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First Drive: 2011

First Drive: 2011 Mitsubishi Outlander Sport is right-sized at the right time

July 8th, 2010

From all outward appearances, Mitsubishi could be considered the Chrysler of Japan. Its products have grown fragmented. Its focus scattershot. Its past interiors… well, the less said the better. So it was a breath of fresh air to hear that Mitsubishi’s attention will be centered on two core marques going forward: the Lancerand Outlander.

With the Galant toiling away in obscurity and the Eclipse a heavyweight shell of its former self, the Japanese automaker’s compact sedan and crossover lines are the two remaining bright spots in its portfolio (all-electriciMiEV aside).

And if you’re looking for a Lancer, Mitsubishi has you covered. In spades. A basic runabout? Easy. A tech-laden, turbocharged, all-wheel drive sports sedan. Done. Name your price and priorities, and there’s a Lancer for you.

But what about the Outlander?
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• BMW M5 production comes to an end

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• The King is dead, long live the King. BMW dropped us a line to say that the V10-powered M5 supersedan is no more. Production has officially ended on the E60 version of one the world’s best sports sedan after five years and 20,548 units. That’s even greater than the production numbers of its predecessor, the V8-powered E39 models, even though those versions had an additional year of production.
• When it was first released in 2005 as a 2006 model, the E60 was a fairly outrageous automotive offering, with an exotic 5.0-liter V10 and 507 horsepower on tap. This generation of M5 introduced the world to a whole new set of superlatives as automotive journalists reached for their Roget’s to find a novel way to describe the acceleration, braking and handling. And now that the E60 is no more.
• But BMW wants us to rejoice rather than lament the passing of the E60, for the new F10 BMW M5 is just around der Karussell. We’ve been seeing spy shots of the 2011 BMW M5 seemingly forever, and with its new twin-turbocharged 4.4-liter V8 rumored to be producing 560 horsepower and 530 pound-feet of torque, performance should even be a step above the E60. That doesn’t mean we won’t miss the E60, however. The good news is that they should be getting even more affordable on the used car market. Follow the jump to read the release and check out a few of our favorite E60 M5 reviews from the blokes at Top Gear and their more sane siblings at Fifth Gear.
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• Nissan dropped the first teaser image of the 2011 Quest minivan just before this year’s New York Auto Show, and now we’re seeing more shadowy angles of the new minivan, including the interior. Toyota’s new ”Swagger Wagon” is already off to a good start, and Honda’s angular new Odyssey will be hitting the road later this year, so the minivan segment is starting to get pretty competitive once again.
• From these teasers, we see a shapely new nose and a very upright rear greenhouse that gives the illusion of wrapping all the way around the D-pillar (sort of like what Nissan has done on the Cube). Nothing too outrageous has been done to the interior, but we expect overall refinement to be substantially better than what we’ve seen in previous Quests, and the usual host of cubbies and cup holders will surely be on hand.
• The 2011 Quest will make its official public debut at this December’s Los Angeles Auto Show, and those of you who are salivating at the thought of a new Nissan van can stay up to date on the newly launched Quest microsite. In the meantime, check out the gallery below to see the latest teasers, and follow the jump to read Nissan’s (very short) press release.
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2010 Audi A5 Sportback

Do you lust after an Audi A5, but need something with some extra doors and space to handle the family? Good news: Audi has just the car for you.

Well, not quite. Such a car--the 2010 Audi A5 Sportback shown here--is indeed destined for production, but not the New World. Audi says the shapely fastback doesn't mesh well with its U.S. market plans, and as such, the car will essentially be forbidden fruit for the time being.

Although it looks quite similar to the new BMW 5-series Gran Turismo, the A5 Sportback is considerably smaller. At 15.45 feet long, the A5 is a foot shorter than the Bimmer, and is closer in size to an A4.

Those accustomed to riding in the back of an A4 will complain the rear seat is slightly smaller (it's been pulled forward in light of the rakish roof), but luggage space isn't compromised one iota. The Sportback offers 16.9 cubic feet of cargo space, but that number expands to 34.6 cubic feet--nearly two-thirds of that offered in the A4 Avant--with the rear seats down. Unlike the 5-series GT, access to the cargo bay is available only through a full-size hatch.

