Mercedes-Benz performance brand AMG shows its environmental side.
By Jens Meiners
Mercedes's AMG performance division wants to offer guiltless pleasure for those who love performance cars but are tired of being criticized for a lack of commitment to save the planet.
On the eve of the 2008 Geneva auto show, AMG boss Volker Mornhinweg boldly announced that the fleet of performance cars will achieve a 30 percent reduction in carbon dioxide (CO2) emissions by 2012. Smaller engines, hybrid systems, and diesels are all on the table for Mercedes' thriving performance sub-brand.
Mornhinweg leveled a shot at BMW's claim to “efficient dynamics” which is spawning products such as the X5 Vision diesel hybrid concept, also unveiled in Geneva. AMG's roots are in racing, he said, and “racing was always about ‘efficient dynamics,’ we just called it differently.” He then went on to announce fuel-saving technologies to be offered in AMG cars across the globe.
In 2010, direct-injection gasoline engines and start-stop systems will mark the beginning of the push to lower consumption and emissions. AMG is developing a crankshaft starter-generator system that it claims is far more advanced that BMW's current system, which operates with a conventional starter.
Two-Mode Performance
But that kind of technology is just the beginning. AMG is working on full hybrid cars that can drive short distances with just the electric motor. Mercedes is part of a consortium with General Motors, Chrysler, and BMW in developing this “two-mode” or full hybrid system for use by each automaker.
Mercedes did not want to launch its version of the two-mode system in the M-class, as there already are hybrid SUVs on the market, and “we don't want to be a follower,” says Mornhinweg. For AMG, look for the technology to bow on a low, sporty car like the CL, the SL, or the CLS.
What's more, you may be able to get an AMG oil-burner. Mornhinweg: “We are monitoring the diesel. There is currently no demand, but if that changes, we can react immediately.”
The idea would not be new. Five years ago, AMG offered the 228-hp, five-cylinder C30 CDI turbo-diesel, and while it was successful in some Southern European markets, it was loud and generally unloved. AMG had not seriously considered a follow-up model, but that thinking has changed. By the end of 2008, the brand will have decided whether to proceed with a second diesel.
Turbocharged V-6s on Tap?
In a reversal of its strategy of the past few years, AMG could also offer six-cylinder gasoline engines again. This time around, they would be turbocharged. Mornhinweg says that a decision will be made soon. Turbocharged V-8 engines are already high on the agenda.
Despite all that fuel-saving technology, AMG continues to focus on fun and performance. The new MCT multi-clutch transmission--essentially Mercedes' seven-speed automatic with a multiclutch system replacing the torque converter--will migrate to more models after its debut in the SL63 AMG. The next-generation CLK and SLK are sure bets to receive the gearbox, while the C-class is an open question. It won't replace the automatic throughout the lineup as it is not well-suited to towing and does not fit the character of the S- or CL-class luxury cars.
AMG will also up its performance credibility with ceramic brakes. By now, they are reliable but cooling is still a challenge, and there needs to be a significant performance advantage over the regular brakes to warrant the additional cost.
AMG is hoping its fuel-saving announcements present a challenge to competitors. Porsche has announced a CO2 reduction of 30 percent for its V-6 hybrid powertrain over the regular V-6. But such savings across the entire fleet are “unrealistic,” Porsche board member Wolfgang Dürheimer tells us here in Geneva.
Last year, AMG sold 20,107 units, its best results ever. For 2008 and beyond, Mornhinweg is aiming for “further, profitable growth.” If he reaches his ambitious CO2 targets, Mother Earth won't really care.
Meanwhile, Daimler AG is claiming a breakthrough in battery technology, saying it has achieved the Holy Grail of adapting lithium-ion technology for automotive use--crucial to winning the race to offering hybrid, electric, and fuel-cell vehicles. It will be used in the Mercedes S 400 BlueHybrid staring in 2009. The stumbling block had been integrating the power source into the climate control system.
AMG's Green Initiatives Include Possibility of Diesels, Hybrids, and Turbo V-6s
Lexus IS 350 2009
The Lexus IS sedans showcase revised styling and gain enhanced interior function and improved handling for 2009. New suspension and steering tuning improve stability and control, and the Lexus IS 250 model, in both rear-wheel drive and all-wheel drive models, gets the advanced Vehicle Dynamics Integrated Management (VDIM) system. Already standard on the Lexus IS 350 model, VDIM integrates all of the car's dynamic-control systems to provide superior handling and traction.
The Lexus IS grille and front bumper cover are revised, as are the rear bumper cover and taillight clusters. New turn signals are now integrated into the exterior mirrors, and the 17-inch and 18-inch alloy wheels feature new designs for 2009. On rear-wheel drive models, the 18-inch wheels can now be equipped with all-season tires.
Inside the Lexus IS Lexus enhanced form and function with a revised instrument panel center cluster. The paddle shifters now function in D mode, and some controls have been changed for improved convenience. The rear seat headrests are now foldable to aid rear visibility. New interior colors include Ecru (replacing Cashmere) and Light Gray (replacing Sterling), both accented by new contrast stitching on the seats, door panels, and console lid.
Among luxury brands, Lexus alone offers a unique choice in the entry-luxury segment: The rear-wheel-drive and all-wheel-drive Lexus IS models emphasize the brand's sportier side, and the front-wheel-drive Lexus ES 350 is focused on ultimate comfort.
Engine/Transmission/Drivetrain/Performance
The 2009 Lexus IS line offers three models: The rear-wheel-drive Lexus IS 350, the rear-drive Lexus IS 250 and an all-wheel drive Lexus IS 250. The IS 250's 2.5-liter V6 engine delivers 204 horsepower at 6,400 RPM and 185 lb.-ft. of peak torque at 4,800 rpm. The Lexus IS 350's 3.5-liter V6 delivers 306 horsepower at 6,400 RPM along with 277 lb.-ft. of torque at 4,800 rpm and can accelerate the car from zero-to-60 mph in just 5.3 seconds. Both engines use aluminum cylinder blocks and heads and employ dual Variable Valve Timing with intelligence (VVT-i), which controls timing on both the intake and exhaust camshafts.
A direct-type fuel-injection system provides a cooling effect in the cylinders, enabling the high compression needed to extract maximum energy from the fuel. Aside from its larger displacement, the 3.5-liter V6 differs chiefly in that it augments the direct fuel injection with port fuel injectors. In light- and medium-load conditions, these additional injectors help produce a precise burn, increasing power and efficiency. A dual exhaust system reduces backpressure at higher engine speeds. All 2009 Lexus IS models meet the Ultra-Low Emission Vehicle II (ULEV II) certification
An advanced six-speed automatic transmission with steering-wheel-mounted paddle shifters is standard on the Lexus IS 350 and the IS 250 all-wheel drive model. The rear-wheel drive IS 250 comes standard with a crisp-shifting six-speed manual transmission, with the paddle-shift automatic offered as an option.
Chassis/Body/Suspension/Tires/Brakes
The Lexus IS is engineered to provide for a sporty driving experience. Its double-wishbone front suspension features a high-mount upper control arm, and the lower arm uses a large, liquid-filled bushing at the rear to minimize vibration and harshness. The multilink rear suspension emphasizes precise control of geometry in all dynamic conditions, helping make the Lexus IS sport sedans ultra-stable for confident driving. High-strength steel and aluminum suspension components reduce unsprung weight, helping the Lexus IS remain stable on bumpy surfaces and improving ride comfort.
