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Kia has an affordable vehicle that can be many things to many people. The 2013 Soul is a compact wagon/hatchback runabout that looks at ease both downtown in in the 'burbs, and offers style, space and a high level of features. The Soul was introduced in the summer of 2009, and immediately proved popular with Canadian consumers; you likely won't get through a day on the road without crossing paths with one.
It rivals hatchbacks such as the Mazda3 Sport, the Toyota Matrix and the Volkswagen Golf among others. Yet it's different at the same time, mostly due to its distinctive, boxy shape.
Instead of fitting a more conventional, horizontally laid-out dashboard in the 2013 Kia Soul, the Korean brand's design team squeezed all the buttons and display into a neat pod that overlaps the rest of the dash.
You'd think all that switchgear crammed together would be hard to use while driving, but it's not the case; everything is intuitively located, and even the navigation touchscreen is fairly easy to poke.
And there are many buttons because the Soul has many features. While the base model isn't equipped with A/C, alloy wheels and keyless entry, it does include heated front seats, power windows, Bluetooth connectivity, a sound system USB port, a full suite of airbags and stability control. All for under $17K.
Our loaded 4u Luxury model priced at $25,595, on the other hand, cost substantially more but piles on the features, such as leatherette upholstery, climate control, power sunroof, backup camera, LED daytime running lights, 18-inch alloys and intelligent key system. It also gets "mood" speakers mounted in the front doors that glow according to the beat of the music playing through the stereo, with a choice of colours, too. They look cool for about 10 minutes; definitely not a must-have.
The 2013 Kia Soul is surprisingly spacious for such a small vehicle. The tall roof allows occupants to sit straight on high seat cushions, which contributes to the airy feel. You get a good view of the road ahead and surrounding traffic, too.
On the other hand, the driver seat's right armrest feels more like it's wrapped in vinyl than simulated leather, and on a hot day, it didn't take too long for my arm to stick to it, which was rather unpleasant. In back, three people across will fight for shoulder room, even kids.
Lift up the square hatch, and you benefit from 546 litres of space for your belongings. Our kiddie stroller even fit sideways, which isn't always the case in compact vehicles. Flip down the rear seatbacks, and you get 1,511 litres of cargo room, which is more than in the 3 Sport, the Matrix and the Golf.
Although the base-trim 2013 Kia Soul is equipped with a sufficiently powerful, 138-hp 1.6L engine, the rest of the line-up gets a 2.0L four with 164 hp and 148 lb-ft of torque. That's more than enough muscle to give the Soul a little soul (pardon), even with the optional six-speed automatic.
On the other hand, the Soul could benefit from better steering feel; its electric assist feels like it's on coffee break all the time, and the wheel will tug in your hands while extra effort is required in tight turning situations. I'm expecting this to be fixed in the newly redesigned 2014 Kia Soul which arrives later this year.
The 4u and 4u Luxury trims also get the bigger wheels and what Kia calls a sport-tuned suspension. Again, here's an area that could use a little more work. The ride is harsh due to the combination of the stiff shock absorbers, the low-profile tires and the short wheelbase. More information about the program is available on the web site at www.hmhid.com.

It's still primarily an American car, as most design and engineering work was done by various Toyota divisions here and assembly is at the Georgetown, KY plant. But where previous Avalons were ultra-conservative in styling, the new one is bold and distinctive. It's an inch lower, with shorter front and rear overhangs and less clearance between the tires and wheel arches. Track is up slightly, all the better to improve stability and handling.
And it is chassis tuning that is most strikingly different attribute compared to any previous Avalon. Gone is the nostalgic softness of the past, replaced by a firm yet supple tuning that compares well with any European luxury sedan. The new Avalon is a car that is as at home on the scenic route as on the highway.
Which, of course, turned out to be a Limited with the Technology Package of Dynamic Radar Cruise Control, automatic high beams, and the Pre-Collision System suite of safety equipment. With standard blind-spot and rear cross-traffic monitoring, HID headlamps, power front seats, upgraded leather (leather is standard in all models), and both heating and cooling in front and heat in the rear seat cushions plus a premium navigation system, JBL audio system, and the Entune suite of connectivity applications in its spacious, contemporary, upscale interior, this Avalon treads very closely to Lexus territory. Despite a 68 horsepower "deficiency" and around 130 pounds more weight compared to a comparably-equipped V6 Limited, the hybrid was quick enough to easily deal with all merging and passing situations -- and got an average of 37 mpg for the week, with one 100-mile mixed highway and mountain road trip seeing over 40.