Although it's labeled as an A5, the Sportback's engine offerings have more in common with the A4 range. The 180-hp, 2.0-liter turbocharged I-4 is the A5 Sportback's base engine, available in a front-wheel-drive model with either a six-speed manual transmission or a CVT. A 211-hp version is also available, but only with Audi's Quattro all-wheel-drive system and a seven-speed dual-clutch transmission. The A4's direct-injection 3.2-liter V-6 serves as the premium gas engine, and is available only with Quattro and the S-tronic dual-clutch transmission.

As the A5 Sportback is tailor-made for Europe, a number of diesels are also part of the model mix. Volkswagen's ubiquitous 2.0-liter turbo-diesel I-4 serves as the base engine, while 2.7-liter and 3.0-liter turbo-diesel V-6s offer buyers additional power. To further boost fuel economy, both the 2.0-liter gasoline and diesel engines come with a start/stop system on models with manual transmissions.

Europeans should see the A5 Sportback in dealers this September, but we'll have to wait until 2010 to see a Sportback--a larger A7 model--arrive on our shores.
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New and Future 2010 and 2011 Cars

REVIEWS:
Driven: 2010 Ferrari California
From the August, 2009 issue of Automobile Magazine
By Jason Cammisa


Through a fluke in timing or just plain luck, I'm fortunate enough to have now been behind the wheel of every single current Ferrari currently on sale. That's a rarity even for automotive journalists, and it's an honor I don't take lightly. Today's drive of the California marked a special occasion, since this was not just the only Ferrari I haven't driven, it's also an all-new kind of Ferrari.

The California is full of firsts: it's the first-ever front-mounted V-8-engined Ferrari, it's the first use of direct injection in a Ferrari, and it's Ferrari's first dual-clutch automated manual transmission. It's also the first Ferrari built on a modular architecture, and the first built on a new production line that is downright spooky in its modernity. I was able to tour the facility last month, and the California's production line is spotlessly clean, eerily quiet, and freakishly automated. On the one hand, computerized, precise mass production makes the California seem somehow less special; on the other, it ensures the highest level of quality. I think it's a worthwhile tradeoff, especially for a Ferrari that's inherently less special than some others.

Screeeetch -- less special? I mean the California no insult by that. It's the least expensive offering in Ferrari's stable, but that's only part of the reason why. The other reason is that I equate "special" with "insane." I, a certified automotive nutcase, adore the F430 for its insanity. I love the way it crackles and barks and screams. I love how it scares small children and grown men alike with its acoustic assault; how it accelerates and shifts with such violence that it renders its passengers hysterical. I love how its occupants are assaulted with the feel of every pebble on the road after luring them in with the sight and aroma of the world's finest materials.

Some, however, might find the F430 a bit much. For these people, Ferrari makes the California. The California is a softer, milder, less insane Ferrari. Ergo, it's less special to crazy people like me, but it's no less special in the real world. A grand tourer in the traditional sense of the word, Ferrari's hard-top convertible is smooth and luxurious. Its sound level and ride are sedate by Ferrari standards, and its cabin elegant and luxurious. . >>

Driven: 2010 Ferrari California

The California looks best in darker colors, which help hide its homely rear end. The stacked exhaust pipes supposedly made more room for underbody airflow management, but they're not pretty. I also don't care for the frowning horizontal opening that contains the supplemental rear lights. Fortunately, the front of the California is far better resolved, although the car appears tall and narrow, rather than having the wide and low stance that one expects from a sports car. The long front overhang is very reminiscent of the Maserati GranTurismo, a more elegantly styled piece of automotive jewelry. As always, styling is subjective-you might look at the photos and love it.

Visibility to the rear is acceptable, and what can't be seen is detected by standard parking sensors. The trunk is easily large enough, at least with the roof up, to accommodate a large suitcase. The California's rear seats are 911-sized (meaning two things: the same size as the back seats in a Porsche 911, and that you'd have to dial 9-1-1 to have emergency personnel extract any adult who tries to squeeze into the back.) The rear seats can be replaced with a beautifully finished cargo shelf at no cost, but in either configuration, the space can be used for additional storage, and the California even offers a trunk pass-through for long items.