The sophisticated monotube shock-absorber design utilizes multi-leaf linear control valves to optimize damping force, plus internal rebound springs for firmer body control without degrading ride comfort. Available sport suspension with 18-inch wheels further enhances handling response.
The Lexus IS 250's available all-wheel-drive system provides extra traction in diverse driving conditions. A planetary-gear center differential and a wet-type multi-disc clutch control front-to-rear power distribution. The system normally sends 70 percent of available power to the rear wheels to provide the performance advantages of a rear-drive car and will vary the torque-split ratio from 30:70 to 50:50 in response to driving conditions and driver input. The AWD system's electronic-control strategy takes inputs such as steering and throttle angle from driver activity combined with vehicle signals from wheel speed and yaw rate sensors.
Combining input from a variety of sensors, VDIM is designed to anticipate the onset of a vehicle skid or slide and help correct the situation with a combination of braking and throttle control. VDIM integration provides precise management for Electric Power Steering (EPS), Vehicle Stability Control (VSC), Anti-lock Braking System (ABS), Brake Assist (BA), Electronic Brake force Distribution (EBD), and engine torque (via the electronically controlled throttle). The driver can disengage VSC via the "Trac off" switch, which can be desirable in certain situations.
The Electric Power Steering (EPS) helps to provide linear steering response, precise control and excellent straight-line stability. The vehicle-speed-sensitive system eliminates parasitic loss from a hydraulic pump, and reduces weight and complexity. Both Lexus IS models feature a four-wheel disc brake system, with the Lexus IS 350 equipped with larger ventilated front and rear rotors. In addition, the Lexus IS 350's aluminum four-piston front calipers aid in heat dissipation and stopping power and reduce unsprung weight. Standard all-season performance tires measure 225/45R17 in front and 245/45R17 for the rear (225/45R17 on IS 250 AWD).
Available as a stand-alone option or as part of the Sport Suspension, summer 225/40R18 front tires and 255/40R18 rear tires reward the enthusiast driver with even higher cornering grip. The Lexus IS rear-wheel-drive models offer the sporty "X Package" option that combines sport suspension and five-spoke, 18-inch alloy wheels with a boldly styled front-lip spoiler and sport pedals.
Safety/Security Features
Passive-safety technology in the Lexus IS begins with a reinforced passenger compartment that helps protect the occupants with front- and rear-crush structures. Seatbelt pre-tensioners and force limiters are used for the front and outboard rear seats.
In addition to the dual-front airbags and front seat-mounted side airbags, the Lexus Supplemental Restraint System (SRS) for the Lexus IS includes side-curtain airbags that extend from A-pillar to C-pillar, and a knee airbag for both the driver and the front passenger. Advanced dual-stage front airbags are designed to deploy at one of two speeds, according to impact force. The driver's front airbag also includes an extra low stage designed to deploy based, in part, on the seat's position on its track. The front passenger airbag features two chambers, creating an indentation in the center impact area that helps to disperse the force of the bag.
The optional Pre-Collision System (PCS) can help reduce collision damage. The package includes Dynamic Radar Cruise Control, which uses millimeter-wave radar to measure and help maintain a set distance from a vehicle traveling ahead. PCS relies on the radar sensor to detect obstacles in front of the car, and a PCS computer with sensor inputs from vehicle speed, steering angle and yaw rate is designed to determine whether a collision is unavoidable. In such a situation, PCS preemptively retracts front seat belts and pre-initializes Brake Assist so that increased braking will be applied the instant the driver depresses the pedal.
The available High Intensity Discharge (HID) headlamps with Adaptive Front-lighting System (AFS) helps to illuminate a curve as the driver steers into it. The rear back-up camera, included with the optional navigation system, automatically projects an image of what its lens can detect behind the car onto the navigation screen when the transmission is in reverse gear.
The optional Intuitive Park Assist (IPA) system uses ultrasonic sensors to detect objects close to the car's front and rear bumpers, alerting the driver and showing distance to objects in the multi-information display within the speedometer. When any Lexus IS model is also equipped with the optional navigation system, information on objects detected is shown in greater detail on that system's seven-inch touch screen display.
Luxury/Comfort/Convenience
Standard amenities for the Lexus IS models include 10-way power front seats, dual-zone automatic climate control with rear-seat vents and a pollen filter (plus a smog filter on Lexus IS 350), power moonroof with one-touch open/close and seven open-position settings, manual tilt-and-telescoping steering wheel, all power windows with automatic up/down feature and jam protection, and an auto-dimming rear-view mirror. The Lexus IS 250 AWD model in addition features standard heated, leather-trimmed seats.
A multi-function switch allows the driver to set an adjustable speed warning and an adjustable RPM shift light in the tachometer. The SmartAccess keyless entry and push-button-start ignition allows the driver to keep the access fob in a pocket or purse. The standard HomeLink® programmable garage door opener also operates home security devices and other systems.
The standard Lexus Premium Audio System features a six-disc, in-dash CD changer, 194 watts of total power and 13 speakers. Automatic Sound Levelizer (ASL) maintains consistent sound levels at varying vehicle speeds. A convenient mini-jack in the center console enables connection of an iPod® or other digital music player.
Luxury Options
A Premium Plus Package that is optional for all Lexus IS models includes wood trim, perforated leather seating trim and heated and ventilated front seats. The comprehensive "Sport" and "Luxury" option packages also include three-position memory for seats, steering wheel and outside mirrors, rain-sensing wipers, power tilt and telescopic steering column and auto-dimming outside mirrors.
Like all Lexus models, the Lexus IS offers its own version of the Mark Levinson® Premium Surround Sound Audio system, which is available as a stand-alone option or in conjunction with the optional DVD touch-screen navigation system. This 14-speaker audio system features discrete 5.1 multi-channel playback with 7.1-channel speaker architecture. Its 10 amplifier channels provide 300 watts total output at 0.1 percent total harmonic distortion (THD). The Mark Levinson system plays conventional CDs and DVDs, plus MP3/WMA-formatted CDs. DVD movies can be viewed on the optional navigation system's color seven-inch touch screen when the parking brake is engaged.
Exterior Design
The Lexus IS sedans show a strong family resemblance to the Lexus GS models while establishing their own distinctively sporty identity. A notably wide stance and long wheelbase, coupled with tightly drawn bodywork, give the Lexus IS an athletic, road-hungry yet sophisticated style. Carefully shaped body contours, a subtle ducktail-curved trunk lid and "air kick" tail lamps contribute to a low 0.28 coefficient of drag (Cd).
The sound of powerful V6 engines will resonate with driving enthusiasts, yet all vehicle occupants will appreciate Lexus' ability to minimize undesirable noises. A highly rigid body structure is the starting point for controlling noise intrusion. Strategically placed noise-suppression materials, including special window and door seals, acoustic windshield glass and asphalt sheeting, take over from there. No detail has been overlooked, down to the sound-absorbing sun visors.
Interior Design
The Lexus IS models' luxurious cabin features intelligently designed displays and controls that are easy to see and use. Bright, clear Optitron gauges and smartly integrated metallic trim, or available Bird's-eye Maple trim, help create an elegant yet sporty environment. Premium interior materials and meticulous attention to detail convey the Lexus identity.
