Toyota Avanza 1.3 Matic

kompas
Avanza 1.3 G type Rp156, 55 million, more expensive than the type Rp10juta manual transmission. Likewise with type E Matik which will be introduced later, are also more expensive models Rp10 million from the current manual Rp132, 1 million. With this new variant, TAM targeting sales increase, but did not mention how much explicit numbers.

Automatic transmission at Avanza 1.3 G was picked directly from Avanza type S. Hence the ratio 4-speed transmission, the ratio of the same teeth. If any difference from Avanza S automatic, only at the end of the tooth ratio. Type G automatic, gear ratio of 5.571 finally, while the type S, 5.125. Comparison of final tooth manual Avanza G type, similar to the type S automatic.

With this automatic transmission, the weight becomes 25 pounds heavier than the manual version. But 15 kg lighter than the type S automatic.

Interior
In the interior, the change only on the center console. Now put the house and stick with the automatic transmission line model “gate”. Look pretty cool. Another is the extra gear position indicator on the instrument panel located between the two spheres, the speedometer and Tachometer.
1.3 G HargaAvanza automatic: USD 156,550,000. For comparison, 1.3 G type manual: USD 146,550,000 and type 1.5 automatic: USD 169,500,000

New Astra to Become a Buick? Managing Brand Isn't Getting Any Easier

DETROIT – Our European correspondent, Paul Horrell calls the 2010 Opel Astra “one of the best compact hatches the world has to offer.” His story asks; will it come here? The answer is “yes,” in a way. Buick’s 2012 Cruze-based compact (on the Delta platform), designed to anchor the lower end of its New GM lineup, will wear the sheetmetal of the notchback sedan version of the Astra, a source close to matter tells me. I don’t know what it will be called. We haven’t seen the conventional sedan version of the new Astra yet. We can guess it will be very similar to the hatchback, retaining its “sweeping” look, with the sculpted blade in the bodyside and the strong shoulders.The new Astra hatchback’s wheelbase is three inches longer than the old Astra’s, and it’s 174 inches overall, though the version with the trunk may be closer to the Cruze’s 181-inch overall length. The old Opel/Vauxhall Astra hatchback served as the Saturn Astra, a model that sold so poorly here that Saturn didn’t import any for the 2009 model year. While Saturn was designated as GM’s import-fighter, and thus was briefly the portal for Opel designs, that brand now is headed for Penske Automotive. Anyway, GM recognized that the Opel Insignia’s design and the premium level of its interior better fit its intended direction for Buick. GM wants to return both Opel and Buick to their old positions as sub-luxury premium brands. It’s similar, but not the same as Ford Motor Company’s Mercury division, which is about to transform from badge-engineered Fords to European models. Does the new Opel Astra fit? Horrell reports the car “derives much of its upscale feel and design from the Insignia.” I don’t know whether the Buick version will get the Astra’s suspension upgrades over the Chevrolet Cruze, but it should. The Opel’s front suspension has supplementary rebound springs to take the load off the front anti-roll bar, and reduce understeer, and a Watts linkage supplements the torsion beam rear axle for better axle articulation than from a cheaper Panhard rod. “This design allows the bushings that take the lateral loads to be separated from those that take the longitudinal,” Horrell explains. “The former are stiff — for handling finesse — while the latter are soft for ride comfort.”Opels are tuned typically for European roads, which means the new Astra’s suspension may prove too stiff for a traditional Buick ride. We’ll have to wait and see whether GM engineers will even try to get the right compromise from this setup. If GM is serious about revitalizing the core differences between Chevy, Buick, GMC and Cadillac models, though, it had better figure out a way to make the Buick compact different from the Chevy Cruze beneath the skin.I’m not quite as confident about GM’s announcement at the Center for Automotive Research’s Management Briefing Seminars in Traverse City, Michigan, that Buick will have an also-unnamed 2012 plug-in hybrid model in showrooms in ’11. The compact crossover, which makes its debut next year as an ’11 model with conventional engines, is the current Saturn Vue with some new sheetmetal. GM engineers were hard at work to introduce the plug-in hybrid powertrain for that model when the company gave up on the brand. The gas engines will be the direct-injection 2.4-liter four and 3.0-liter V-6 now proliferating through GM’s small and midsize lineup, and the plug-in hybrid will feature LG Chem lithium ion batteries and the 3.6-liter gas direct-injection V-6.I have no argument against Buick getting a plug-in hybrid. In fact, it probably can better absorb the system’s cost with a higher price than GM could charge for a Chevy or GMC model. The problem is that the rest of GM has moved on, with the 2010 Chevy Equinox and GMC Terrain (replacing the Pontiac Torrent) reviewed as being far superior to their predecessors. The Saturn Vue/new Buick is another version of those predecessors. These days, though, GM can’t afford to throw away any well-developed technology. Technologies being developed for eight brands must find their way into the surviving four. And the plug-in Vue was well on its way. Perhaps the Buick crossover should be sold as plug-in only. This Buick will share showrooms with the dynamically superior (though design-challenged) GMC Terrain. And with Buick’s own Enclave. That large crossover re-established the Buick brand as a legitimate premium nameplate. Let’s hope the new smaller crossover and the Astra-based compact don’t damage the progress the Enclave has made.
Source : blogs.motortrend.com/6540547/car-news/new-astra-to-become-a-buick-managing-brand-isnt-getting-any-easier/index.html