All of the usability means the California can easily be driven daily, and for long distances. That is, of course, the very purpose of a Gran Turismo. This Ferrari is a few programming issues short of true perfection-but the important stuff is all there. The California hits 60 mph in about four seconds, tears up back roads with impeccable balance, and cruises quietly, smoothly, and comfortably. It's an F430 with a Vulgarity Reduction Program, which is exactly what Ferrari set out to achieve and exactly what its buyers will expect. People like me will still prefer an F430, but those of sound mind, body, and pocketbook needn't look past the California in their search for a Maranello masterpiece.

Driven: 2010 Ferrari California

The 453-hp, 4.3-liter V-8 is deeper in pitch and less sonorous in note than the F430's engine. The California's V-8 still uses a Ferrari's trademark flat (180-degree) crankshaft, so it sounds like two manic four-cylinders instead of the deep, distinctive burble that you get from 90-degree V-8s. The California's exhaust note is certainly impressive, but it achieves that more by virtue of its volume than its pitch, especially from inside the car. That's exacerbated when the transmission is in automatic mode-the lack of interruption in power during shifts makes the engine's note change sound just like a conventional automatic. I think Ferrari needs to program in a very quick misfire during shifts to interrupt the exhaust note momentarily. Other sports car manufacturers do this.

Speaking of fuel delivery interruption, one other area that could benefit from additional programming is at very light throttle openings. All modern cars cut fuel to the engine when you lift completely off the throttle-and the transition between very light load cruising and fuel-cutoff is quite rough in the California. It's especially noticeable when you're trying to coast down a hill or when you're in stop-and-go traffic, as it makes for considerable jerkiness. On the other hand, Ferrari has done a fantastic job of hiding the ticking sounds that high-pressure injectors make at idle. The injectors are located under a big, red, and gorgeous intake plenum, and the underside of the hood is lined with a sound-deadening material that makes the ticking almost completely inaudible. And lest we forget the important part-the California's big, wide, flat torque curve. This is a V-8 that never feels soft; it pulls hard from idle to its 8000-rpm redline.

The California's navigation system is the same Harman/Becker unit used by Chrysler. It's a decent touch-screen unit with great usability, but the screen's resolution is a generation or two behind the best, so the map itself is of limited use. The sound quality is only fair (it doesn't come close to the JBL sound system in the Scuderia Spider 16M, for example), but the system offers easy-to-use Bluetooth phone integration, a hard drive for music storage, aux-in jacks, and full iPod integration.

The California also comes with two-zone climate control and air conditioning that kept the cabin cool even in 105-degree desert sun. The seats are supportive, and without exception every interior material is top-rate. The folding hard top refuses to rattle or creak, and even though it required a few ticks longer than Ferrari's quoted fifteen-second time to open or close, it's quick enough to operate if you're the first to arrive at a red light. The mostly aluminum structure is so incredibly robust that at no time did I notice any scuttle shake or chassis flex

Driven: 2010 Ferrari California

From the driver's seat, the experience is typical of today's Ferraris, which means a big red start button, a Mannetino controller on the steering wheel, and a paddle-shifted transmission. Upon first driving off, you notice that the suspension is supple, the gearchanges are smooth, and, like all modern Ferraris, the steering is Cadillac-overboosted and lacking in feel.

I drove the California in traffic for almost a hundred miles before I finally flung it into a corner-and became quickly aware that, like the 599 GTB and the 612 Scaglietti, it has two very distinct personalities. The California turns in with amazing immediacy-likely a result of having most of its weight between the axles. To that end, the V-8 is mounted completely aft of the front axle and the dual-clutch transmission is a transaxle mounted in the rear. Not much feedback comes through the steering wheel, and the brakes are somewhat wooden, but this is a car that knows how to dance. Chassis balance is spot-on perfect, serving up high-speed drifts that are easily controlled with the throttle.

The dual-clutch transmission shifts with no interruption in power; it's nothing like the old F1's brutal, neck-snapping full-throttle shifts. But I actually prefer the single-clutch transmission, at least until Ferrari's software engineers get around to a Version 2.0. Even though the dual-clutch box provides mostly seamless shifts, making for more comfortable driving, it's not quite as well programmed as the old F1 box, and a few glitches are apparent. (Read my blog on Transmissions for more detailed information about the Ferrari dual-clutch transmissions.)

Like all modern Ferraris, the California's suspension is able to filter out small road surface irregularities without compromising body control. Lateral body control (lean in corners) feels, from the cockpit, to be nonexistent, but the suspension does allow a lot of brake dive.