Lexus offers a refreshing approach to designing controls as compared to some competitors that are making controls more complex to learn and distracting to use. One example is the multi-information display located within the speedometer. This versatile feature integrates a trip computer that provides outside temperature, driving range, average fuel consumption, average fuel consumption since refueling (per tank), current fuel consumption, and average speed. The display also includes an oil-maintenance reminder and system warnings, all grouped in one convenient location.
Additional features are added to the multi-information display depending on selected options. When an Lexus IS model is equipped with Dynamic Radar Cruise Control, the display can show a car icon with the selected following distance. When equipped with Intuitive Park Assist (IPA), the display can show a car icon with the location and distance of objects detected near the bumpers.
Volvo C30 DRIVe 2009
At Paris Motor Show in early October 2008, Volvo Cars is presenting economical new diesel variants of the C30, S40 and V50 models with fuel consumption of just 4.4 litres/100 km (C30) or 4.5 litres/100 km (S40 and V50). The corresponding CO2 figures of 115 and 118 g/km mean that the C30 and V50 have best-in-class CO2 emissions in their segments. All three models - the C30, S40 and V50 - are equipped with a special set of efficiency-enhancing features and marked with the DRIVe emblem to signal their uprated environmental properties.
The DRIVe models are based on the Volvo C30 Efficiency concept car that was shown at the Frankfurt motor show in October 2007. The measures adopted to reduce CO2 emissions that were presented then will be in production before the end of the year in the C30, S40 and the V50.
"We wanted to demonstrate that low CO2 ratings are not solely the preserve of small diesel cars. By offering the Volvo V50 DRIVe with emission levels below 120 g CO2/km, we are also making it possible for families and other customers who require extra space to make an active pro-environmental choice," says Volvo Cars President and CEO Fredrik Arp.
Holistic approach to eco-performance
The reduction in fuel consumption and CO2 emissions was brought about by meticulously analysing the cars' total potential for more efficient, more economical driving. The cars were then optimised within four distinct areas:
Reduced air resistance:
* Chassis height reduced by about 10 mm. Same comfort setting as the standard car.
* Spoiler at the front, the same as on the T5 (S40 and V50).
* Covered radiator grille. Behind the characteristic Volvo grille there is a wind-deflecting panel that provides better aerodynamics inside the engine compartment.
* Wind deflectors in front of the front wheels.
* Aerodynamically optimised wheels of special design. Available in 15 and 16 inch sizes.
* Underbody panels for more efficient airflow under the car as well (C30).
* Unique rear spoiler (C30). The Volvo S40 DRIVe has the same spoiler as the T5 and D5 models.
* New rear bumper (C30).
Lower rolling resistance:
* All the cars are equipped as standard with a new generation of Michelin tyres with low rolling resistance. Available for 15 and 16 inch wheels.
Higher ratios:
* Gearbox with altered ratios for third, fourth and fifth gears.
* More efficient driveline:
* Optimised engine cooling, engine management and power steering.
* New transmission oil with lower friction.
* Gearchange indicator in the information display.
"Changing the transmission oil gives us a 0.75 percent lower fuel consumption. Tyres with low rolling resistance save another two percent. Each of these measures may seem rather modest, but it is important to look at the whole picture. Taken together, all the small adjustments have helped us achieve our aim, with emissions below 120 g/km for all three cars. Without in any way compromising on either driving properties or comfort, which was an important requirement," says Magnus Jonsson, Senior Vice President, Research & Development at Volvo Cars.
Volvo C30 DRIVe best in the ECO test
Volvo's DRIVe cars are all certified according to the mandatory European NEDC standard. In addition, the Volvo C30 has excelled in the ECO test, which carries out even more comprehensive measurements of CO2 and particulate emissions. This certification process relies on stars and points, in a similar way to the EuroNCAP programme for safety. The independent ECO test places the Volvo C30 at the top of its size category, with four stars and 76 points in the overall assessment of the car's total environmental performance.
Benefits for the environment and economy
Reducing fuel consumption and dropping below the 120 g/km CO2 emission level offers a range of benefits, both for the environment and the buyer's economy. With lower carbon dioxide (CO2) emissions, these cars reduce the net contribution to global warming. All new diesel models from Volvo are also fitted with a maintenance-free particle filter that traps about 95 percent of all soot particles.
With the cars' good environmental performance, the driver can count on various financial incentives in the form of subsidies in the 13 European markets that have implemented a CO2-based vehicle taxation system, for instance with a "green grant" that is paid to the owner, lower road tax, registration tax exemption or other similar forms of financial encouragement.
Rising fuel prices also make our 1.6D DRIVe offer very attractive. The fuel consumption has been reduced by 0.5 l/100 km and is as low as 3.7 l/100 km at highway speeds.
Sold throughout Europe
"We will offer our diesel-powered DRIVe cars throughout Europe, even in countries that today do not offer any form of financial incentive. We are doing this to give everyone the opportunity to choose a pro-environmental alternative from Volvo. For us it is not simply a question of short-term sales - it also clearly shows how strongly Volvo prioritises environmental properties throughout the product range, both today and for the future," says Fredrik Arp.
Volvo Cars expects to sell over 20,000 1.6D DRIVe cars next year in Europe. Sales are expected to spread fairly uniformly throughout the region, with France, Sweden and Spain accounting for most sales. The reason for this is the particularly favourable terms offered to buyers in these countries.
The price supplement for the DRIVe package is estimated at between 150 and 450 euros depending on model and market. The DRIVe cars can be specified with most of the options and accessories that Volvo offers, apart from those that affect the cars' aerodynamic properties.
"The higher price must be regarded as particularly modest bearing in mind the advantages the customer gains in the form of environmental incentives and reduced fuel consumption. We also believe customers will appreciate the opportunity to tailor their DRIVe car by choosing from the wide range of options available," adds Fredrik Arp.
The most eco-friendly car range
Apart from these three diesel-powered DRIVe cars, Volvo also offers a comprehensive Flexifuel range encompassing five car models and three bioethanol engines. All told, this means that Volvo Cars today offers the market's widest range of premium cars with a low environmental imprint.
Volvo Cars is also conducting intensive research into hybrid technology and future alternative fuels. The attention-grabbing Volvo ReCharge Concept plug-in hybrid and Ford Motor Company's decision to establish its European hybrid centre in Volvo's home town, Göteborg, clearly highlight the environment-technology potential there is within the company.
Vauxhall Astra 2010
The next generation Vauxhall Astra will receive its premiere at the 2009 Frankfurt Show, delivering a compelling mix of technical innovation and groundbreaking design that promises to raise the bar in the compact sector.
With its flowing lines and signature sculpted blade, the new Vauxhall Astra will carry the spirit of the Insignia into the compact class, offering customers a premium feel, while maintaining Vauxhall’s value for money promise.
Inside, the premium theme will continue, with a warm, wrap-around interior and a wing-line sweep that links the instrument panel to the door.
An all-new chassis promises to maintain the Vauxhall Astra’s reputation for class-leading dynamics, while new engines will maximise low-end torque to achieve miserly fuel consumption.
Also expect to see clever and practical features on the new Astra, taking inspiration from systems like the Vauxhall Corsa’s FlexFix integrated carrier.