If you crave anonymity, this is no longer your car. Even though it's slightly smaller, the new Avalon has much more presence on the road. Without the Camry-like chromed crossbar Toyota grille, it wouldn't be readily identifiable as a Toyota. Looking at the front, one's eyes are alternately drawn to that or the ovalish lower grille as the dominant styling element. It's sportier-looking than any previous Avalon, with moderately-flared wheel arches, strong, angular shoulders, and semi-flared rocker panels on the body and a long, near-fastback passenger cabin.
Chrome implies luxury, and there is no shortage, with the upper and lower grilles at the front, the window surrounds and door handle trim at the sides, and the trim piece between the oversized wrap-around LED taillights at the rear most apparent. Hybrid models are distinguished by the blue highlights in the Toyota emblems on the hood and trunk, "hybrid" badges at the lower front of the front doors, and a "Hybrid Synergy Drive" badge on the trunk.
Other than the logo on the steering wheel hub, there is not much difference in appointment and comfort between this Toyota and a Lexus inside. The chromed plastic trim looks more plastic-like than does its counterpart in the "more upscale" Toyota brand, but the design, build quality, and materials are very, very close. Soft-touch materials are used for the top part of the instrument panel and doors, offset by thin chrome trim, woodgrain, and textured plastic in the center stack and console areas.
IntelliTouch capacitive switches on the center stack are a high-tech touch. Form, as good as it is, doesn't trump function, and the Optitron electroluminescent instruments are bright and easy to see in all lighting. An energy-use gauge replaces the tachometer in the hybrid. The leather-wrapped steering wheel has manual tilt and telescope adjustment. Audio and phone controls are on the horizontal spokes; lights, wipers, and cruise control are on stalks. Front seats are power-adjustable, with two memory positions for the driver's.
Standard safety equipment includes Toyota's Star Safety System, with ten airbags, whiplash-reducing front seats, front and rear crumple zones, side-impact door beams, and energy-absorbing steering column, an anti-theft system with engine immobilizer, and daytime running lights in all models. Touring and Limited grades have the blind-spot system, and Limiteds get LED DRLs and the Safety Connect telematics system, with the Pre-Collision System optional. More information about the program is available on the web site at www.hmhid.com.

FROM mid-September the new BMW M5 will arrive on our shores with a competitive edge.  
Starting from $229,900 plus on-roads, the 2014 model BMW M5 will be armed with the "Competition Package" which provides an 11kW boost to the TwinPower V8. That delivers a massive 423kW of power, helping slice 0.1 seconds off the 0-100kmh sprint time.
BMW M engineers have also modified the chassis set-up, and lowered the M5 by about 10 millimetres while the stabiliser bars have received increased torsional rigidity.
New external features include 20-inch M light-alloy wheels,

In between, three variants of the new Megane Wagon are now available, opening with the Dynamique at $26,490, which Renault says offers better value than direct rivals in the Holden Cruze Sportwagon, Opel Astra Sports Tourer, Hyundai i30 Tourer, Peugeot 308 Wagon and Volkswagen Golf Wagon.
Also fitted with a 2.0-litre petrol/CVT combination is the Megane Wagon GT-Line ($27,990), while the DCT-equipped 1.5-litre diesel Sportwagon GT-Line costs $30,490.
Topping Australia’s inaugural Megane wagon range at $36,990 is the new GT 220 Sport Wagon limited-edition, powered by a detuned 162kW/340Nm version of the three-door Megane RS 265 coupe’s F4R 2.0-litre turbo-petrol engine, matched with a six-speed manual. Just 220 examples will be available here from a global run of around 1000.
Cosmetic upgrades across the 2013 Megane hatch and wagon range include new-look front bumpers, revised headlights incorporating daytime running lights, new wheel designs ranging from 16- to 18-inch, chromed interior door-pulls and instrument bezels, new seat trims and new exterior paint colours including Capsicum Red and, for GT-Line models, Malta Blue.