First Drive: 2010 Kia Forte

Give Kia credit; it's not afraid to take on a monumental task. The ambitious Korean automaker didn't start selling cars in the United States until 1994, and a mere fifteen years later it offers a full range of vehicles, from the entry-level Rio sedan to the seven-passenger Borrego SUV to the spunky, funky Soul "urban passenger vehicle." As with almost every other carmaker, its sales are down this year (although Kia's 6.8 percent drop looks positively paltry compared with the double-digit dips suffered by most of its competitors). The faltering economy hasn't stopped Kia from forging ahead with its product plans, however. In fact, the automaker boasts that not only have there been no cutbacks, but in May, it spent more money marketing its products than during any other month in company history.

Which brings us to the all-new Forte. With the Forte, Kia has set its sights on the notoriously competitive (and profit-challenged) compact sedan segment, and it is aiming squarely at the powerhouses that currently dominate the market: the Honda Civic and the Toyota Corolla. That's no small task, and one at which Kia's erstwhile small sedan, the Spectra, utterly failed.

Compared with the Spectra, the Forte has a more dynamic look, with a distinct wedge-shaped profile and a wider stance. Its trunk is cavernous, with 14.7 cubic feet of cargo volume that can be further extended by lowering the split-folding rear seats. The cabin is nicely appointed, with cloth or leather seats, a user-friendly center stack, steering-wheel-mounted controls, standard Sirius radio, and Bluetooth.

The Forte is available in three trim levels: LX, EX, and SX. The LX and the EX are equipped with a 156-hp, 2.0-liter four-cylinder mated to a standard five-speed manual transmission, with an optional four-speed automatic. The sportier SX comes with a 173-hp, 2.4-liter four with either a six-speed manual or a five-speed automatic. A Fuel Economy Package, which improves EPA estimated fuel mileage from 25/34 mpg to 27/36 mpg (city/highway), is available on the EX.

We drove an EX with the lively 2.0-liter, but the four-speed automatic to which it is mated longs for another gear - hammering the pedal for passing maneuvers resulted in timely but abrupt downshifts that were accompanied by too much engine noise. The sportier SX had an even more satisfying amount of power, but the six-speed manual took some getting used to, due to its overly sensitive clutch takeup and vague shift action. Although the Forte's performance isn't exactly ground-breaking, its speed-sensitive steering is accurate and progressive, its four-wheel disc brakes are up to the job, and its suspension, which was tuned in the U.S. for American road conditions, absorbs bumps well without unsettling the ride.

The Forte is unlikely to dethrone either the Civic or the Corolla - or for that matter the Mazda 3 - but Kia now has a bona fide competitor to all of them.

The Specs

On sale: Now
price: $14,390/ $17,890 (LX/SX)
Engine: 2.0L I-4, 156 hp, 144 lb-ft; 2.4L I-4, 173 hp, 168 lb-ft
Drive: Front-wheel