The new Vauxhall Astra will major on technical innovation, such as the Front Camera System used in the upcoming Insignia, which combines traffic sign recognition with a lane departure system, improving occupant safety and potentially helping drivers avoid fines.
Next generation Adaptive Front Lighting (AFL) will also be shared with the Insignia. The system adapts to different road and driving conditions by providing nine unique light beams, improving visibility and safety during night-time driving.
This will be the fourth generation of the hugely successful Vauxhall Astra, which has sold over 2.5 million cars in the UK during the last 27 years.
The current model kick-started Vauxhall’s design renaissance when it was launched in 2004, and according to Mark Adams, GM Europe’s Vice President of Design, it presented his team with serious challenges: "The present Vauxhall Astra already combines a high level of technical substance and emotional styling, but with the new car we are taking a big step forward in both respects, while emphasising its sporting credentials."
Volkswagen Golf 2009
Volkswagen is sending a new Golf out into the world, the best of all times. The Volkswagen Golf is a phenomenon, regardless of its particular generation. Positioned in the compact class, this style icon defies all automotive and social class distinctions. No other Car in this price segment has even come close to reaching as large a cross-section of people. The Volkswagen Golf is the only one that always fits right, and the new one is even better fitting.
It was perfected in every detail. It is also the quest for perfection that has elevated the styling of the Volkswagen Golf to a new level. The team headed up by the Group’s chief designer, the Italian Walter de Silva, has succeeded in giving the Volkswagen Golf a presence, a sharpness, a power that generates even more fun. Fun to look at and fun to drive. An intelligent Car. Data such as an average fuel consumption of 4.5 liters per 100 kilometers for a 110 PS TDI put fuel prices in their place. Upon request, the VW Golf can park itself nearly automatically in the city thanks to “Park Assist”, it can maintain an ideal gap on the freeway by distance control (ACC), and at the push of a button it can transform itself from a cruiser to a sports Car when the new “DCC Adaptive Chassis Control” system is on board.
Above all, the Car exhibits a standard of quality never before attained in this price class. Prof. Dr. Martin Winterkorn, Chairman of the Board at Volkswagen AG sums it up: “This sixth generation of Volkswagen Golf cars will completely redefine the quality and comfort level of its class over broad categories, offering more customer value than ever before”. In Europe the new Volkswagen Golf will be introduced to the market in October. Following in succession will be Africa, Asia, Australia and North America.
Innovative force – the VW Golf democratizes progress
The clear and powerful styling of the Volkswagen Golf being offered as a two-door and four-door in the “Trendline”, “Comfortline” and “Highline” equipment lines is showing the entire brand the way to the future. The Volkswagen’s acoustic properties and overall comfort tear down class distinctions. Innovative engine and transmission technologies reduce fuel consumption by up to 28 percent. All gasoline and diesel engines fulfill emission limits of the future Euro-5 standard.
Assistance systems such as “ACC Automatic Distance Control” – as well as developments like “DCC Adaptive Chassis Control” (DCC) and “Park Assist” – bring additional top technologies to the Volkswagen Golf class. A new ESP system, with finer response over its control range, further optimized crash properties, seven airbags including knee airbag, the special head restraints (WOKS) that work to counteract whiplash trauma, a “seatbelt detection” feature debuting on the Volkswagen Golf in the rear seating area and daytime running lights – also standard equipment – provide for a maximum level of safety.
Exterior design – precision in a new form
The exceptionally high value of the new Golf is reflected par excellence in its stylish design; all key body elements were redesigned: “We have cast the Volkswagen Golf’s core components in a precise new mold”, explains Walter de Silva. And he emphasizes this: “The Volkswagen Golf is the global icon of Car making. So the architecture and styling of new model are also absolutely clear and unique.” At the same time, the sixth Volkswagen Golf has a sportier and more distinctive image than any previous generation of the model series. De Silva: “It is more accentuated, more three-dimensional than its predecessor; with precisely defined lines and edges, and with finely proportioned flared surfaces and recesses.” And Klaus Bischoff, Chief Designer for the brand, adds: “Every detail is uncompromisingly aimed at improving value.”
Especially in a direct comparison of generations VW Golf V and VI, it becomes evident just how much the new Golf has changed. The design team – headed up by Walter de Silva, Klaus Bischoff and the Group’s director for creative design, Flavio Manzoni – crystallized out the Volkswagen Golf’s essential DNA and sent it on a trip to the future. Style features include the clarity of the first generation’s front end and the C-pillar that was perfected in the fourth generation.
The roof section now rests – similar to the new Volkswagen Scirocco – on a prominently contoured shoulder section. Responsible for this is a dominant curved line that – like a muscle trained down to the last fiber – extends from the headlights back to the taillights. This side profile line – which Volkswagen Design calls the “character line” – also gives the VW Golf a fuller, lower stance on the road from a lateral perspective.
All body surfaces are more relaxed, more athletic. In front the new Car adopts the radiator grille of the first generation Volkswagen Golf that is horizontally aligned between the headlights; the grille itself is in high-gloss black. The lines of the bumper match those of the radiator grille. Beneath this is a section with another air scoop. Also presented over a black background are the chrome light housings of the dynamically styled headlamps.
The rear too is characterized by a predominance of horizontal lines. The taillights – now very wide – are marked among other things by an unmistakably unique night design. Stylistically, the crystal-clear line of turn signal and backup lamps bears a resemblance to the taillights of the Touareg. Overall, the new Volkswagen Golf – in the interplay of all of its design characteristics – gives the appearance of a significantly wider, flatter and higher end Car.
Interior – imploding class distinctions
The Car’s exceptionally high value also applies to the newly designed interior, whose refined surfaces and features completely transform class distinctions, both to the touch and visually, especially in the cockpit area. The appearance and layout of materials – as well as details such as brushed chrome accents and round instruments and steering wheels derived directly from those of the Volkswagen Passat CC – leave the impression that one is actually sitting in a Car of the next higher segment. Ergonomic properties of the Car’s interior were also further developed. For example, all controls are even easier to use. They include controls for the automatic climate control system (Climatronic) being presented for the first time on the Passat CC, the new RNS 310 radio-navigation system with touchscreen and the power window controls that are now located further forward in the door trim, making them easier to access.
There is a common thread here: Volkswagen’s typical attention to perfection of every detail in the Car. Take the example of “seatbelt detection” in the rear: if rear head airbags are ordered on the Volkswagen Golf, the driver can tell from the multifunctional display in the cockpit and an acoustic warning whether the occupants have their seatbelts fastened in the rear – separately for each seat. Or take the example of leather seats: a new, more robust leather is being used for the first time on the VW Golf. Or the cargo area: on the new Volkswagen Golf too, four practical hooks ensure that the contents of shopping bags are not strewn across the cargo area after shopping. Or the outside mirrors: thanks to their aerodynamically optimized shape they get significantly less dirty. They are easier to adjust from the inside, since the power mirror adjustment control is now located higher and further forward in the door trim.
Low-noise comfort – the quietest Volkswagen Golf since the model series began
The new VW Golf is characterized by first-class acoustic properties. A special sound-damping film in the windshield reduces driving noises, as does the newly developed seal design on the doors and side window guides. Significantly less wind noise is generated by the outside mirrors due to their new shape. Furthermore, special modifications were made to better isolate the engine and passenger compartments from one another acoustically. Quiet rolling tires and new engine bearings round out the noise reduction program.