All Meganes now also offer a new AM/FM/CD/MP3 audio interface with Bluetooth audio/phone streaming and USB/AUX sockets, plus one-touch lane-change indicators.
Expression models come standard with manual air-conditioning, cloth seat trim, power/folding body-coloured door mirrors, 16-inch Flex wheels, cruise control, speed-limiter, manual key card, height/lumbar-adjustable driver’s seat and a full-size spare wheel.
The same equipment is found in the entry-level Dynamique wagon, as well as dual-zone automatic climate-control with an air-quality sensor, an electric parking brake, hill-start assist, LED daytime running lights, front foglights, rear parking sensors, leather-trimmed gearshifter and steering wheel, 16-inch Kaleido alloy wheels and a luggage cover and net.
To this, mid-range GT-Line models add dual-zone climate-control, GT-Line chassis, GT-Line cloth seats, GT-Line badging, GT-Line bumpers, GT-Line dashboard design, grey door mirrors, RenaultSport speedo, auto headlights and wipers, boomerang-style LED DRLs, an electronic parking brake, rear parking sensors, leather-clad gearshifter and RenaultSport steering wheel, tinted rear/side glass, 17-inch Celsium alloy wheels, foglights, integrated satellite-navigation with new joystick control, keyless entry and starting and hill-start assist.
An optional Premium Pack adds $2500 to GT-Line petrol/diesel hatch and wagon model. It adds Cool Grey leather upholstery, heated front seats, rear armrest with cup-holders, a reversing camera, panoramic sunroof, front parking sensors and Renault’s Visio System.
Completing the Megane hatch range are top-shelf Privilege variants, which add 17-inch Sari alloy wheels, rear climate control air-vents, Charcoal leather seat trim with white piping and a power-adjustable driver’s seat.
The MY13 Megane Coupe-Convertible’s standard specifications line up with hatch at base level but add 17-inch Plenum alloys, auto headlights/wipers, dual-zone climate-control, foglights and a full folding glass roof, while GT-Line models add black leather trim and heated front seats and Privilege versions come with 18-inch Kanjara alloys, bi-xenon headlights and a wind deflector.
Apart from its upgraded engine and chassis, the GT 220 Sport Wagon comes standard with all of the GT-Line Wagon’s equipment, plus 18-inch Serdard gloss black alloy wheels with 245/40 Dunlop Sport Maxx tyres, a gloss-black rear diffuser, red-themed RenaultSport interior, GT 220 badging and numbered plaque and an RS monitor -- in place of sat-nav.

Renault has sharpened the price of entry into its Megane range, with the Expression model priced from $20,990 plus on-roads.
The updated Megane range also welcomes new wagon and 'GT-Line' models and the new GT 220 Sport wagon hero, entering at the top of five-door range.
The Megane Expression - now one of the most affordable small Euro hatches in Australia - is powered by a 103kW/195Nm 2.0 litre petrol engine, mated to a CVT auto transmission. Fuel use is listed at 7.8 l/100km.
The Expression gets 16-inch steel wheels and a cloth interior, along with cruise control and six airbags. There's also USB/aux audio, along with Bluetooth handsfree phone and audio streaming.
Renault's 81kW/240Nm 1.5 litre turbodiesel is also available, matched with a six-speed dual-clutch auto - but you'll have to step up to the $28,990 GT-Line hatch for that engine.
The GT-Line can also be had with the 2.0 litre petrol CVT, while the Privilege model again gets both petrol and diesel options.
Features in the GT-Line models include 17-inch alloys in front of a sports suspension package, LED daytime running lights, auto headlights and wipers.
There's also a RenaultSport interior package, satellite navigation, dual-zone climate control, rear parking sensors, keyless entry and start, and an electronic park brake.
Renault has also introduced a GT-Line Premium pack, with leather trim and heated front seats, parking sensors at the front, reversing camera, lane departure warning, auto high-beam, and a sunroof.
At the top of the main Megane line-up is the Privilege grade, offering most of the GT-Line's features but riding on softer suspension. There's also dark leather trim, air vents in the rear row and a powered driver's seat.