First Drive: 2010 Nissan 370Z Roadster

UPDATE: READ MATT’S COMPLETE 2010 NISSAN 370Z ROADSTER DRIVE BY CLICKING HEREDATELINE: AUGUST 3, 2010, 10:01 PM, MY DRIVEWAY  The folks at Nissan dropped off a brilliant red, sparkly new, ready-to-rip 370Z Roadster this afternoon, and asked that we not say anything about our driving impressions until after 10:00 tonight (well, thanks for all the time, guys!). But it’s after 10:00 now, so why wait?We’ll have a full story and lots more photos for you within hours, but I gotta tell you, this thing rocks. In brief, you get 26 more horsepower than last year’s 350Z roadster in a package that weighs about 150 pounds less. What? A new car that’s lighter than the one it replaces? Believe it. The 370Z is also a few inches shorter overall, yet wider. The chassis is structurally stiffer than that of the car it replaces, which always means more precise handling and less squeaks, rattles, and cowl shake. Interior quality is way up, including standard heated and cooled seats, a glass windblocker, and suede door panels for a more upscale look and feel. Style? See for yourself. This writer was never a fan of the previous design. It attempted to mimic the ethos of the original Audi TT Roadster, but never pulled it off. The rump was too round, the top looked like a bubble-shaped afterthought, and the detailing was clunky. This one has curves in mostly all the right places, and the top is longer and sleeker. Speaking of the top, it’s much nicer than the old one, fully lined, and now of rich cloth instead of the previous canvas/vinyl stuff. Don’t make fun of the radio antenna; it has to be this high to meet Nissan’s radio reception requirements (hint: Nissan’s aftermarket accessories group will offer a shorter one for those who wish to sacrifice a little AM reception in the name of style). The tall, squarish rump gives more substance to the rear end design, and adds to a useful trunk area. What fun to drive: faster, quieter, stickier, flatter, stiffer, grippier, nicer riding, and just all around better than before. We’d still vote for a little more exhaust note, and the affectacious fuel/temp/computer gauge is annoying. The engine has plenty of punch, but is grainier sounding than the old 3.5 and 3.0-liter VQ family V-6s. How much is all this improvement? $100. That’s correct: a measly C-Note. The 2009 350Z Roadster (Enthusiast 6MT spec) was $36,870. The 2010 370Z, similarly equipped, bases for $36,970. If you liked the old one, you’ll love this new one. If you were not a fan of the 350Z roadster, give the 370Z a fresh look. It’s that much of an improvement. Stay tuned for more details and full specs. Photography by Kirk Gerbracht and the author
Source : blogs.motortrend.com/6569567/editorial/first-drive-2010-nissan-370z-roadster/index.html