Diesel engines – the shift to common rail injection
Making a significant contribution to the pioneering acoustic properties of the Volkswagen Golf are the exceptionally quiet common rail TDI engines being implemented on the Volkswagen Golf for the first time. Two balancer shafts (from 103 kW / 140 PS) also eliminate undesirable vibrations. Plans call for a TDI power range from 66 kW / 90 PS to 125 kW / 170 PS. Right at its market launch Volkswagen will be offering two 2.0 liter TDI engines on the Volkswagen Golf; they deliver 81 kW / 110 PS and 103 kW / 140 PS. Always there: a diesel particulate filter (DPF).
The new TDIs are exceptionally fuel efficient. The 110 PS strong diesel is satisfied with just 4.5 liters of fuel per 100 kilometers (119 g/km CO2) – that represents a 0.6 liter reduction in fuel consumption! Even the 140-PS version only requires 4.9 liters of diesel (129 g/km CO2), which is 0.6 liter less than the on the previous generation.
Gasoline engines – more fuel efficient than ever before
In the launch phase, four variants will define the range of gasoline engines with 59 kW / 80 PS, 75 kW / 102 PS, 90 kW / 122 PS and 118 kW / 160 PS. Starting at 90 kW / 122 PS, TSI engines with supercharging and/or turbocharging are used. The fact is: the gasoline engines are also pioneers in economy. The optimized 80-PS entry-level engine consumes just 6.4 liters Super per hundred kilometers (149 g/km CO2) – that is 0.5 liter less than its predecessor. The TSI engines once again make their appearance as prime examples of efficiency: with 122 PS the new Golf 1.4 TSI consumes just 6.2 liters Super (144 g/km CO2); this represents a fuel consumption advantage of 0.1 liters. Even the new 160-PS top version of the 1.4 TSI achieves a top value at 6.3 liters. The 160-PS TSI’s fuel consumption too was lowered by 1.6 liters compared to the retired 150-PS FSI.
DSG – replaces conventional automatic
With the exception of the entry-level versions, all gasoline and diesel engines may be paired with Volkswagen’s dual clutch transmission (DSG). Either a 6-speed or 7-speed DSG is used, depending on engine torque. This means that on the VW Golf the extremely efficient and agile DSG has replaced the classic torque converter automatic. Just how economical the alliance of TSI plus DSG can be is demonstrated by the example of average fuel consumption on the 1.4 TSI with 160 PS and 7-speed DSG: 6.0 liters (139 g/km CO2). This high-tech duo replaces the 2.0 FSI with 150 PS and 6-speed automatic. Average fuel consumption there: 8.3 liters. Savings: 2.3 liters per hundred kilometers or 28 percent – progress at its best.
Audi S8 2008
The Audi S8 is the supreme athlete in the luxury class. With its combination of 10-cylinder FSI power, permanent and particularly sporty quattro four-wheel drive, and Audi Space Frame, the Audi S8 occupies a unique position within its competitive field of high-performance sedans. The outstanding potential of the 10-cylinder powerpack finds its counterpart in the dynamically tuned sports suspension, high-performance brake system and sporty yet elegant design.
Sports appeal is firmly anchored in the genetic code of the Audi brand. In the case of the S models, however, sportiness is a declared principle, combined with comfort, aesthetics, elegance and uncompromising quality. The Audi S8 with its 5.2-liter V10 FSI engine combines all of these strengths to produce passion and superiority.
A 10-cylinder engine is the ideal design for sporting aspirations. Although an eight-cylinder engine would be even more compact, to make it into the five-liter class would require large, heavy pistons and connecting rods, which would impair its ability to rev freely. It is no coincidence that competitors generally have concentrated simply on high torque with their large-capacity V8 engines, rather than attempting to squeeze sporty performance out of them, too.
Spontaneous response
Other advantages of the high-speed V10 design are quite clear. The engine fascinates with its spontaneous response and short reaction times. It produces a throaty sound when accelerating and yet has a beefy torque curve even at low speeds. All in all it forms the perfect synthesis of sporty driving enjoyment and comfort on long journeys.
The 450 hp V10 in the Audi S8 also belongs to the new generation of V engines from Audi, all of which feature a standard 90-degree angle. The crankcase of the Audi 10-cylinder powerpack is made from an aluminum alloy. This technology renders separate cylinder liners superfluous; the liners are instead honed directly from the material by exposing hard silicon crystals. The connecting rods are made from forged steel and the pistons from an aluminum alloy.
Performance and pulling power
The V10 in the Audi S8 uses FSI gasoline direct injection, which has impressively demonstrated its dynamic potential in motor sport. The R8 racing car featuring this technology represented Audi five times at the 24-hour Le Mans race and captured four victories. The common rail injection system delivers the fuel directly to the combustion chambers in precisely metered amounts.
The powerful 10-cylinder engine has been optimized for high torque as well as high engine power. From as low as 3,000 to 4,000 rpm it delivers 398 ft. lbs. to the crankshaft. More than 90 percent of the torque is available at 2,300 rpm. The V10 imparts the luxury sedan with the road performance of a high-caliber sports car. The Audi S8 sprints from a standstill to 60 mph in 4.9 seconds. Only a short while later it reaches its governed top speed of 155 mph, also facilitated by its low drag coefficient.
With its innovative Audi Space Frame, the Audi S8 weighs a mere 4,596 lbs., including the dynamic and sure-footed new-generation quattro drive, which boasts asymmetric/dynamic torque distribution.
Running gear underlines dynamic character
The center differential distributes 40 percent of the torque to the front and 60 per cent to the rear. This slightly rear-biased split underlines the dynamic character of the Audi S8. The new Audi S8 is equipped with a six-speed Tiptronic transmission as standard. In keeping with the character of this sporty top-of-the-line model, the final ratio of the automatic transmission is lower than on the Audi A8, and the sedan still is capable of forceful acceleration even in sixth gear.
With regard to the running gear, the Audi S8 relies on adaptive air suspension sport, the optional sports suspension for the A8. On the Audi S8, however, the characteristics of the air springs and the shock absorbers integrated into the air spring bellows are somewhat firmer. With a further reduction in rolling and pitching movements, the sporty top model behaves with even greater agility and maneuverability, but it is as stable and safe as ever. The elastokinematics of the rubber mounts in the axles have likewise been modified in keeping with the character of the Audi S8.
The Audi S8 leaves the factory with newly developed cast aluminum wheels with a parallel-spoke S design. Their dimension is 9 J x 20, and the summer performance tires are size 265/35 R20.
The Audi S models always have epitomized high performance and refined sports appeal. The same applies to the Audi S8. It lends the design of the A8 a dynamic edge. This prestigious sedan already is inherently light and elegant in character. Its aesthetic appeal reflects its exceptional position as a sports model in the luxury class. The Audi S8 cuts a supremely athletic figure, but it never looks aggressive. The most striking changes are to be found at its front end. The eye-catching singleframe grille bearing the S8 badge is in platinum grey, and its double vertical struts have a chrome-look finish.
