15 posts tagged “cars”
<stolen from The Car Connection>
There’s been plenty of buzz in automotive circles, this week, following word that Nissan and Chrysler would team up to sell a Chrysler-badged version of the Nissan Versa in Latin America.
In an interview, Chrysler CEO Bob Nardelli told me he has had “no contact” with his counterpart, Carlos Ghosn, the chief executive of both Nissan and its French partner, Renault. Translation: for the time being, at least, there’s nothing to rumors that the U.S. maker would become the full, American affiliate Ghosn has long sought. Again, insiders tell us, there’s nothing to that for now.
If anything, sources suggest, this is a relationship that is likely to build one piece at a time. The Versa deal is a good one for both makers for a couple simple reasons: First, Chrysler needs to expand its presence outside North America, which currently accounts for about 91 percent of its total sales. Latin America is close and should be reasonably easy to make some headway into, especially with the right product.
As for Nissan, the automaker’s little Versa hasn’t been selling quite as well as it would like, and the Mexican plant building the minicar has plenty of excess capacity Chrysler will now absorb. In a low-margin segment, like minicars, that can make a major difference between profit and loss.
What’s next? Talks are now well underway, we have confirmed with several well-placed sources, on a second product partnership, this one involving full-size pickups. There’s little doubt Nissan has been dissatisfied with the reception given its big Titan, since its late 2003 launch. It’s about time for the pickup to undergo a major update, a huge expense. So, it may make a lot more sense for Nissan to simply adopt a version of the next-generation Dodge Ram, which is making its debut at the Detroit Auto Show, this week.
A lot of questions remain: would Nissan build the truck at its Canton, Mississippi plant or let Chrysler roll out a version at its own pickup plant? How much different would the Nissan version be, and would the Japanese maker get the same range of offerings available under the Dodge brand – short and long beds, various cab configurations and perhaps a diesel, as well as a V-8?
Don’t be surprised to see the two budding partners make these key decisions in reasonably short order.
As Nardelli appears to believe, partnering is the best way for Chrysler to move forward. The automaker has about $3 billion a year to invest in product. That may sound like a lot, but it really isn’t, at least not for a full-line manufacturer. So the alternative is to strike deals with various global affiliates.
The Chrysler CEO made it clear that it is moving ahead on another small car deal with Chery, the ambitious Chinese carmaker. And there’s the version of its minivan that Chrysler will soon start building for Volkswagen.
Of course, there’s also the Sebring/Avenger models developed in a joint venture with Mitsubishi. Both have received lackluster receptions from critics and consumers alike. And that underscores a serious challenge with the affiliate strategy that Chrysler – and a number of other makers – have been adopting.
“Consistency is paramount,” in the words of Ford’s marketing chief, Jim Farley. That goes for everything from your advertising tagline to the product itself. The failure of the Sebring is a prime example.
Chrysler won tremendous kudos when it launched the big 300, and even as it reaches the late stages in its lifecycle, that rear-drive sedan remains one of the most exciting and freshest looks on the market. Unfortunately, the front-drive models Chrysler built with Mitsubishi have virtually nothing in common with the 300, not the underlying powertrain layout and certainly not the visual power.
It’s not all that difficult to line up a deal to share products between two or more manufacturers. But the challenge is to make sure that the version you get looks and feels like something your customers expect. It needs to be consistent with your brand image, and if it isn’t, it’s likely to fail like the Sebring. We only hope that Chrysler will learn that lesson going forward.
Stolen from The Car Connection:
Unless you've been on planet Nader for the last few years, you knew Chevrolet was brewing up an uber-Vette. Amid all the hype, spy photos, leaked photos (and subsequent prosecutions), rumors, and names (Blue Devil, SS, Sting Ray, Z07), any dolt could discern that this new Corvette had the potential to be amazing.
During its annual press preview for the Detroit auto show, GM showed journalists what we've all been waiting for; the official, almost-ready-for-production 2009 Corvette ZR1 destined to hit showrooms next September.
Tom Wallace, Corvette Chief Engineer, began the presentation by talking about what started the ZR1 program. To our group of gathered reporters, he recounted a meeting that took place more than six years ago when GM Chairman Rick Wagoner asked what a $100,000 Corvette would look and perform like. On cue but out of sight of our pack of writers, a sinister-sounding V-8 fired up. Bob Lutz, GM Vice Chairman, then drove the ZR1 out into the meeting area.
After Lutz slid out from behind the wheel, he gave his driving impressions of the ZR1, "What's so terrific about this car is that it is very docile and easy to drive, but then when you step into it, the power just never stops." Subsequent presentations explained why.