Zero Emissions, All Green: Introducing the Nissan Leaf EV

As we profiled on Friday, Nissan Motor Company chose August 2, 2009 to debut its groundbreaking, game changing zero emission electric vehicle at its new corporate headquarters in Yokohama, Japan, and we were here to check it out. Nissan calls it the Leaf (Leading, Environmentally Friendly, Affordable, Family Car), and says it will launch in the U.S. in late 2010 in limited quantities. The Japanese automaker is boasting that the Leaf will be the first affordable (target price is reportedly $25,000-30,000), real-world, mass-market (by 2012) electric vehicle and that it will have a range of some 100 miles. But before we jump into what it all means and what’s going with those funky headlights, here is a brief synopsis on the program.As we have covered in many recent updates, this is Nissan’s most significant endeavor in environmentally friendly motoring. This new electric vehicle (EV) program goes well beyond the company’s recent attempts at improving fuel economy via such measures as the widespread rollout of CVT transmissions and the licensing Toyota’s hybrid technology. In fact, the Leaf does away with our traditional notions of fuel and jumps right into the long promised future of mass marketed electric vehicles.How does it work? The Leaf runs on a large battery pack composed of 192 flat lithium ion (LiOn) battery cells that lay under the floor and between the wheels. This pack delivers enough power to support the 80kW electric motor for up to 100 miles of driving on a full charge. Recharging will be possible on 110V and 220V house current (8 hours/4 hours respectively for a full charge) and via special higher voltage quick charges. Fine, but what’s with the name?According to Nissan, the “LEAF” name (Nissan PR would of course like us to USE ALL CAPS FOR THE NAME) is what you’d expect a name associated with a tree to be — making a green statement. Here’s some good spin about the Leaf name from the press release: “Just as leaves purify the air in nature, so Nissan LEAF purifies mobility by taking emissions out of the driving experience.” Of course, there’s that little matter of where the Leaf will draw its electricity from — we’re guessing from a power plant that produces lots of emissions. But that’s another discussion…You might have noticed nowhere on the vehicle are the words electric vehicle or letters EV. Instead, what’s prominently displayed on the Leaf is a big ‘ol zero emissions badge. Shiro Nakamura, Nissan’s Chief Creative Office and design head explains why:”EV is a means to get zero emissions, so we intentionally avoided EV branding. Zero emissions is about the overall concept, not the hardware.”But let’s talk about the hardware — particularly the styling — since we already are familiar with how it works and drives.At first glance, the Leaf looks new, yet familiar — and distinctly Japanese. It should, as its exterior and interior styling are the result of Nissan’s Japanese design studios. Nakamura cites as influences the Japanese market March Micra and our very own Nissan Murano (the Leaf’s designer also penned the Murano).From our American eyes, we see a bit of Honda Fit in the shape of the front end, but concur that from most other angles, Nissan’s design DNA is readily apparent. The shape of the greenhouse, from the fast angle of the windshield to the kink of the C-pillar does bring to mind the Murano. The belt line and some surfacing appear lifted from the March Micra, while the profile, proportions and overall size recall Versa, except when you get to the notchback bustle in the back, which is reminiscent of Nissan’s corporate cousin, the Renault Megane.Nakamura agrees with this assessment but states that any similarity with the Megane is purely coincidental.”It has no connection with Renault. We are always careful to not look like Renault. Sometimes it is ok, because we are partners…if you point to one detail, ok, maybe. But as long as the total car looks like a Nissan, that is ok.” As you get closer, a number of interesting details emerge, most notably the strange bulge to the headlights at their inside edge. These and other features exist for aerodynamic reasons — a chief concern of Nakamura’s styling team.”Aerodynamics is very, very important for two reasons — air drag and wind noise control. When driving 120 kph (roughly 75 mph), you can only hear the tires and wind, there is no engine noise.  If you have lots of wind noise, it sounds even greater because .”So his team developed the bulging headlamps, conceivably to break up and channel the flow of air before it meets the seam of windshield and creates noise. They also paid particular attention to the shape and orientation of the side mirrors, to reduce wind nose from the side.So were they successful in reducing drag and noise?  Nakamura thinks so. “I can not say Cd (coefficient of drag) but it is very good — without making it the typical one motion aeroform,” he says during an interview prior to the Leaf’s reveal, alluding to the prosaic shape of both the Toyota Prius and Honda Insight that has become synonymous with low drag. “This is our own expression. But at the same time it doesn’t compromise.”Indeed, Nissan did not skimp on the features for the Leaf; there is a lot of high technology built in, from the optional roof mounted solar panel (said to help power accessory fans) and rear back up camera. Look down and you’ll notice the complete absence of a tailpipe. Between those awkward headlights is another signature EV feature. Where the hood meets the front bumper, is a panel surrounding the circular Nissan logo which flips up to reveal the charging ports. Though we don’t know what direction Nissan plans to take with future EVs, you can expect to find this bit of hardware in the Leaf’s siblings (until wireless non contact charging comes to fruition).Inside, it really becomes obvious that this is not your average hatchback.  The center stack is dominated by a large, bright multi information touchscreen, necessary to interact with Nissan’s EV-IT system (which provides EV range and recharging information as well as navigation, climate, and audio control). A futuristic looking semi-spherical transmission controller rests on the center console, and twists to offer (R)everse, (N)eutral, and (D)rive slots, as well as a button for (P)ark.  Honda styling cues resurface in the split instrument panel — a lower housing features another large, bright display, while a secondary hood above shows speed and other information. As far as comfort and roo
miness goes, Nakamura says his team benchmarked the entire C-segment for both interior and exterior dimensions, so the Leaf should be competitive. We did not get a chance to sit in the vehicle, but noted what looked like ample headroom, decent legroom both front and rear, and a huge trunk not often associated with vehicles that run on batteries.Of course, at this point, some of you might be wondering what the fuss is about. And it’s true. For all of the buildup and anticipation, the Leaf is unlikely to turn many heads when it hits the streets in select markets in late 2010.  Even when dressed up in brilliant blue green paint, there is no disguising the rather pedestrian proportions of this compact, traditionally shaped C-segment hatchback. There is some method to this plainness as, Nakamura explains.”We don’t want to go too far out of the segment. We are expecting a big volume . We want to maintain some mainstream feeling.”  Some but not all. “On the interior, we want to give more of a high tech feeling — unique, but not strange.  One that people can appreciate as real car.”This point is of particular importance to Nakamura’s team, as he specifically wanted to avoid the negative connotations associated with electric vehicles.”There is a perception in some markets that EVs are toys or cheap. Like a golf cart or city car. Maybe they can’t drive at high speed…they are not a real car. We did not want to create a car that is toy like or cheap looking. Ours is a real car. It can go 140 kph (87 mph) and can seat 4-5 people.”If you like the way the Leaf looks, take comfort in the fact that this is very close to a production ready vehicle — as much as 95% according to Nakamura. The specific paint scheme you see here will not be offered, though a shade similar and more durable will be along with a standard palette of customer friendly colors. A few of the surfaces and materials may change on the inside, but the Leaf as you see it now should be very close to what zips quietly past you starting in late next year.While other manufacturers have tied their fortunes to hybrid vehicles and clean diesels, Nissan has been relatively quiet on the low emissions front. With their new EV offering, Nissan is prepared to make a very large noise, as it clearly intends to be the leader in zero emissions vehicle leader. Whether the noise Nissan’s zero emissions program makes is a boom or a whimper bust depends entirely on the success of a car it calls the Leaf.INITIAL SPECS FOR THE NISSAN LEAF:Dimensions    Length:            4445 mm / 175.0 in.Width:                1770 mm / 69.7 in.Height    :            1550 mm / 61.0 in.Wheelbase:            2700 mm / 106.3 in.Performance    Driving range    over:        160km/100miles (US LA4 mode)Max speed (km/h):        over 140km/h (over 87 mph)Motor    Type:                AC motorMax power (kW):        80kWMax torque (Nm):        280NmBattery    Type:                laminated lithium-ion batteryTotal capacity (kWh):    24Power output (kW):        over 90Energy density (Wh/kg):    140Power density (kW/kg):    2.5Number of modules:    48Charging times:    quick charger DC 50kW (0 to 80%): less than 30 min; home-use AC200V charger: less than 8 hrsBattery layout:        Under seat & floorOFFICIAL NISSAN PRESS RELEASE:NISSAN UNVEILS “LEAF” – THE WORLD’S FIRST ELECTRIC CAR DESIGNED FOR AFFORDABILITY AND REAL-WORLD REQUIREMENTS Event ushers in a new era for Nissan and a new era for mobility YOKOHAMA, (Aug. 2, 2009) – Nissan Motor Co. Ltd. today unveiled Nissan LEAF, the world’s first affordable, zero-emission car.  