An ambience of luxurious sportiness
Besides the 20-inch wheels with the new S design and special brakes, four details on the side sections indicate the potential of the V10 engine: badges on the wings and the front brake callipers, door handles with aluminum trim strips and aluminum-look exterior mirror housings. The S8 badge at the rear, an integrated rear spoiler, a subtle light-refracting edge in the apron and an exhaust system with four oval tailpipes complete the range of optical modifications.
The Audi S8 also adds various specific accents to the luxurious interior. The Audi S8 sports seats, which have a wide range of adjustment features, have two-color upholstery with stitching in a contrasting color. The color combinations underscore the ambience of luxurious sportiness. Other interior details distinguish the sporty top model from the A8. The highly-polished door sill trims bear S8 badges, and the inlays on the door and center console are made of Vavona Gray wood or carbon fiber. The three-spoke multifunction steering wheel features color-contrasting stitching and aluminum-look paddles as well as an S8 badge.
The innovative lighting technology known as adaptive light, including LED daytime running lights, is standard equipment on every Audi S8. Here the adaptive Bi-Xenon headlights are coupled with static turning light and dynamic cornering lights as well as separate LED daytime running lights, as on the Audi A8L W12 quattro. As well as adaptive light technology and 20-inch wheels, the standard specification incorporates other comfort and convenience equipment items. These include new, noise-insulating double glazing for the windows, a DVD navigation system and BOSE Surround audio system with CD changer. The door armrests, the center console, and the seats in the Audi S8 are upholstered in leather. The standard access and authorization system known as advanced key permits the driver to open the Audi S8 without having to take hold of the key. The driver then can switch on the 10-cylinder powerplant by pressing the Start button and immediately enjoying its inimitable sound.
Cheap Car Insurance: Factors that Affect Your Car Insurance Rates
When it comes to auto insurance rates, who you are determines what you pay. Automobile insurance premiums are based on a large number of factors, some of which you can control, and some of which, alas, are incontrovertible facts of life. Statistically, a sixteen-year old boy with a 300 horsepower sports car in a big city is far more likely to hit something than a 35 year-old married guy driving a minivan around the suburbs.
While you can't change your age and some other factors, there are things that you can do to keep insurance premiums as low as possible.
Factors you CAN'T change that impact your auto insurance rates:
Your age
Dick Clark and Sophia Loren notwithstanding, aging is unavoidable. And while you may be a mature-looking teen or a youthful octogenarian, the oldest and the youngest drivers are far more likely to have accidents.
Gender
Whether it's the mothering instinct or fewer NASCAR fantasies, women statistically make safer drivers.
Marital Status
Ok, you can change this, but there have been no reports of people marrying simply to lower their insurance rates.
Factors you CAN change that impact your auto insurance rates:
Geography
Where you live matters.For instance, those living in rural America are far less likely to have a collision or a stolen car than those living in a city. But, sometimes even just moving across the street can change your rate.
Driving violations
Speeding tickets, running red lights, failure to yield, etc. all count toward your auto insurance rate.
Your vehicle
If you must have that cherry red Corvette or the Ferrari Testarossa, be prepared to pay for it. Your insurance premiums will be higher.
Accident claims
While you can't change the past, keeping your slate clean and free of accidents will hold you in better stead than lots of fender benders.
Credit rating
That's right — many insurance companies view having a poor, or even no credit history as suggestive of higher risk.
Occupation
A little easier said than done. Believe it or not, insurers have found correlation between your occupation and risk. Makes sense that the pizza delivery guy could be a higher risk!
Other factors that go into determining premiums:
Miles driven per year
Distance to work
Occupation
Years of driving experience
Business use of the vehicle
Whether or not you currently have auto insurance
Theft protection devices (often results in discounts)
Multiple cars and drivers (another opportunity for discounts)
Overwhelmed?
It can be more than a bit confusing when trying to decide the best and most affordable coverage for your vehicle. Like anything else, get good advice and comparison shop. With the Web at your fingers, you have all the information and power to get the best deal.
Please note that this description/explanation is intended only as a guideline.
For more information about auto insurance please go to: Insurance.com
Author: Rob Sliver2011 BMW 5 Series Details Emerge
While BMW's next 5 Series won't appear until early next decade, technical details are leaking out. Codenamed F10, the 2011 5 Series will feature engines based on the new turbo range. (Note: The present-generation car is pictured). There's a 3.0-liter twin-turbo inline-six in the 540i, a 4.4-liter twin-turbo V-8 in the 550i, and a twin-turbo clean diesel. Even the M5 will switch from the ultra-high-revving V-10 to a turbo V-8, we hear. Hybrids will likely be available as both full dual-mode and mild types, depending on how they're received in the upcoming X6 and 7 Series hybrids.
The 5's wheelbase will grow a couple of inches, but the aim is to maintain current mass through the use of smaller, turbocharged engines and extensive aluminum in the body's exterior panels, such as closing panels, fenders, and roof.
Control-arm front suspensions will replace the MacPherson struts. Options include the Integral Steering package just introduced on the 7, which adds electronically controlled rear steering to the familiar active front steering. Adaptive damping also will be available. Optional drivers' aids will include follow-to-stop adaptive cruise control, sideview cameras, head-up display, and night vision with pedestrian recognition.
BMW now talks of a "backbone" rather than a platform. The term refers to the firewall, suspension, and floor, in various wheelbases. The F10, and the next 6 Series, will share its backbone with the 2009 7 Series and the 2010 Progressive Activity Sedan. For a preview of the switchgear, instruments, iDrive, and seats of a 2010 PAS, 2011 5 Series, or 2013 6 Series, look at a 2009 7 Series.
Versatile as this backbone is, it has limits. It was deemed too small for the CS four-door coupe concept, which is why production was shelved for excessive cost and reaching, in these hard times, for too few potential buyers.
2011 Ford F-150 EcoBoost V-6
True truck owners, those who need to buy pickups for towing and hauling, need the practicality of a truck, but like everyone else, would like to use less fuel. Unlike the commuters who haul air in their trucks, true truck users don't have the option of swapping their pickups for economy cars.
The obvious solution has been for manufacturers to start putting diesel engines into their light-duty pickup trucks, but the large price difference between regular unleaded and diesel, often about a dollar per gallon, has caused a rethink of that plan. Ford says it has put off (at least for a couple years) its previously announced plan to offer a diesel in the F-150 in 2010.
Instead, the company is developing a V-6 EcoBoost engine for the F-150 which employs turbocharging and direct-injection -- a design that Ford says will deliver similar power to a V-8 engine -- all while using less gas.
Such engines are cheaper to build than diesels -- less than $1000 more costly than a conventional V-8 in comparison to the $4000 or $5000 price tag of a diesel engine, according to Ford. That thousand bucks buys you more power, expected to top the targets of 340 horsepower and 340 pound-feet of torque from the 3.5-liter turbo V-6, compared with the 320 and 390 for today's 5.4-liter Triton V-8.
It will also return 15-20 percent better mileage, Ford engineers predict. That extrapolates to 16 mpg city/23 highway for the EcoBoost engine, compared with 13 and 18 for the V-8 today.
Towing and other hard work won't tax the EcoBoost engine, even though conventional wisdom would suggest that a smaller-displacement engine would have to work harder and that a turbocharged engine could be stressed by heavy loads. The direct injection of gasoline has the effect of cooling the combustion chamber, as the fuel absorbs heat when it evaporates. According to an engineer who is developing the EcoBoost F-150, "cooling has not been an issue."