Final specifications are not yet available because the development team is still fine-tuning powertrain and chassis calibrations, but this is what GM told us. The new LS9 engine is a 6.2-liter supercharged and intercooled V-8 that shares key dimensions and some features with the current Z06's LS7. The "9" uses a fifth-generation low-profile Eaton supercharger that itself incorporates plenty of new technology. Its impellers sport four veins instead of three, greatly improving volumetric efficiencies while reducing parasitic losses. Compared to the previous generation blower that required approximately 120 horsepower at maximum boost, the new unit draws only 80. Final horsepower numbers will exceed 620 and torque should come in around 600 lb-ft. The rumor mill pegs the target horsepower figure at 650.
The top of the supercharger is visible when the hood is closed thanks to a Lexan window placed in the center of the carbon fiber hood. The hood itself eschews big bulges for tasteful lines that tightly envelop the LS9 (compared to previous LS engines, the LS9 is only one inch taller overall, even with the supercharger and intercooler). No Pro-Stock hood scoop necessary.
The transmission is a modified version of the Tremec six-speed used in so many high-performance vehicles, including the Viper. In the ZR1, this iteration sports a close-ratio gear set that aids in acceleration. Unlike in the current Corvette where top speed is achieved in fifth gear, an estimated top speed of over 200 mph for the ZR1 will come in sixth. Wallace commented that, "One interior change we had to make was to ditch the standard 200-mph speedometer with a 220-mph unit because this car will so easily exceed 200."
His pride was clearly evident. He added later that this combination is expected to economical enough to avoid the gas-guzzler tax. No specific performance figures were quoted, but Wallace said the ZR1 would easily beat the current Z06's performance of 3.7 seconds to 60 mph and the current car's 7:42-second lap time at Nurburgring. One member of the team noted that in its current form, first gear is good for 67 mph, an indication of the new gearing and the LS9's ability to rev.
With so much power comes heat, so the ZR1 has more and bigger coolers and heat exchangers for all powertrain components. A massive front spoiler with an integral splitter helps channel air to all the right places. Side sill extensions are similar to what was used on the C6R racecar. The side vents feature a large strake that bisects the opening.
Chassis-wise, Magnetic Ride Control (MRC) is standard. The near instant response of the dampers allows for softer spring rates, and GM claims the ride of the ZR1 is more compliant than the current Z06. Tire size increases at both ends, with 19-inch rims in front and 20-inch rims in the rear sporting 335/25Z/20 Michelin PS2s. Wheel widths are 10 and 12 inches respectively.
Brakes discs are huge carbon-ceramic units that are clamped on by six-piston Brembo calipers in front and four-piston units in the rear. The rear discs are as large as the fronts found on other supercars. Metal discs used on the Z06 were provided for comparison on a table-top display, and were considerably heavier. Of course, lighter rotating and unsprung mass is critical for improving every aspect of performance.
The Corvette development team took weight out of the ZR1 wherever possible. Carbon fiber is used extensively, even on panels exposed to strong UV light like the roof and roof pillars. (Apparently, UV breaks down the bonding elements within carbon fiber, rendering the material brittle in as little as five years.) GM's solution is a special clearcoat that costs upwards of $2000/gallon.
According to the Harlan Charles, Corvette Product Planner, the ZR1 will be offered in seven colors and offer two wheels (one chrome). The standard ZR1 will feature interior equipment similar to a standard Z06, and there will be one major option package similar to the 4LT that includes the fully leather-wrapped interior. If pricing of 2008 models provides any indication, this RPO will cost around $8,000. Charles also noted that because there is only one set of production tools for the carbon-fiber body panels, yearly production is not expected to exceed 2000 units.
Just as the Z06 used the color red to highlight key components, the ZR1 uses blue accents on the LS9 and on the model's logo. Perhaps this is a tip of the hat to the Blue Devil moniker that surfaced early? GM would neither confirm nor deny.
Regardless, this is what a $100,000 Corvette looks like. Wagoner should be quite happy, nod to his past or not.
Tom forwarded me a cool video of the inside of a gas engine:
This is very cool - not only that Chrysler is doing it, but what might happen within the market because of it.
Chrysler today leapfrogged every other car maker by extending its powertrain warranty on every new car and truck it sells to the life of the vehicle. The warranty will apply to the entire powertrain including the engine, transmission/transaxle, drive shafts, and axles. The new warranty goes into effect today, July 26, 2007 and applies to all new 2007s that are on the dealer lots as well as 2008 models.
The warranty covers all parts and labor as long as the owner brings the car in to a Chrysler dealer at least once every five years for a free powertrain inspection. Apparently, the only fly in the ointment is that the new warranty applies to the original owner and is not transferable. If the car is sold within the first three years, the warranty reverts to the previous 3 year/36,000 mile coverage for subsequent owners.
Read the rest at Autoblog.
Stolen from Car and Driver:
It appears the “Blue Devil” Corvette already is so quick it has even outrun a freeze on large and powerful rear-drive cars at General Motors, and it’s not even finished yet.