Designed specifically for a lithium-ion battery-powered chassis, Nissan LEAF is a medium-size hatchback that comfortably seats five adults and has a range of more than 160km (100 miles) to satisfy real-world consumer requirements. NISSAN LEAFSlated for launch in late 2010 in Japan, the United States, and Europe, Nissan LEAF ushers in a new era of mobility – the zero-emission era.  The car is the embodiment of Nissan’s radical, transformative vision for the future and the culmination of decades of investment and research.  “Nissan LEAF is a tremendous accomplishment – one in which all Nissan employees can take great pride,” said Nissan President and CEO Carlos Ghosn.  “We have been working tirelessly to make this day a reality – the unveiling of a real-world car that has zero – not simply reduced – emissions.  It’s the first step in what is sure to be an exciting journey – for people all over the world, for Nissan and for the industry.”Key characteristics of the LEAF include:1) Zero-emission power train and platform2) Affordable pricing3) Distinctive design4) Real-world range autonomy – 160km (100 miles)5) Connected Mobility: Advanced intelligent transportation (IT) systemThe “LEAF” name is a significant statement about the car itself.  Just as leaves purify the air in nature, so Nissan LEAF purifies mobility by taking emissions out of the driving experience.  Pricing details will be announced closer to start of sales in late 2010; however, the company expects the car to be competitively priced in the range of a well-equipped C-segment vehicle.  Additionally, Nissan LEAF is expected to qualify for an array of significant local, regional and national tax breaks and incentives in markets around the world.  As an added benefit, because the vehicle has less mechanical complexity than a traditional gasoline-powered car, Nissan LEAF is designed to be friendly to the wallet as well as to the environment.ZERO-EMISSION MOBILITYNissan LEAF is powered by laminated compact lithium-ion batteries, which generate power output of over 90kW, while its electric motor delivers 80kW/280Nm.  This ensures a highly responsive, fun-to-drive experience that is in keeping with what consumers have come to expect from traditional, gasoline-powered automobiles.Unlike internal-combustion engine (ICE) equipped vehicles, Nissan LEAF’s power train has no tail pipe, and thus no emission of CO2 or other greenhouse gases.  A combination of Nissan LEAF’s regenerative braking system and innovative lithium-ion battery packs enables the car to deliver a driving range of more than 160km (100 miles) on one full charge*.  (*US LA4 mode)Extensive consumer research demonstrates that this range satisfies the daily driving requirements of more than 70% of the world’s consumers who drive cars.And, Nissan’s approach makes charging easy and convenient.  Nissan LEAF can be charged up to 80% of its full capacity in just under 30 minutes with a quick charger.  Charging at home through a 200V outlet is estimated to take approximately eight hours – ample time to enable an overnight refresh for consumer and car alike.REAL-WORLD CAR The engineers and designers behind Nissan LEAF worked to create a competitively priced real-world car that would enable Nissan to lead mobility into the zero-emission era.  To ensure comfort, spaciousness and cargo capacity, Nissan LEAF employs a completely new chassis and body layout.”Our car had to be the world’s first, medium-size, practical EV that
motorists could afford and would want to use every day. And that’s what we’ve created. The styling will identify not only Nissan LEAF but also the owner as a participant in the new era of zero-emission mobility,” said Masato INOUE, Product Chief Designer.DISTINCTIVE DESIGNEven the smallest details can yield tremendous effect.Nissan LEAF’s frontal styling is characterized by a sharp, upright V-shaped design featuring long, up-slanting light-emitting diode (LED) headlights that employ a blue internal reflective design that announces, “This car is special.”  But the headlights do more than make a statement.  They are also designed to cleverly split and redirect airflow away from the door mirrors, thus reducing wind noise and drag.  And, the headlights provide yet one more benefit in that they consume just 10 percent of the electricity of conventional lamps, which helps Nissan LEAF to achieve its world-class range autonomy.Through bright trim colors inside, Nissan LEAF creates a pleasing and stylish cabin environment.  An environmentally friendly “blue earth” color theme originates from the Aqua Globe body color of Nissan LEAF’s introductory model.  This theme is carried into the interior through blue dashboard highlights and instrument illumination.CONNECTED MOBILITY IT SYSTEMNissan LEAF employs an exclusive advanced IT system.  Connected to a global data center, the system can provide support, information, and entertainment for drivers 24 hours a day.  The dash-mounted monitor displays Nissan LEAF’s remaining power – or “reachable area” – in addition to showing a selection of nearby charging stations.Another state-of-the-art feature is the ability to use mobile phones to turn on air-conditioning and set charging functions – even when Nissan LEAF is powered down.  An on-board remote-controlled timer can also be pre-programmed to recharge batteries. “The IT system is a critical advantage,” says Tooru ABE, Chief Product Specialist. “We wanted this vehicle to be a partner for the driver and an enhancement for the passengers.  We also wanted this vehicle to help create a zero-emission community, and these IT features will help make that possible.”HOLISTIC APPROACH TO ZERO-EMISSION MOBILITY AND ECO-FRIENDLY INNOVATIONNissan LEAF is a critical first step in establishing the era of zero-emission mobility; however, Nissan recognizes that internal-combustion engine (ICE) technologies will play a vital role in global transportation for decades to come.  Because of this, Nissan is implementing its zero-emission vision through a holistic approach, which provides consumers a comprehensive range of eco-friendly technologies from which to choose.For some consumers, Nissan LEAF will be the perfect match, and the only car they will ever need.  For others, Nissan LEAF will be a logical addition to the family fleet – the optimal choice for the daily commute, for example.While zero-emission is the ultimate goal, the company is committed to ongoing innovation in eco-friendly technologies that increase efficiency and reduce emissions.  As a result, Nissan offers a comprehensive suite of automotive technologies, including CVT, Idle Stop, HEV, Clean Diesel, and ongoing research and investment in FCV technology.WORLDWIDE PARTNERSZero-emission mobility programs under the banner of the Renault-Nissan Alliance include partnerships with countries such as the UK and Portugal, local governments in the Japan and the USA, and other sectors, for a total of nearly 30 partnerships worldwide.In these partnerships major efforts focus on three areas:      1) Development of a comprehensive charging infrastructure through public and private investment,     2) Incentives and subsidies from local, regional, and national governments, and     3) Public education on the individual and societal benefits of zero-emissions mobility.ZERO-EMISSION VEHICLE PRODUCTIONNissan LEAF is the first in the company’s forthcoming line of EVs and is a major milestone in the realization of the Renault-Nissan Alliance’s vision for zero-emission mobility.  The first of Nissan’s EVs will be manufactured at Oppama, Japan, with additional capacity planned for Smyrna, Tennessee, USA.  Meanwhile, lithium-ion batteries are being produced in Zama, Japan, with additional capacity planned for the USA, the UK and Portugal, and other sites for investment are under study around the world.
Source : blogs.motortrend.com/6537775/green/zero-emissions-all-green-introducing-the-nissan-leaf-ev/index.html