One challenge will be the sound characteristics of a turbo six-cylinder, which will be different from the familiar mellow rumble of a V-8. The company is looking at solutions, including a simplified active sound-cancellation system that will mold the sound waves that emerge from the exhaust pipe, but without a complex closed-loop system using microphones to monitor and adapt to the sounds being produced. The system would instead use a simple data map to know what it should do under different circumstances.
EcoBoost-powered F-150s will arrive in showrooms in 2010 for the 2011 model year.
Mercedes AMG Rolls out "Ice Luge" Web Game, MT Staff Productivity Levels Drop
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| What do you get when you put a Mercedes-Benz C63 AMG or SL 63 AMG on a virtual ice luge? An even faster, grip-seeking, high performance ride straight from the factory in Affalterbach, Germany, obviously. The rules are simple: Choose a car, press forward arrow to accelerate, back arrow to brake, and left and right arrows to steer. Hit the ice and see how fast you can go. A warning though, competition is stiff. We found ourselves trying to beat out other lugers from around the world during our workday (keep that on the down low) and sadly, didn't even manage to get on the leader board. Granted, in being a Web-based game, the controls are delayed and the handling a bit tricky to get used to, but we can see it being a game to successfully pass the somewhat slow holiday season days. |
General Motors Sues Parts Supplier to Keep 2010 Chevrolet Camaro On Track
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| In addition to tightening its multibillion-dollar bootstraps, General Motors is making sure everything set in place before the $9.4 billion gift from American taxpayers continues as planned -- especially when it comes to big ticket items such as the upcoming 2010 Chevrolet Camaro. This week, it was revealed by The Wall Street Journal that the struggling automaker is suing one of its bankrupt suppliers in order to ensure production and deliveries of its much needed Camaro muscle car happens next year. The supplier, Troy, Michigan, based Cadence Innovation, was slated to make the Camaro’s consoles and door panels, among numerous other components. It filed for bankruptcy last August and began liquidation of its assets earlier this month. With the demise of one of its main suppliers, GM is facing a drastic ripple effect in production and sales that could cost it tens of millions of dollars. |
L.A. (Auto Show) Confidential
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Odds, ends, and touching the future at the 2008 Los Angeles auto show:
Ferrari may have named its latest roadster after the Golden State, but not everyone who saw it on the show floor was impressed. "Looks like a kit car," muttered one observer before sauntering out of the booth.
Lexus and Infiniti chose L.A. to show off their BMW 3 Series convertible fighters, the IS-C and G37 hardtops, but perhaps they should have spent a little more time at the drafting table. Both have noticeably larger derrieres than the BMW they hope to contest, with decklids far more bulbous and awkward looking.
The new Mazda3 is the company's biggest gamble in years. In the last five years, Mazda has sold 1.8 million Mazda3s in 100 countries. To put that in perspective, one in every three Mazdas sold is a 3.
Messing with such a success could be a catastrophe and Mazda knows it. Look at how they approached the update to Mazda6. It's a much bolder move because there was less to lose. Though the previous-generation 6 was critically acclaimed early on, it wasn't near the sales success of the 3.
That is why we're seeing only a major sheetmetal and interior overhaul for the 2010 Mazda3. The wheelbase is unchanged, while the suspension, though heavily retuned, is largely the same as the last generation.
More Mazda news: Patrick Dempsey, aka Dr. McDreamy to the mouthbreathers, can be seen on the large video screen in Mazda's booth. Why? Because he's a bona-fide racing nut with a connection to Mazda that extends beyond the paid voiceover work he does for them.
Dempsey already has a significant racing background. He's part owner of his own racing team (Hypersport), has a couple years of MX-5 Cup racing under his belt, and has raced an RX-8 in the 24 Hours of Daytona. Word is he loves the Mazda brand (enough to pose for pictures and lounge about the show stand for a few hours gratis) and is looking to purchase a vintage Mazda Cosmo sports car. Perhaps Dempsey is patterning himself after the late Paul Newman, who started racing late in his acting career with another small Japanese sports car brand (Datsun)? Guess we'll know when he starts his own salad dressing company...
Ford is making some big strides in improving the fit and finish of its interiors. From Milan to Fusion to Mustang, the improvements are noticeable -- particularly in the soft -touch dash-pad materials and overall feel of the buttons and knobs. Looks good, but will the updated cabins and the freshened exterior styling be enough to fend off Camaro?
If you have $450,000 lying around, you can pick up a Gumpert Apollo. The German supercar apparently can hit 60 mph in 2.8 sec and is now available in the U.S. Fully optioned versions can top out at $850,000 -- a bargain in comparison with a Veyron.
I have the seen the future and it is the Remote Touch interface found in the all-new Lexus RX SUV. Apparently Toyota's luxury brand is doing away with the touch screens it uses in all of its cars to control features like navigation and stereo in favor of this superslick system. Instead of the combination of a rotating knob and buttons favored by competitors including BMW, Mercedes Benz, Audi, Acura, and Infiniti, Lexus has opted for what can only be described as a flatted, pad-like joystick. But it's like no joystick you've ever used.
First of all, the part your fingertips touch is a flat pillow of leather. It tips and tilts in all directions, moving a cursor on a screen above. The big difference, though, is that when the cursor moves over different positions on the screen, like buttons, feedback is felt through the pad. The industry term for this is "haptic [touch] feedback" and it is slick indeed. It is weird at first, feeling the cursor move and stick over a button, but it quickly becomes second nature. Also interesting is that the pad/joystick only moves the cursor -- you can't press down on it to click the button you're on. Instead, there is a button positioned on both sides (under the thumb of the driver's right and passenger's left hand) for clicking on any of the buttons.
Why do this? Because it gives Lexus designers more flexibility as to where they can position the nav/audio screen and also improves safety. With the Remote Touch controller under your fingertips returning haptic feedback, your eyes don't need to be glued to screen all the time. We'll have more info to come when we actually drive the new Lexus RX SUVs featuring this futuristic system, but from what we've seen/felt so far -- it's pretty good.
In front of the Honda's FC Sport fuel-cell sports car, one jaded photographer had this sneering observation about the concept car's squashed front end: "It looks like a pair of panties." I'd say T-back, but that's just me being picky.
That's all from this year's L.A. auto show.