“That one is too late to stop. That’s almost finished. It’s in the final stages of tuning,” Bob Lutz, vice chairman in charge of product development, told CARandDRIVER.com during a recent interview in which he outlined a series of rear-drive projects that have been put on hold until the auto maker knows how strict the proposed new corporate average fuel efficiency (CAFE) regulations will be.
Mounting casualties so far include migrating the next Chevy Impala to the Global RWD Architecture (formerly known as Zeta), an ultra Cadillac based on the 2003 Sixteen concept, potential plans for a rear-drive Cadillac DTS, and work on the smaller Global Small RWD Architecture to produce a baby Caddy.
But the Blue Devil is still on track, despite a gestation period that Lutz described as challenging, in acknowledging, for the first time, the car’s existence. “It’s a very difficult vehicle development. This thing has so much power that we have to explore a dynamic envelope that we’ve never explored before. We want the vehicle to be safe and we want it to be predictable, even at speeds that no mortal is ever going to attain in the United States. That’s our obligation. We’re really into a speed and power realm that General Motors has never been in before. We’re way up there with Porsche Carrera GTs and Ferraris.”
So, Ford has decided they screwed the pooch in dropping the Taurus and will now sell the Five Hundred as a Taurus. What could have been the clue? Was it possibly that the Taurus was the best selling car until about 10 years ago when Homer Simpson was apparently in charge of the redesign? I don't get it. It seems too often that car makers ignore a winning formula. It's obviously not just Ford that blow it and yes, the imports do it too. Here's some examples off the top of my head:
My beloved RX7. When the RX7 started out it was a screamer of a small,
affordable sports car. What was Mazda's bright idea when it was time
to freshen it up? Make it even more of a screamer (it did kickass!)
but make it much more expensive which pushed it out of it's segment.
</rant>
It's a long way from Henry Ford's gritty factory complex on the banks of the Rouge to the light-filled atrium of Apple Inc.'s corporate headquarters in sunny Silicon Valley. But events this week have leaders of Detroit's Big Three automakers thinking less about differences and more about similarities between themselves and the once-troubled company that brought the world iPods, Macintosh computers and -- starting in June -- iPhones.
Apple's problems, circa 1997, are familiar: red ink, falling market share, tumbling stock price and persistent doubts about its future. Analysts questioned whether it could find someone to permanently replace ousted CEO Gil Amelio, who had been hired to turn the company around.
The key to the turnaround -- engineered by returning co-founder Steve Jobs -- was in ideas as old as capitalism itself: Make something new, something people want to buy.
Detroit is watching.
Look closely and you'll see this bus ain't no bus! "It's mostly a 1962 VW Bus. Except for the engine, which is now a 355 small-block. And the aluminum seats. And the 7-inch chop. Oh, and the trademark VW flower vase on the dash was carved from billet aluminum."
Check out the other 9 at Hot Rod.
Stolen from TheCarConnection:
Chevrolet did a surprisingly good job of keeping a lid on its plans to roll out a Camaro coupe concept car at last year's North American International Auto Show. But when it comes to the Camaro convertible, leaks even the Little Dutch Boy couldn't plug are popping up all over the automotive community.
TheCarConnection has learned that a ragtop will all but certainly make its debut in this year. And we expect that, just like the Camaro Coupe, the cabriolet will follow soon afterwards as a critical piece in Chevy's production portfolio -- 2008 and 2009, respectively.
Both cars will aim to challenge the undisputed king of the pony-car segment, the Ford Mustang, and to gain traction, we're hearing both Chevy versions will be offered in a variety of powertrain configurations, from a fuel-stingy V-6 to a 6.0-liter, Corvette-derived V-8.
Senior design officials report that the production Camaro Coupe is staying quite true to the show car's look and feel, down to such details as the heavily-hooded headlights and the metallic door inserts. The challenge for the ragtop team will be to squeeze in a foldaway roof without disturbing the lines that won acclaim at last year's auto show.
Stolen from Autoblog.
The Hamster's back! We're pleased to report that after a miraculously brief recovery period following his mishap with a 300-mph jet-powered dragster, Richard Hammond is back in action, and so is Top Gear.
Richard was on hand today for the filming of the program's annual awards ceremony. While we never did get the point of awarding more than one Man or Car of the Year prize, Richard's colleagues presented him with one of their Man of the Year awards for his epic recovery and to welcome him back. And he sure deserves it. The folks at Lego, the skill-building toy to which Hammond previously attributed his rapid recovery, also presented him with a toy-block replica of the jet car that sent him plowing the field, as well as a replica of the Top Gear set, complete with little Hammond, little Clarkson, little May and little Stig.
And now with Richard back in action and with no further ado, the news you've all been waiting for: the new season of Top Gear is confirmed to air on January 28, only a month and a half away. Of course that's only if you get BBC2, but we won't be surprised to find the episodes popping up online at the BBC's website and intermittently on YouTube et al.
Welcome back, Richard, and welcome back, Top Gear. We've all missed you terribly.
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