Audi Bucks the Trend, Promises More Product, Not All for U.S.

Hyundai’s U.S. CEO John Krafcik said it best earlier this year: “flat is the new up.” By that measure, Audi AG is riding high. Global sales fell 11 percent in the first half of 2009, versus 18 percent for the whole industry. What’s more, Audi was comparing its number to a record-setting 2008. In North America, sales fell 12 percent in the first half of the year, versus a one-third drop in sales for the industry. More important, Audi is making money. Its global first-half profit was 823 million euro ($1.17 billion), off 36.6 percent. Chief Financial Officer Axel Strotbeck said Friday that the company posted a “clear profit” in both of the first two quarters. “We’re the most profitable premium manufacturer, at the present.”Audi continues its struggle for more premium market share in the U.S., of course. It’s been about 17 years since it nearly left our market. Audi’s still a pretty small player here, only its fourth-largest global market (after Germany, China and Great Britain) whereas we’ve traditionally been the second-largest market for Mercedes-Benz and BMW (though their Chinese sales undoubtedly rival U.S. sales now, too). Nevertheless, Strotbeck said Audi will “not push sales by artificially pushing lease prices down” in the U.S. Instead, it will continue to move upmarket. In terms of features, quality and luxurious interiors, Audi’s reputation is nearly that of BMW and Mercedes. While its A4 and A5 can get very expensive with optional equipment very quickly, the A4 especially strikes many upper-middle-class buyers as an accessible step up from an entry level Lexus, Infiniti or Acura, and perhaps a step-and-a-half up from a loaded Camry or Accord.The other element that’s working for Audi is marketing. While other luxury brands cut marketing and advertising budgets and get out of racing, Audi is a marketing powerhouse that led Super Bowl XLII advertising and spent a truckload of euro to go to Le Mans. It’s setting itself up well for the next decade, when strong marketing will pick the winners in a plethora of good new product. Strotbeck pointed to three new models Audi will introduce in coming months: the A5 Sportback, an all-new A8 coming in calendar 2010 and a new A1 in the third quarter of ’10. Two will not be imported to the U.S. Audi said this about future models/strategy in the North American market:No U.S. production plans for now. This became a big issue for models like the A4 last year when the euro’s value went past the $1.60 mark. Volkswagen is building a plant in Chattanooga, Tennessee, which will build the Passat replacement beginning calendar year ‘1l, but Audi won’t be part of it, for now. No plans to bring the 2011 A1 to North America. Audi hopes to grow A3 sales with a new diesel version coming to the U.S. in December. Problem with the A3 is that it costs nearly as much as a base A4 in the U.S., and despite the Mini’s popularity, we don’t like hatchbacks here. Given the expected technology, the A1 could cost Audi at least as much to build as the A3 or even the A4. Still, if the new A1 is as cool and cutting edge as the original, won’t it be as desirable as a Mini Cooper?While Audi still considers diesels the best green/fuel-efficient technology, it will have a hybrid Q5 on the market in one-and-a-half to two years.All of Audi’s 2010 gas-powered models will have direct injection, and it claims it will be the first to achieve that milestone.
Source : blogs.motortrend.com/6564153/corporate/audi-bucks-the-trend-promises-more-product-not-all-for-us/index.html