First Drive: 2010 Subaru Outback

For fifteen years, the Outback as all but defined Subaru in the United States. The high-riding wagons have been the perfect vessels for the brand's signature all-wheel-drive system. Through three generations, the Outback formula has effectively remained the same. For the fourth-generation 2010 Outback, Subaru has made the most significant changes so far to its best-known model. The Sport-Utility Wagon: More of the former, less of the latter. Subaru had been offering four-wheel-drive station wagons here since the mid 1970s, but it wasn't until 1995 that the company created the Outback as a special model. Essentially an all-wheel-drive Legacy station wagon with extra ground clearance and a rugged, outdoorsy image, the Outback has hewn to the same formula through two successive redesigns, even as it has added more engine options (including a turbocharged four and a six-cylinder) and more luxury features. For 2010, however, the Outback branches out, using a unique bodyshell instead of borrowing one from the Legacy wagon (which is no longer sold in North America, but is still offered in Subaru's home market). Given free reign to craft an Outback-specific body, Subaru designers evolved the shape away from a pure station wagon and more towards a crossover/SUV--much as they did with the new Forester last year. As a result, the car is fractionally shorter in length (by 0.8 inch) but substantially taller in height (growing 2.0 inches) and wider (2.3 inches). The larger body provides more passenger room and cargo space. Most significant is the increase in rear-seat legroom, which has been expanded by nearly 4 inches, and is now truly generous even for passengers over six-feet tall. The higher roofline provides lots of headroom as well, and seat comfort--formerly a sore point--has improved. In the cargo hold, a repackaged rear suspension is less intrusive, and maximum volume is up by nearly 6 cubic feet while the height of the load floor remains low. Still a kin to the Legacy, at least under the skin Although it no longer uses a Legacy wagon's body, the Outback is still mechanically related to the Legacy sedan, which is also new for 2010. Both cars share four- and six-cylinder horizontally opposed boxer engines, along with a range of available manual and automatic transmissions. This new Outback, however, loses one of its previous three engine choices. The base 2.5-liter four remains, as does the--now larger--six-cylinder, but the turbocharged four has been dropped (although Subaru still offers it in the Legacy GT). Subaru product planners point to poor sales of the turbo in the outgoing model, although a turbocharged engine's inherent advantage at high elevations would seem to make it a good choice for in mountainous areas where the Outback is so popular. Two boxers left standing Like all Subaru engines, the two remaining offerings are horizontally opposed, or boxer, engines. The four-cylinder is essentially the same unit that as before. For 2010, however, its two available transmission choices are new. Where the Outback previously did not offer a manual transmission, it now has a six-speed stick shift as standard on the base and mid-level ("Premium") trim levels. Choosing it saves $1000 over the available automatic, but you give some of that back at the gas pump, as the manual's gas mileage, 19/27 mpg (city/highway), falls short of the automatic's 22/29 mpg. The reason for the automatic's efficiency is that it's a continuously variable transmission (CVT), which is great for fuel economy but is a little strange when accelerating as it can hold the engine at the optimal rpm rather than allowing revs to rise with the car's speed. There are also shift paddles that allow the driver to effect manual up- and downshifts through six preset ratios. Overall, the 170-hp four is up to the task of moving the relatively lightweight Outback--which is commendably svelte compared to the typically porky crossover--but one occasionally wishes for more grunt during two-lane passes or when climbing the steepest hills. The Outback's optional six-cylinder engine is larger than before--3।6 liters, up from 3.0. Its 256 hp is a modest increase over the smaller six's 245 hp, but its 247 lb-ft of torque a represents a more substantial jump over the previous 215 lb-ft. Despite the increased displacement, the six--which is paired exclusively with a five-speed automatic--manages to increase both city and highway fuel economy by 1 mpg, to 18 city/25 highway. And unlike its predecessor, it runs on regular fuel. This engine makes easy work of propelling the Outback. Less expensive to run than the old six, and less expensive to buy (the extra cost is slightly lower than before), the six-cylinder could see a greater take rate than its recent average of 10 percent or

On (and off) the road

Both engines are surprisingly quiet--the burbling, boxer-engine patter that has long characterized Subaru four-cylinder engines is suppressed. The Outback is a quiet cruiser overall; Subaru has finally ended its fixation with frameless door glass, and wind noise is notably absent. The front suspension is essentially the same as before with damper struts, but the rear switches from a multi-link setup to A-arms. The ride on the highway is plush, if a bit floaty, with suspension tuning identical for both engines. The steering is slightly quicker in the new car but it's not very linear, with a bit too much gain as one moves off center, resulting in the need for small steering corrections.

Of course, a major component of the Outback image is its ability to venture off-pavement, and that capability is slightly enhanced, as all Outbacks now have 8.7 inches of ground clearance and the front and rear overhangs have been trimmed. For most Outback buyers, "off-road" likely translates to "dirt roads". We bombed down plenty of dirt two-tracks in the mountains of Montana, and the Outback never put a tire wrong. More impressive was the car's body structure, which proved tight and rattle-free despite the pounding.

Other items and innovations

In keeping with its outdoorsy image, the Outback is often shown with bikes, skis, or kayaks on its roof, so it's fitting that a roof rack is standard. An interesting new twist, however, is that the rack's crossbars--which often are sold as an extra-cost accessory or, if they're standard, can't be removed and therefore contribute to wind noise--pivot out from the side rails, where they're stored when not in use. A new Harman/Kardon sound system is available, with a USB port and an iPod input (for those who don't upgrade to the H/K system, and iPod input is available as a dealer accessory). Other new options include navigation, a rear-view camera, and Bluetooth phone connectivity. The parking brake is now electronically activated by a button on the dash, and includes a useful hill-holder feature.