Move to the wagon bodystyle and there's the Dynamique grade, featuring 16-inch alloys and roof rails, LED daytime running lights, dual-zone climate control, Bluetooth and USB, cruise control and six airbags.
Luggage capacity in the Megane wagon is listed at 524 litres with the rear seats up, and 1600 litres when folded flat. There's a maximum load length of 2550mm.
The wagon body also gets the GT-Line trim grade, but ruling the roost is the $36,990 GT 220 Sport model, limited to 220 units for Australia.
Announced earlier this year, the GT 220 is driven by the same 2.0 litre turbo engine that powers the Megane RS, detuned from 195 to a still tasty 162kW.
The GT 220 is tuned by Renault Sport, but isn't quite at the Megane RS level. It packs a tuned suspension setup, but it lacks the hot hatch's special front diff.
Features for the GT 220 Sport include 18-inch alloy rims wrapped in Dunlop Sport Maxx rubber, a Renault Sport interior package and rear parking sensors.
The 220 also gets Renault's performance-tracking RS Monitor system, but this means it misses out on satellite navigation.
There's a Premium pack available for the GT 220, adding black/white combo leather in the cabin, heated front seats, reversing camera, bi-xenon headlights, auto high-beam and lane departure warning, and a panoramic sunroof.
All of the mainstream Megane models get a five-year unlimited-kilometre warranty, while the GT 220 gets a three-year unlimited-kilometre warranty.

Beasts of burden don’t need to look good. Chevrolet apparently didn’t get the memo on that, because from Day One, the Colorado pickup was designed to be a tough, no-compromise workhorse and a good-looking personal transport unit, in equal measure.
The work part of the Colorado is easy to spot. The pickup is big, its 5,347 millimeters X 1,882 mm footprint nearly as large as its full-size American counterpart. It’s actually longer than the Silverado but, sensibly, narrower, clocking at 91 percent of the full-size Chevy’s footprint. The truck is in the one-ton pickup class, its 1,138 kilograms surpassing that requirement. Towing capacity is a hefty 3,500 kg. Such a big load capacity puts powerful strain on the chassis, and the Colorado is prepared with an eight-point crossmember frame supporting the body. The high torsional rigidity gives the truck the capability to deal with such cargo and towing loads.
Propelling the pickup is Chevrolet’s new diesel engine, dubbed Duramax. With 2.8 liters of displacement, the power plant uses turbocharging with variable geometry and an intercooler to extract a maximum 180 horsepower and 470 Newton-meters of torque. The engine is mated to a six-speed automatic with tiptronic-type override. The additional gear ratios help to make quick work of hauling heavy cargo, while still being fuel-efficient, especially on the highway. The four-wheel drive system can be switched from rear-wheel drive to four-wheel drive high or four-wheel drive low via a convenient console-mounted switch. The engagement of the front wheels is done electronically, so it’s easy for the driver to call up more traction when needed.
With its workhorse credentials as solid as the mountains of its namesake, the Colorado is also well-built as a personal vehicle. The car’s front incorporates the trademark split grille inserted into a rock-jawed visage worthy of the Incredible Hulk. The headlamps feature projector units, and foglamps are integrated into the bumper. The distinctive taillights are all LED units, for better visibility as well as a hint of style.
The Colorado cabin features a tall greenhouse for easy all-around visibility. For such a wide and long truck, and without parking sensors at that, the pickup was surprisingly easy to maneuver even on city roads and in underground parking spaces. The view down the front is commanding, with a clear view of traffic and a distinct line of sight to the truck’s front corners.
Climbing into the cabin—and it’s a big hop up, even using the stepboard—we find an interior seemingly more suitable for a plush SUV  than a dedicated work truck. There are plenty of soft-touch surfaces, on the doors and dashboard. Seats are decked out in light-colored leather, and there’s a plethora of power features, including folding door mirrors and a powered driver’s seat.
With the supporting seat in place, we stare at the dual rotary gauges, lit in a cool Tron blue, just like the Camaro’s. The red-tipped needles with black center portion lends a high-tech touch to the instrument panel. The center screen displays trip computer information, including liters consumed and a timer.
Colorado features a spacious cabin, with sufficient legroom front and rear. Shoulder room is wide, particularly at the back seat, where even four can fit, if there were only enough seatbelts. As it is, all three seating positions feature three-point belts. If you’re worried about getting that beige leather dirty, the rear seat back can be folded down for additional cargo carrying capacity, or if the items can’t be exposed to the elements.