On the Trail of the Orient Express: Day 2

I awoke in Strasbourg to the pitter-patter of rain on my hotel room’s thick-glassed windows. Day 1’s weather in Paris had been warm and humid, so the thought of precipitation had me hoping the clime outside would be cooler. But I wondered: would this welcome pitter-patter soon become unwelcome, following our crew as we journeyed some 300 miles east to Munich, our second stop on the Orient Express tour? While not especially long for a day’s drive — the trip would include a run through the lush mountains of the Black Forest and a visit to the Zeppelin Museum on the shores of Lake Bodensee, just a 40-minute ferry ride away from Switzerland — it was far enough to where the thought of looking out the windshield past sweeping wipers for six hours had me a bit worried.

But as it turned out, the wipers got only a frantic four-hour workout, tiring our eyes and fatiguing our bodies but not our minds — ah, they would be alive and well upon our arrival in Bavaria’s hip and historic capital, relishing Deutschland’s great twisty roads and high-speed autobahns, and the amazing stories behind such transatlantic behemoths as the Hindenburg.

Twenty or so minutes after leaving Strasbourg, we entered Germany and quickly jumped on the A5 autobahn, which would take us south to Freiburg, where we’d bust east and then head into the Black Forest. I had never been to this famous, heavily wooded area, so I was looking forward to experiencing what I had been hearing for years — a serpentine drive through the twisty mountain blacktop was as majestic and alluring as the breathtaking scenery. MacKenzie seemed equally eager to get there, pushing his silver Genesis 4.6 up to an effortless triple-digit cruising speed. I promptly stomped on the throttle of my blue 375-horse Hyundai, and tucked in behind him.

As we entered the Black Forest, a natural park spanning nearly 927,000 acres between the Rhine and Necklar rivers, I was instantly reminded of the landscape in the Cascade Range of Oregon and Washington. Like the mountains and national parks of America’s Pacific Northwest, this area of Germany featured everything from daunting rock formations and deep canyons to alpine lakes and rushing rivers. And, lest I forget, some great driving roads, too.

I had yet to pilot a Genesis up and over a mountain pass, much less one in Europe, so I was pleasantly surprised at the results. While not as sporty as, say, a BMW 550i, the Genesis nonetheless proved a happy hauler along 60 to 80 mph sweepers that meandered their way through the verdant hillsides. Grip and balance were commendable. Steering was light and linear. And the power and smoothness of the Tau V-8 were impressive. The only sections in which the big Hyundai seemed somewhat unhappy were those of the tight, hairpin variety, where its size and softer turn-in translated to moderate understeer. This Korean is a luxury sedan you want to aggressively nudge rather than flat-out push.

With the Black Forest in our rearview mirrors, we headed southeast along the northern shores of Lake Bodensee, destination the Zeppelin Museum. Opened in 1996, this 43,000 square-foot Bauhaus style building — formerly the Hafenbahnhof railway station — houses artifacts, photos, and displays encompassing the giant airships of the 1930s. Most notable, the museum features a 108-foot reconstruction of a section of the infamous LZ 129 Hindenburg, the Zeppelin that went up in flames in Lakehurst, New Jersey, in 1937. Not only does this replication give an idea of what it was like to “silently float” across the Atlantic, enjoying the pleasant lounge and smoking room and the surprisingly plush sleeping quarters, but it also sheds light on the unparalleled engineering and technology of the time. For instance, the structure of the Hindenburg was built from lightweight aluminum (even the lounge’s grand piano was made from the feathery metal), the diesel engines came from esteemed automaker Maybach, and the gearboxes were sourced from ZF, which, ironically enough, sources the Genesis’s six-speed. The Hindenburg’s construction and supplier list almost reads like that of one of today’s top German automobiles.

A few crazy and cool factoids about the Hindenburg: 1) At 245 meters long (268 yards or the combined length of about three American football fields), it is the longest aircraft to ever make a transatlantic flight. 2) To minimize weight, artists painted their work directly on the Hindenburg’s interior canvas walls, thus eliminating the need for frames, nails, and wires. 3) Watchmen manned the four engine gondolas, working in four-hour shifts due to noise and heat. Better yet, they had to scale down a ladder outside the aircraft to enter and exit the gondola.