Prices rise and fall.

As before, there are three trim levels, now called base, Premium, and Limited, all three available with either engine. Options are few. Base sticker prices starts at $22,995 plus destination (versus $22,295 for the '09 base car) and top out at $30,005 for the top-spec model (compared to $32,095 previously).

The new Outback looks less like the overachieving wagon that won legions of fans, and more like any other crossover. But its abilities remain and have even been enhanced. Despite looking more like it competition, the Outback is still lighter, more economical, and more off-road capable than most.

2010 Subaru Outback
Base Price range: $23,690-$31,690 (with destination)

Powertrain

Engine: 2.5-liter SOHC H-4
Horsepower: 170 hp @ 5600 rpm
Torque: 170 lb-ft @ 4000 rpm
Powertrain: 3.6-liter DOHC H-6
Horsepower: 256 hp @ 6000 rpm
Torque: 247 lb-ft @ 4400 rpm
Transmissions: 6-speed manual, continuously variable automatic, 5-speed automatic
Drive: 4-wheel

MeasurementsL x W x H: 188.2 x 71.7 x 65.7 in
Legroom: 43.0/37.8 in
Headroom: 40.8/39.3 in
Cargo capacity: 34.3/71.3 cu ft (seats up/down)
Curb weight: 3386-3658 lbs
EPA rating (city/highway): 19/27 mpg (2.5L, 6-speed), 22/29 mpg (2.5L, CVT), 18/25 mpg (3.6L)
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NEW AND FUTURE CARS: First Look: 2010 Jaguar XJ

There are classics in car design, such as Ford's Mustang and Porsche's 911, whose shapes have persisted with subtle variations for forty years. Jaguar's XJ sedan is almost equally long-lived, but sales have dropped as it passed through many iterations that were all much too closely based--even the last all-aluminum model--on Sir William Lyon's original design. Now, finally, the XJ has a completely new shape, impressively handsome and vastly better, in terms of space and comfort, than any of its forebears.

The initial presentation to the American press at Hedsor House, an archetypical English stately home, was the best I've experienced in half a century of seeing new cars before their public showing: we were marshaled onto a second floor balcony overlooking the home's beautiful park and its long driveway. Two of the new cars--one of each wheelbase--approached and moved smoothly around the area so we could see them from every direction while Jaguar design leader Ian Callum talked about their design. Given that it is impossible to properly judge a new design until you have seen it in motion, this was a brilliant way to present a vitally important product.

The XJ has some elements reminiscent of the midrange XF, in particular the nearly rectangular trapezoidal grille, but in all respects the XJ is more refined, elegant, and impressive. Its six-window side profile is elongated and beautifully delineated by a bright metal surround culminating in a thicker section at the pointed aft end.

The C-pillars are a glossy black on every car. Questioned about making it body color, Callum insists that the difference is important, even on cars painted black, where only surface reflectivity, not color, changes. There is no question that the upper looks wider with darkened glass and the blacked-out pillars. Dramatic elongated taillights owe nothing to the past.

The body sides are quite plain, with only a small chrome vent on the front fender behind the wheel opening and a slight indentation through the front doors that disappears a third of the way back on the rear door panels. There are sharp peaks to the front and rear fenders, well outboard, to emphasize the body's width.

The front profile rounds down following the wheel opening, allowing the hood and grille to thrust forward, with the headlamps joining the disparate profiles. A subtle bulge above the center of the headlamp cover recalls, almost subliminally, surfaces behind the headlamps of the original XJ. The interior is pure classic Jaguar, raised to the nth power. The sound system is so good that by contrast it puts the Lexus "concert hall" into the provincial high-school gymnasium category.

Life is going to be difficult for all luxury car makers now (much like the 1930s, when many makes disappeared), but we think Jaguar has an excellent chance, if only based on the fact that everyone who saw the XJ was eager to drive it as soon as possible.

Mesothelioma

What is it?

Malignant mesothelioma is a rare type of cancer that occurs in the thin layer of cells lining the body's internal organs, known as the mesothelium. There are three recognized types of mesothelioma. Pleural mesothelioma is the most common form of the disease, accounting for roughly 70% of cases, and occurs in the lining of the lung known as the pleura. Peritoneal mesothelioma occurs in the lining of the abdominal cavity, known as the peritoneum and pericardial mesothelioma originates in the pericardium, which lines the heart.
Who is at risk for Mesothelioma?