Spreading the Pain to Europe: Car Sales Fall 25.3% in November
If you still think the depression in new car sales is limited to the Detroit Three, or even to the U.S. market, you're not paying attention. JATO Dynamics, a global automotive data and intelligence firm, reports that sales in Europe fell 25.3 percent in November '08, compared with November '07, to 924,936 units. For the first 11 months, sales fell 7.1 percent, to 13.6 million. JATO cited Audi for losing only 1.1 percent in November, thanks largely to the new A4 sedan. Romania's Dacia, now run as Renault's bargain brand, posted a 27.9 percent increase, but that's mostly because the brand expanded its range with its new Sandero model. Small-volume Japanese and European brands also had increased sales: Nissan, up 9.9 percent, to 28,971, Mazda, up 2.4 percent to 5,356, smart, up 12.1 percent to 10,486, Subaru, up 10.5 percent to 4,439 and Jaguar, up 13.3 percent to 4,120. For reference, be aware that Chevrolet sold 9,469 Malibus in November (GM's only gainer), up 31.3 percent. For the first 11 months of '08, General Motors' European divisions sold 32,000 more vehicles than Renault, making it third in sales behind VW and Ford. It was the biggest loser in Europe in November, however, dropping it to fourth place for the month. Here's JATO's top ten for November:
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President-elect Obama, Your New Chrysler 300 is, er, Fiberglass...for Now
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DETROIT - Will Chrysler LLC be around long enough to build the 2011 Dodge Charger and Chrysler 300? (Editor's note, a present Chrysler 300 is pictured) Will Chrysler factories reopen after its extended holiday shutdown, which begins Friday? I don't know. Chrysler says it could be out of cash in weeks. I can't believe I'm saying this, but the future of those cars now seems to be in George W. Bush's hands, with less than four weeks left in his presidency. He's rumored to be considering a "controlled" bankruptcy? Detroit has been hanging by a thread for this?
As you may have read elsewhere, some of us in the moto-journo biz got an early preview of the next LX sedans Wednesday in Auburn Hills. Online car magazines not invited to the event reported on what we saw, based on reports by other journalists who were invited. Those leaky journalists told Jalopnik the future cars and trucks looked like "lipstick on a foam pig" and "smoke and mirrors."
Well, of course. They were full-scale fiberglass models. They're not scheduled for production until 2010, probably the third or fourth quarter if things get better, so nothing's been retooled to stamp actual '11 model sheetmetal. I found their designs to be impressive, and several colleagues agreed. The second-generation 300 and Charger could be to the first-generation cars what the current Cadillac CTS is to its predecessor. And by the way, General Motors showed journalists the new CTS two or three years early - the same sort of "smoke and mirrors."
The difference this time is that everything we saw in the last couple of days could go up in smoke. And don't misunderstand this: I can't vouch for the quality of any future Chrysler product, or say anything good or bad about the way these cars and trucks ride, handle, perform, hold themselves together. That's what first drives and comparisons are for. I can only tell you that Chrysler has quickly exorcized retired design chief Trevor Creed. Yes, he's been gone only a couple of months, but with Tom Gale hired on as a consultant when Cerberus took over, I doubt Creed had much authority while these models were being designed. There's not a hint of Dodge Avenger/Chrysler Sebring styling here. And virtually no hint of the concepts Creed foisted on us in the last few years.
I doubt these new cars and trucks would impress Nancy Pelosi or Harry Reid. They'd rather see electric cars or bio-diesels running on mulch. But Chrysler ought to show the new 300, at least, to President-elect Obama, who owned an '05 300C. Attractive, desirable product could make a bigger impression than any "turnaround plan" or union concessions.
Why did Chrysler show us these 2011 models? To prove it's not quite dead, and to give us a reason to root for its survival through 2010. If its future stuff looked like more Avenger/Sebring, I'd be saying as much right now.
Why did Chrysler refuse to invite Jalopnik and Autoblog? Automakers worry that automotive websites are quick to spread leaks, even when they're not necessarily the first entity responsible for such leaks.
That kind of thinking is obsolete. Most of us at the Chrysler preview, some in print journalism and some not, also post online news and columns like this one.
While they would like to be considered part of the New Media, Jalopnik, Autoblog and others have become as entrenched in the moto-journo establishment as motortrend.com. I'd find it more interesting to hear what they think of the '11 300/Charger firsthand than read about the impressions leaked to them by invited journalists eager to pander to Jalopnik's irreverent image.
To Ride in the Seat of Mid-Engine Porsche History
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We're about testing and driving cars, so ride-alongs seldom excite us. But there are occasions when we're happy to take the right side seat. One such deal was at a recent preview drive program for Porsche's much-updated 2009 Boxster and Boxster S. Porsche rented Willow Springs Raceway, brought along a bevy of hot shoes, as well as some of its most significant cars from the past, all in an effort to remind us that even though most people equate Porsche to the 911 and vice versa, the company has a rich mid-engined heritage.  Significantly enough, the first automobile to legitimately wear the Porsche name was mid-engined. Its design is the work of Ferdinand Alexander "Ferry" Porsche, son of Porsche family patriarch Ferdinand. That first Porsche was built in a converted sawmill in Gmund, Austria, and is technically referred to as Type 356-001, or "Number One" for short. The car has lived an amazing life. It is now owned by the company, and likely will be forever.  Number One employs the typical air-cooled flat four, and borrows a lot of VW parts. It is simple, elegant, and of course, priceless. It was the first of the three historic Porsche's on hand that I rode in, and to do so is to sit in the seat of automotive history. You wouldn't call it fast (not with about 40 horsepower) but it is relatively light, and even given the suspension and tire technology of the day, telegraphed the sporty feel that Ferry Porsche likely sought.  Next up was a special piece on several levels. The Porsche 550 Spyder is most famously known for being the car that James Dean drove to his untimely death, but it deserves to be thought of in more positive terms as well. This model enjoyed road racing success the world over, and earned Porsche an early reputation as a "Giant Killer." This particular example belongs to Brumos Porsche, and wears the license plate "Huschke" honoring the one and only Huschke von Hanstein, Porsche's racing team boss and PR wizard from the 1950s and 60s, who won a race in Venezuela in this car.  My pilot for two laps around Willow was as qualified a Porsche pilot as any, that being five time 24 Hours of Le Mans winner Sir Derek Bell. The ageless Bell still spews huge enthusiasm for automobiles and motorsport, and enjoyed a long and storied career with Porsche and others. Bell is compact. I am not, and also sit rather tall. I scrunched my frame as far into the Spyder as it would go. Bell looked up at me, laughed, and said "are you in?" Greg Brown photo  The Spyder is faster and sportier than Number One by a fair margin. The 550 was introduced in 1953, and development had come a long way in just five years. "For such a light car, the steering is remarkably heavy" Bell noted, "but it gets down the front straight at an easy 90-95 mph." Sure, an MX-5 would leave it for dead, but we're talking about a 55 year old race car here. The cockpit is a study in elegant, aluminum simplicity, and the view magnificent. Derek Bell  Last up was a 1970, IMSA-spec 914-6. You'll remember the 914-6 as the mid-engined, Targa-topped sports car from 1970-1976, and the "-6" indicates a 911-spec flat-six, instead the usual VW 411-sourced four. This car was driven by the ageless Hurley Haywood to victory in the first IMSA series race ever run, on his way to the IMSA driver's title in 1970. Hurley Haywood  Haywood was on hand to for driver coaching and also to take his old ride out for a few laps, but my pilot was 2007 Rolex Grand Am Daytona DP champ Jorg Bergmeister. The other old soldiers were quaint; this one is still downright fast. The engine makes the usual 911 racer bark, the chassis has been stiffened considerably, and relatively wide racing rubber provides good grip. Jorg was only revving the 914 to about six-grand, but you could tell this guy wanted to run. "It is fun but frustrating -- I want to go fast!" The normally stoic Bergmeister was all smiles, commenting that it did not feel like a 38-year old race car.  I drove my own 911 to and from Willow, just to complete the Porsche-ness of the experience. After spending a day with these guys in these cars, it's no wonder I got home in about 8 minutes less time than it took me to drive there...
Photography by the Author |
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