With our Zeppelin fix satisfied, we hopped back in the Hyundais and aimed for Munich, a relatively short 120-mile jaunt. I say relatively short because on the A96 autobahn, where the two Genesis sedans could occasionally clip along at a rate of 130 mph, it took us just a couple hours to make the trip. Granted, it wasn’t an exactly relaxing two hours, as inclement weather and a traffic jam taxed our focus and patience, but the Genesis proved it wasn’t a fish out of water, easily swimming along the wet tarmac with aplomb. In fact, MacKenzie had no problem hanging with a Mercedes-Benz S-Class, whose driver was most likely wondering, “What the hell is that thing?”

It’s a Hyundai retracing the trail of the Orient Express, of course.

-Photos by Brian Vance

ORIENT EXPRESS SERIES: Day 1 – Paris to Strasbourg

Source : blogs.motortrend.com/6562116/miscellaneous/on-the-trail-of-the-orient-express-day-2/index.html

Healthiest Patient in ICU: Ford Posts $424-million Operating Loss

DEARBORN, MICHIGAN – It’s not party time, yet, at Ford Motor Company’s World Headquarters. Ford’s $2.3-billion in net income for the second quarter of ’09 is the result of “special items,” those bookkeeping procedures that in past years have reversed the fortunes of the Detroit Three, especially General Motors. Probably the most important line item is this: Ford has cut automotive structural costs by $1.8 billion, of which $1.2 billion came from North American savings.

Cost reduction is the New GM’s key goal, of course, and both Ford and GM are quickly slashing costs in order to transform themselves into companies that can make profits even when no more than 10 million cars and trucks are sold each year in the United States. Thursday’s Q2 results for Ford proves the automaker is on-track with what it used to call The Way Forward Plan.

Ford still plans to “get back to profitability and positive cash flow in 2011,” says Alan Mulally, president and CEO. And it won’t happen any earlier, considering the current economic climate and predictions that any recovery will be slow in 2010. Mulally says Ford is heading for profitability thanks to improvements it has made in customer satisfaction, revenue and margins. Some of Ford’s numbers:

Pre-tax loss of $424 million; net income of $2.3 billion in the second quarter, equal to 69-cents per share.
Special items totaled $2.8 billion, and Ford reduced its debt by $3.4 billion.
Issued 345 million new shares of common stock, which raised $1.6 billion. “Completed actions” to cut automotive debt by $10.1 billion.
Pre-tax profit of $646 million compares with a pre-tax loss of $294 million for the second quarter of ’08.

*Market share is up significantly. In the U.S., Ford/Lincoln/Mercury have 16.4-percent market share, up two points. So FoMoCo is on solid ground to remain one of the Big Three in North America. We’ve been heading, for some time, to the European model, in which three automakers lead that market with about 18-percent share each. In the U.S., the new Big Three are GM, Ford and Toyota. And yes, Ford is nipping at the New GM’s heels.

*European market share is up a half-point, to 9.0 percent, highest second-quarter level in 10 years. In South America, share is up one point, to 10.4 percent.

Mulally deserves a lot of credit for, first, changing the business culture in Dearborn, and perhaps foremost, for having the insight or the luck to hock the entire company up to and including the Blue Oval emblem in exchange for some $23 billion in credit, before the credit market collapsed. It seemed like a foolhardy idea at the time, and frankly, Ford isn’t in the clear. It’s the proverbial healthiest patient in intensive care. Any downward blips in the global or U.S. economy, and/or in the North American automotive market could prove fatal.

Mulally figures Ford has gained some consumer equity by not taking taxpayer money, although he stresses that Ford has been on-record in supporting the government’s restructuring of the U.S. auto industry.

Another factor is gasoline prices. When the economy finally improves, that will put pressure on oil supplies, sending gasoline prices higher. And Ford is well poised with Mulally’s One Ford plan to rationalize most car and truck lines for the world. Whether gas is $2.25 or $4.50 a gallon, the Fiesta and an all-new global Focus arrive in U.S. showrooms next year. Ford’s margins are up, especially in Europe, and our midsize car, the Fusion, is selling well here with higher levels of content. Ford dealers here sell Sync-equipped cars three-times more quickly than non-Sync cars, says Lewis Booth, executive vice president and chief financial officer.

Still, here’s the problem: the Fiesta can typically sell for $25,000 or more in Europe, at current exchange rates. That gives Ford of Europe good margins on a car with a wealth of features and a nice interior. The margins will be razor thin for the U.S.-market Fiesta, even with it being built in Mexico. And Ford will have to be careful with how it prices the new Fiesta against the next-generation Focus when they both arrive here.

Ford’s success in the car line rides on the Fusion, which for now is different than Europe’s midsize Mondeo. Can Ford take enough cost out of the Fusion’s replacement, when it converges with the Mondeo for the 2013 model year? Even when higher fuel economy standards kick in, the heart of the U.S. car market will remain the four-cylinder midsize sedan. Ford is starting to dig into the Camry/Accord’s sales with its Fusion. Save for the hybrid model though, a $30,000+ Fusion — the price range for the European Mondeo — is very much a stretch.

Mulally says Ford can sell European models at U.S. prices by using its innovation and global scale. He also believes Americans are more willing to pay more for high-quality, high-content small cars. Every new b-segment car is not a Mini, however. I believe that if Ford wants to be the healthiest athlete in the gym when the Great Recession finally ends, it’s going to have to revert to its Model T-era roots and figure out how to keep car prices from rising too quickly. Another car company that posted better than expected second quarter results Thursday, Hyundai, will see to it.