The only recognized cause of mesothelioma is exposure to asbestos, though other factors such as smoking can make the disease more or less likely in some individuals. Industrial laborers were widely subjected to asbestos exposure on the job, as the material was widely used throughout the 20th century. Few of these workers knew they were being exposed to asbestos, however, despite the fact that many manufacturers were aware the material was hazardous. In most cases, mesothelioma symptoms will not appear in an individual exposed to asbestos until many years after the exposure has occurred. Those who believe they may have been exposed to asbestos should fill out our form to receive a free mesothelioma information packet, detailing treatment options, emerging therapies, and jobsite exposure information.

Denmark tries to mend the damage

COPENHAGEN — Denmark on Thursday began a campaign to reclaim friends in Muslim countries, pledging to host a conference on religious dialogue and help finance a UN program aimed at overcoming prejudices between Islam and the West.

The move comes after weeks of violent protests against the 12 Prophet Muhammad cartoons that have damaged Denmark's reputation in the Islamic world. The drawings were first published in a Danish newspaper in September, but have since been reprinted by other media, mostly Western.

The Danish foreign minister, Per Stig Moeller, said a panel of Islamic and Christian scholars and clerics would be invited to take part in the conference in Copenhagen on March 10.

"Although we may disagree on some issues, including the significance of inherent values in European societies, there are undoubtedly more issues that bind us together than separate us," Moeller said in a videotaped statement that was sent to Arabic media and posted on the Foreign Ministry's Web site. "But we have to reflect on lessons learnt from the past weeks and months."

The conflict over the cartoons simmered for months before it erupted into violent protests, flag burnings and attacks on Danish and other Western embassies in several Muslim countries. Dozens have been killed in the protests. Denmark temporarily closed its embassies in Lebanon, Syria, Iran, Indonesia and Pakistan.

Panelists at the conference would include Amr Khaled, a moderate Egyptian preacher; Karsten Nissen, a Danish Lutheran bishop; and two Danish scholars. The grand mufti of Egypt, Ali Gomaa, would also be invited, said Ole Woehlers Olsen, one of the organizers.

Moeller said Denmark would give "a significant financial contribution" to the Alliance of Civilizations initiative launched by the United Nations to resolve cultural and religious differences between the West and the Islamic world. The government would also support an Islamic festival in Copenhagen in August.

Experts said the announcement indicated a shift in Denmark's response to the crisis, which previously focused on damage control and correcting what Prime Minister Anders Fogh Rasmussen has called an unfair portrayal of Denmark as an intolerant country.

Joergen Baek Simonsen, a Danish expert on Islam and one of the invited panelists, said the move indicated "a more offensive strategy, presenting Denmark as a country that wholeheartedly supports dialogue and mutual respect."

The 12 cartoons were first published in newspaper Jyllands-Posten on Sept. 30. One of them shows the prophet wearing a turban shaped like a bomb with a lit fuse. Islam widely holds that representations of Muhammad are banned for fear they could lead to idolatry.

Fogh Rasmussen has condemned attempts to demonize religious groups and expressed sympathy for Muslims who felt offended by the drawings. However, he has insisted the government cannot interfere with Denmark's independent media.

On Thursday, the prime minister said that ending the uproar may require a "solution within the United Nations." He did not give details.

The Danish government has been widely criticized for not taking a stronger stance against the cartoons in the early stages of the conflict.

In an interview published Thursday, the Egyptian foreign minister, Ahmed Aboul Gheit, said Denmark ignored his warnings that the conflict could escalate.

"The message from your foreign minister was 'No, no and no,'" Aboul Gheit was quoted as saying in the Copenhagen newspaper Politiken. "'If there is a case, you can raise it in court,' he said."

In his statement, Moeller said the government was planning a range of initiatives to promote "respectful dialogue," partly drawing on advice given by Muslim countries.

"In Denmark there is a genuine respect for the religious feelings of other people and we acknowledge that many Muslims felt gravely insulted by these controversial drawings," Moeller said.

Jyllands-Posten has apologized for offending Muslims, but stands by its decision to print the drawings, citing freedom of speech.