charge of promoting the promise of the future?  I’m thinking the celebration of winged flight, the space race or paving over a good portion of the planet so that we can get to the mall faster.  Fins, wings, nose cones  and rooftop windows all sent messages to the customer - be part of the amazing changes going on in the world.  Be part of the future.

The messages weren’t only embedded in product design.  Product names carried them as well.  I just ran across a list of The Ten Best Auto Marketing Names compiled by Car and Driver magazine way back in 1993.  What ever happened to great marketing labels like these?

• Go-Devil Power - 1942 Willy’s
• Velvet-Pressure Jumbo-Drum Brakes - 1953 Chevrolet
• Gyro-Torque Drive with Scat Gear for Passing - 1953 Dodge
• Kitten-Soft Seat Cushions - 1955 Chevrolet
• Scene-O-Ramic Windshield - 1955 Nash
• Trigger-Torque Engines - 1955 Ford
• Roto-Flow Torque Tube Drive - 1958 Buick
• Quadra-Poise Suspension - 1958 Pontiac
• Sculpturamic Styling - 1958 Chevrolet
• Roto-Matic Power Steering - 1959 Oldsmobile

I’ll add two of my all-time favorites to this list . . .

• Turbo-Hydromatic Transmission - Many years for GM
• Vista Cruiser - The Oldsmobile wagon with the side/roof windows

Kitten-Soft Seat Cushions.  Ya gotta love it.  OK, perhaps you can’t get away with that kind of schmaltz these days.  Have we gotten to the point where products can’t elicit dreams, though.  It seems like a real emotional attachment would provide great selling leverage.  Maybe it still exists, but like many, I’ve become jaded and ignore it.  Come to think of it, maybe I’m the guy being targeted with the H420-i GLX LWB Deluxe model name after all.

Popularity: 13% [?]