Using the truck in our flood-challenged city can be no less daunting than a trip to the off-road trail, and here the Colorado is well-equipped, too. It can wade through 800 mm of water, or higher than its meaty tires. A limited slip differential helps ensure that is has traction even in treacherous conditions.

At first glance, it’s hard to be sure what to make of the Fiat 500L: Too small to be a truck. Too portly for a subcompact.
The 500L slots in the B-segment
, where the Nissan Versa rules the roost. According to WardsAuto data, the Versa notched sales of 99,730 last year.
But Fiat marketers here dismiss any B-segment comparisons to the Versa, Chevrolet Sonic, Honda Fit or Ford Fiesta. While those models are value-priced and volume-oriented, the 500L targets a “lifestyle” customer, and the auto maker says it competes more directly with the Kia Soul, Nissan Cube, Scion xB and Mini Countryman.
And not once is the word “subcompact” uttered by any Fiat insider here.
Perhaps in the 500L’s case, there’s no desire to label the vehicle because it’s so hard to define. A boxy design suggests urban-minded styling, but an available “Trekking” package hints of more active uses for the car. The model has the quickness of an Abarth-lite, but is unassuming in its overall package.
Fiat gathers journalists at this major port of entry for a test drive of the 500L through suburban Annapolis and back to a resurgent Baltimore neighborhood where restored-brick lofts sit alongside some of the city’s famous row houses.
The 500L, officially classified by both WardsAuto and the Environmental Protection Agency as a small car, measures 167.3 ins. (424.9 cm) in overall length, only 27 ins. (68.6 cm) longer than the standard 500. However, there’s a surprising amount of cabin room that can accommodate drivers and passengers more than 6 feet (182.9 cm) tall.
There’s ample breathing room behind the wheel, though adjusting the steering wheel for both comfort and a clear view of the thin-film-transistor display is a challenge. Even with the seat all the way back, rear passengers have adequate legroom, and headroom is generous both front and rear, thanks to the car’s flat roof.
Fiat designers implemented a “loft-like,” near-360-degree view from inside the 500L, thanks to its ultra-thin roof pillars. Unlike the 500, where it can be a challenge to see out the back window, especially in cabrio models, drivers have a clear view of their surroundings in the 500L.
Designers note the heritage of the 500 and how that styling is incorporated into the 500L, a new model for both Europe and North America. Those elements include the 500’s round headlights and front fascia “whiskers,” plus its slanted back end. But the Fiat logo and 500L nameplate on the rear is huge, and maybe a bit gaudy, overpowering the car’s otherwise smooth lines.
Our driving route takes us mostly along wide, suburban boulevards where the 500L is an oddball among workaday midsize family haulers, but we’re able to put this plucky sedan to the test through less-traveled, twisty back roads as well.
The 500L is powered by Fiat’s turbocharged 1.4L MultiAir engine, borrowed from the 500 Abarth and Dodge Dart. There are two transmission options: a 6-speed manual and a dry dual-clutch automatic. We spend our time in the DDCT.
Hints of the Abarth come through in the 500L’s exhaust note, which is tuned loud enough to excite but not enough to disturb. It hums more than sings through the gears, but it’s nice. With the DDCT, the driver can switch into autostick mode, which can move through the gears quickly with a little extra kick.
The 500L comes off the line briskly, thanks largely to the DDCT. It’s been tuned for smoother shift patterns, answering complaints from some of those who bought the first Darts with the transmission. Ratcheting up to higher speeds is a breeze, and in auto mode, unrequested downshifting is never an issue.
The tight, sporty suspension moves the 500L accurately through the curves with little body roll. Steering is especially precise, and it’s easy to forget you’re not in an Abarth when tossing this car around. It’s here where the 500L stands out. Fiat makes the Soul, Cube and xB available here for comparison testing, and none provides the same level of excitement. More information about the program is available on the web site at www.hmhid.com.