Source : blogs.motortrend.com/6561444/earnings/healthiest-patient-in-icu-ford-posts-424-million-operating-loss/index.html

The V-6 Corvette and Other Heresies

I’m still tingling from this morning’s 300 mile cross country-blast in the Corvette ZR1. I didn’t go over 140 mph, but Lordy, what a car! Punch the gas and the LS9 bellows like a lion kicked in the balls, delivering a surge of pure, weapons-grade thrust. The short-throw Tremec TR6060 six-speed is slicker than any gearbox handling such massive torque loads has a right to be. The massive Michelin Pilot Sport tires grip like leeches, the steering is accurate and nicely weighted, and the huge carbon brakes are simply bulletproof, hauling the ZR1 down from unfeasibly fast velocities time and again without a hint of fuss and fade.

This ZR1 is without doubt the most accomplished Corvette ever; the first that could be considered a true Ferrari rival. I adore it, so much so I can forgive its cheap-looking, made-by-Mattel interior and the faint whiff of Dogtown surf shop when I open the rear hatch. So why on earth did I suggest GM build a V-6 Corvette in my story on how we’d remake GM’s product range earlier this week?

Fair question.

Back in 2007 we pulled together a number of scenarios for the C7 Corvette, which at the time was scheduled for a 2012 debut. In it we outlined three different scenarios for the C7’s development. Our preferred option was a careful evolution of the C6, with a three model line up — base, Z06, and ZR1 (though at the time we didn’t know what the super-Vette was going to be called) — all powered by V-8 engines.

A couple of things have changed since then, though. First, timing: The C7 program has been on hold indefinitely since last year, and the sudden retirement last November of Tom Wallace, only the fourth Corvette chief engineer in the car’s history — he was barely three years into the ultimate gig for any GM engineer with an ounce of gasoline in his veins — suggests it’s not likely to be started again in a hurry. That pushes the potential launch of a next generation Corvette to 2014 or 2015 at the earliest.

The other big change since our 2007 story, of course, is that we now know exactly what the new CAFE regulations look like. We based our preferred scenario on a CAFE mandate of 35 mpg by 2020. As we now know, it’s 35.5 mpg by 2016, and because SUVs still get a break, that translates to a 39 mpg target for cars. Bottom line: If Chevy green lights the C7, it now has to meet a tougher fuel economy target from the get-go.

The 6.2-liter LS3 V-8 that currently powers the base C6 Corvette is an impressive engine. It’s relatively light and compact and quite fuel efficient for its capacity. A base C6 manual returns an impressive 16 mpg city and 26 mpg highway, though GM is a master at gaming the EPA numbers: you get 26 mpg courtesy of a mountain of torque and a moonshot sixth gear, and 16 mpg only if you’re prepared to live with the klutzy first-to-fourth skip-shift and drive like a granny.

Could the LS3 be made fuel efficient enough to survive beyond 2016 in a Corvette that’s going to have to be smaller and lighter than the C6?  Cylinder deactivation is difficult, because the system sets up all sorts of weird harmonics through the Corvette’s torque tube and rear-mounted transmission layout. Direct injection is a more promising alternative, as you could reduce the LS3’s capacity to further improve fuel economy while still delivering good power. Variable valve timing offers potential for further efficiency gains. Both add cost and complexity, however.

So it would be foolish not look at the direct injection 3.6-liter V-6 as option. The hardware’s shared with a large number of GM products, helping keep a lid on costs. Would performance suffer compared with and LS3 powered C6? Sure, but not by as much as you might think. And if the alternative is no Corvette at all, why not consider it?

My other point is this: A V-8 under the hood is nice, but it doesn’t automatically make a Corvette a great sports car. Exhibit A: The 1975 C3, which boasted a pathetic 165 hp, and could barely get out of its own way. And unless we want to turn Corvette into a kind of four wheeled Harley-Davidson — an amusingly pointless anachronism — we should be prepared to accept the fact that sports cars must change and evolve with the times.

Porsche’s 911 started out as a flat-four before it became a flat-six, and the company is looking to going back to a four again for an entry-level Cayman. Ferrari’s first road car was a four-banger, then came a long line of V-12s before it built its first V-6 road car in the 60s and first V-8 road car in the 70s. Lotus sports cars have been powered by fours, sixes and eights; Jaguars by sixes, eights and twelves. Cylinder count does not define a great sports car.

Besides, if you re-read my story carefully, you’ll see I didn’t say all C7 Corvettes should be V-6. If I ran the New GM I’d make sure I’d keep that mighty LS9 alive, powering a C7 ZR1. It’s a 2000-3000 unit a year car at most, low enough volume to keep it flying under the CAFE radar. America should continue to build at least one true, no-holds-barred Ferrari fighter.

Source : blogs.motortrend.com/6520948/editorial/the-v-6-corvette-and-other-heresies/index.html

Ford gets novel with hybrid Fusion?s dash

Along with its fuel-sipping gas-electric technology, the Fusion features an inventive interior designed to influence drivers’ behavior and improve mileage.

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MSNBC.com: Autos, Play Car Racing News

Used Supra

Good looks and stylish interior make the Toyota Supra an excellent used buy
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Auto Express: News, Play Car Racing News