The previous allroad was based on the larger A6 Avant (Audi speak for station wagon), which resided a bit further up the ladder in the near-luxury market. It came with one of my favorite Audi engines, the 2.7-liter twin-turbo V6. Besides offering the V6 engine, the older allroad did have some off-road pretensions. For instance, it came with an adjustable height suspension to increase the vehicle’s ground clearance.
This allroad is more about adding the trappings of ruggedness to the already fine A4 wagon. The ride height is raised by one and a half inches. My favorite touch is the full silver grille accented by a stainless steel skidplate underneath. To my eye, this works much better with the A4 wagon’s shape than the line of gray cladding that encircles the car, with its emphasis on the non-flared fenders. The silver spear along the sill does little for me. However, the silver roof rails do look quite sporty. I guess it really comes down to the fact that I’m not a big fan of two-tone cars.
I have no such complaints about the allroad driving experience or interior. The car comes with Audi’s excellent direct injection 2.0-liter turbocharged four-cylinder engine. In this smaller car, this engine makes good sense. You probably wouldn’t be surprised to hear that Audi’s legendary Quattro all-wheel-drive system is standard, but did you expect an eight-speed automatic transmission? The additional two speeds help the allroad to dash to 60 mph in 6.5 seconds, and it plays a part in the 20-city/27 highway and 23-mpg combined EPA rating.
I wouldn’t say the allroad’s acceleration is quick, but it is peppy. Its five-spoke wheels are wrapped with 245/45x18 inch all-season tires that provide a more comfortable ride than the optional 19-inch wheels and tires, but aren’t quite as precise in transmitting steering inputs to the ground. The four-wheel disc brakes provide excellent stopping distances and have a good feel to them.
The allroad excels best at highway cruising. You can tell the engineers from Ingolstadt have done their homework to allow you to feel confident “running down the road” (to quote Tom Petty). There’s nothing but a low-rpm purr from the engine and the body slips through the air remarkably quietly.
The interior is a delight of leather, metal accents and fine-quality plastics. The design isn’t the most modern of the Audi line-up, but most of the controls have feel precise. As usual, the inside door handles deserve mention for the great way they feel and look.
Prices start at $39,600 for the Premium trim level. My moonlight blue metallic allroad had the $3,300 premium plus package, which included nice upgrades like a power tailgate, heated front seats and memory for the standard eight-way power seat settings. The drive information center, three zone climate control, auto dimming mirrors and HomeLink garage door openers added convenience. With the $475 additional cost paint, and the $895 destination charge, the total came to $44,270.
A higher trim level known as Prestige bumps the price all the way up to $48,800. This seems a bit steep to pay for a wagon that holds 27.6 cubic feet with the 60/40 split rear seat up, and 50.5 cubic feet when folded down. But the extra goodies do add some real value. Advance key means push-button starting, and Side Assist warns you of cars hiding in your blind spot. Previous Audi experience has exposed me to the pleasure of the 505-watt Bang and Olufsen sound system. The navigation system is among the better ones available today. Most of all, the Xenon headlights not only point your way around corners, but are also accented by Audi LED daytime running lights. This signature touch of Audi’s seems to be more common in cars today.
So if off-roading is your way of having fun, this isn’t your best choice. But if you like a fairly economical, smallish wagon that’s fun to drive, the allroad is a good choice.

Texas Republican Michael Burgess just won another round in his fight against federal standards that could force consumers to abandon inefficient incandescent light bulbs for more expensive LED and fluorescent alternatives.
The House voted Wednesday to adopt an amendment by Burgess that would bar the Energy Department from using any funds to implement efficiency standards for light bulbs, six years after Congress first mandated the change.
The provision in a 2007 energy law was designed to encourage manufacturers to produce more energy efficient light bulbs; although it didn’t rule out traditional incandescents, they would need a redesign to qualify under the new standards.
In response, manufacturers rolled out new bulbs that require less electricity, and over time, they have revamped them to have more aesthetic appeal.
LED and fluorescent models offer the promise of electricity bill savings over time and fewer lightbulb changes, since they have a longer lifespan. LED lights can last more than a decade. But some consumers criticize the quality of the light and the occasionally bulkier bodies of the newer alternatives, which may look garish poking out of chandeliers and other fixtures.
Burgess complained that the price of the replacements still hasn’t dropped, with some models fetching as much as $50.  ”The technology is still years off in making light bulbs that are compliant with the 2007 law and at a price point that the average American can afford,” he said on the House floor.
He cast the 2007 mandate as Big Brother intruding into the living rooms — and light fixtures — of everyday Americans.
“If the new energy-efficient light bulbs save money and if they’re better for the environment, we should trust our constituents to make the choice on their own toward these bulbs,” he said. “Let the market decide. We should not be forcing these light bulbs on the American people.”
Burgess’ amendment was adopted by a voice vote, the same fate in the past two years. It was added to a broad spending bill that doles federal dollars to the Energy Department. The measure now heads to the Senate, which has its own competing version.
Marcy Kaptur, D-Ohio, noted that American lighting manufacturers have committed to abiding by the standards, even if the Energy Department is barred from enforcing them. As a result, she said, Burgess’ proposal ends up giving an edge to foreign manufacturers producing old-school incandescents.
“The only benefit of this ill-informed rider is to allow foreign manufacturers who may not feel a similar obligation to import non-compliant light bulbs that will not only harm the investments made by U.S. companies, but place at risk the U.S. manufacturing jobs associated with making compliant bulbs,” she said.
And Kaptur stressed that the incandescent auto LED bulbs, lives on, in newer, more-efficient designs.
“As a result of the 2007 law, manufacturers already are making a variety of new energy-saving bulbs for homes, including more efficient incandescent bulbs,” she said on the House floor. “These bulbs look like and turn on like the bulbs we have been using for decades, but are upwards of 28 to 33 percent more efficient. And that’s good for everyone.” More information about the program is available on the web site at www.hmhid.com.

"We are delighted to announce these LOIs with leading companies in the lighting sector," commented Randall Letcavage, chief executive officer of Premier Holding Corp. "AEON and Luminous Engineering and Design each have successful histories of delivering cost-efficient lighting solutions to customers worldwide. With strong sales organizations and expertise in complementary technologies to Premier Holding Corp., the addition of these businesses to Premier Holding's value chain for energy efficiency solutions is an ideal match and complements our existing HID lighting business."
The AEON LOI contemplates that 250,000 shares of Premier Holding Corporation stock would be issued to AEON, in addition to $80,000 upon closing as consideration for the purchase of AEON. In addition, 1,000,000 additional shares will be issued to AEON based on achievement of certain milestones.
"The AEON acquisition brings immediate value and synergies to our company, including about $2,000,000 in its business pipeline with a number of marquee customers, and depth in our offerings through distribution agreements amongst several leading lighting manufacturers," said Letcavage.
The Luminous Engineering and Design, Inc. LOI contemplates that 2,000,000 shares of Premier Holding Corporation stock would be issued to LEDI, in addition to $75,000 upon closing as consideration for the purchase of LEDI. In addition, 3,000,000 additional shares will be issued to LEDI based on achievement of certain milestones.
"The acquisition of Luminous Engineering and Design will provide Premier Holding Corporation a competitive offering, talented leadership to the burgeoning LED marketplace, tremendous depth in suppliers which will broaden our offering, added depth in terms of engineers and installation capabilities, enhanced inventory control and international exposure," Letcavage added. LEDI maintains ownership of the "Lumilux" and "Ablaze" lines of LED lighting for commercial and residential applications.
"In addition to the tremendous benefits to E3, our energy services business, these acquisitions bolster our already thriving residential and commercial client offerings at The Power Company, our deregulation services business," stated managing member Patrick Farah. "Now, our agents will offer quality and affordable LED products to our tens of thousands of clients we are already assisting with lowering their energy costs."
The LOIs state that the consummation of the acquisitions will be conditioned upon customary closing conditions.
PRHL's mission is to lower its clients' energy costs and consumption while creating a positive impact on the environment. Lighting accounts for nearly 15 percent of the energy consumed in the U.S. building sector, compelling building owners to seek more energy efficient lighting systems. The U.S. Department of Energy forecasts that LED lighting is expected to represent 36 percent of lumen-hour sales on the general illumination market by 2020 and 74 percent by 2030.
The acquisition is subject to satisfactory due diligence and a definitive agreement between the two parties. For more information on the Letter of Intent and the proposed transaction, please see the Company's latest 8-K SEC filing.