William Maley

Chevrolet has been teasing it for awhile and at a event in Belle Isle - near Detroit, MI - Camaro Six or the 2016 Camaro has been introduced. Now if you were expecting a new style for the Camaro, then you'll be slightly disappointed as the basic shape is the same. Sure there are some slight changes to the front and rear, but Chevrolet played it safe. Don't mess with success. At least under the skin, there are some massive changes. The big story is the Camaro utilizing a modified version of the Alpha platform found under the Cadillac ATS and CTS. Chevrolet says the Camaro is 28 percent more rigid than the outgoing model thanks to the switch to Alpha. Also the Camaro is expected handle better thanks to a slightly smaller size and 200 pound weight loss. The suspension has been updated with a new multi-link MacPherson strut setup in the front, and a five-link independent setup in the rear. Brembo brakes become an option for most models, while SS gets them as standard. The SS also gets Magnetic Ride Control as standard. Like the Ford Mustang, the Chevrolet Camaro will boast a turbo-four, V6, and V8 engines. Here's what the lineup will look like, Turbocharged 2.0L Four: 275 Horsepower, 295 Pound-Feet of Torque 3.6L V6: 335 Horsepower, 284 Pound-Feet of Torque 6.2L LT1 V8: 455 Horsepower, 455 Pound-Feet of Torque All engines get a choice of either a six-speed manual or an eight-speed automatic. Moving inside, the Camaro gets a new instrument panel that gets an optional eight-inch screen to show entertainment, navigation, and performance information. Another eight-inch screen in the center provides Chevrolet's MyLink infotainment system. No word on pricing, but Chevrolet says the Camaro will be arriving at dealers in the fourth quarter. Source: Chevrolet Press Release is on Page 2 2016 Camaro Establishes New Performance Benchmark Five-year segment leader is lighter, more powerful, with more advanced technology DETROIT – The sixth-generation Chevrolet Camaro revealed today offers higher levels of performance, technology and refinement and is designed to maintain the sporty car segment leadership earned over the past five years. The Gen Six Camaro provides a faster, more nimble driving experience, enabled by an all-new, lighter architecture and a broader powertrain range. Six all-new powertrain combinations are offered, including a 2.0L Turbo, an all-new 3.6L V-6 and the LT1 6.2L V-8, which is SAE-certified at 455 horsepower (339 kW) and 455 lb-ft of torque (617 Nm) – for the most powerful Camaro SS ever. Each engine is available with a six-speed manual or eight-speed automatic transmission. Camaro’s leaner, stiffer platform and slightly smaller dimensions are accentuated by a dramatic, sculpted exterior. Meticulously tuned in the wind tunnel, the exterior contributes to performance through reduced aerodynamic lift for better handling while enhancing efficiency. A driver-focused interior integrates class-leading control technologies, including a new Driver Mode Selector, configurable instrument cluster and a customizable ambient lighting feature. “Redesigning the Camaro is thrilling and challenging all at once, but the secret is to offer something more,” said Mark Reuss, General Motors executive vice president of Product Development. “For Camaro enthusiasts, it retains iconic design cues and offers even more performance. For a new generation of buyers, the 2016 Camaro incorporates our most innovative engineering ideas with finely honed performance and leading design.” Only two parts carry over from the fifth-generation Camaro to the new Gen Six: the rear bowtie emblem and the SS badge. To make it not only the best Camaro ever, but one of the best performance cars available, Chevrolet focused on three pillars of development: Performance Vehicle mass has been reduced by 200 pounds or more, depending on the model, creating a more nimble, responsive driving experience Most efficient Camaro ever, with a new 2.0L turbo SAE-certified at 275 hp (205 kW) and 295 lb-ft (400 Nm) – and delivers more than 30 mpg on the highway (GM-estimated), and 0-60 mph acceleration well under 6 seconds Efficient performance in a new 3.6L V-6 featuring direct injection, continuously variable valve timing and – for the first time – Active Fuel Management (cylinder deactivation), offering an SAE-certified 335 hp (250 kW) and 284 lb-ft of torque (385 Nm), for the highest specific output of any naturally aspirated V-6 in the segment The most powerful Camaro SS ever, with a new 6.2L LT1 direct-injected Small Block V-8 rated at 455 hp (339 kW) and 455 lb-ft of torque (617 Nm) Magnetic Ride Control active suspension available on Camaro SS for the first time With improved handling and performance, the Camaro SS delivers better lap times than the fifth-generation’s track-focused Camaro 1LE package. Technology All-new Drive Mode Selector, which tailors up to eight vehicle attributes for four modes: Snow/Ice, Tour, Sport and – on SS models – Track settings Segment-exclusive, Interior Spectrum Lighting that offers 24 different ambient lighting effects on the dash, door panels, and center console High-definition, configurable color displays – including available dual, 8-inch-diagonal screens. Design More athletic-looking, sculptured exterior that complements the tighter, leaner architecture – and offers all-new, modern lighting signatures, including light-emitting diode (LED) technology Greater emphasis on customer personalization with wider range of choices, including 10 exterior colors, five interior color combinations, lighting options and a full complement of dealer-available accessories available at launch – including wheels, stripe packages and additional accessories Aerodynamically optimized design that is the result of 350 hours of wind tunnel testing, reducing drag on LT models and improving downforce on SS All-new, interior with shifter-focused center console, intuitive controls, flat-bottom steering wheel, and higher quality materials throughout Unique control rings around the air vents used for temperature and fan speed adjustments, eliminating the need for conventional buttons “We have had the incredible opportunity to meet literally thousands of Gen 5 Camaro owners who provided direct feedback on what they loved about their car and what they wanted for the next-gen Camaro,” said Al Oppenheiser, Camaro chief engineer. “As a result, the 2016 Camaro builds on what made the current Camaro such a success with more power, more agile handling and more technology. “We expect it will set the new benchmark in the segment – and give a new generation of enthusiasts a reason to fall in love with Camaro.” The Gen Six Camaro goes on sale later this year, offered in LT and SS models. Lightweight architecture and chassis systems Approximately 70 percent of the architectural components are unique to Camaro. Through extensive computer-aided engineering, structural rigidity was increased by 28 percent, while the body-in-white mass was reduced by 133 pounds (60.5 kg). In their quest to make the 2016 Camaro as lean as possible, engineers and designers evaluated every aspect of its architecture – already the most mass-efficient ever created by GM – and supporting elements, saving grams here and pounds there that contributes to the car’s lower curb weight. As a result, the total curb weight for Camaro has been reduced by more than 200 pounds (90 kg). Significant weight savings came from using an aluminum instrument panel frame instead of steel, which saved 9.2 pounds (4.2 kg). The use of lightweight components, including aluminum front suspension links and steel rear suspension links with lightening holes, in the new five-link rear suspension system contributed to a 26-pound (12 kg) reduction in the overall suspension weight. With the lighter, stiffer architecture and more powerful engines, the Gen Six Camaro SS delivers better lap times than the fifth-generation’s track-focused Camaro 1LE package. “The driving experience is significantly different,” said Aaron Link, lead development engineer. “Immediately, you will notice how much lighter and more nimble the Camaro feels. That feeling increases when you drive the Camaro harder – it brakes more powerfully, dives into corners quicker, and accelerates faster than ever.” The Camaro features a new, multi-link MacPherson strut front suspension with Camaro-specific geometry. The double-pivot design provides a more precise feeling of control, including more linear and communicative feel from the quick-ratio electric power steering system. At the rear, a new five-link independent suspension yields outstanding wheel control and reduces “squat” during acceleration. In addition, the Magnetic Ride Control is available on the Camaro SS for the first time. Previously limited to the Camaro ZL1, the active suspension reads road and driving conditions 1,000 times per second, and automatically adjusts the damper settings to optimize ride comfort and control. All Camaro models offer Brembo brakes – they’re standard on SS – optimized for the car’s mass and performance capability. On Camaro LT, the available brakes include 12.6-inch (320 mm) front rotors with four-piston calipers and 12.4-inch (315 mm) rear rotors with single-piston sliding calipers. Camaro SS employs 13.6-inch (345 mm) front rotors with four-piston fixed calipers and 13.3-inch (338 mm) rear rotors with four-piston fixed calipers. Goodyear tires are used on all models: The LT features standard 18-inch wheels wrapped with Goodyear Eagle Sport all-season tires and available 20-inch wheels matched with Eagle F1 Asymmetric all-season run-flat tires. Camaro SS features standard 20-inch aluminum wheels with Eagle F1 Asymmetric 3 run-flat tires. More powerful and efficient The new Camaro will be offered with six different powertrain combinations, each designed to deliver improved performance and efficiency. The Camaro LT’s standard engine is a new 2.0L Turbo, rated at an SAE-certified 275 horsepower (205 kW) and 295 lb-ft of torque (400 Nm). For power on demand, it offers a wide torque band with 90 percent of peak torque available from 2,100 rpm to 3,000 rpm, and maximum torque from 3,000 to 4,500 rpm. The 2.0L turbo will deliver 0-60 mph acceleration in less than six seconds and offer more than 30 mpg on the highway (GM-estimated), making it the most fuel-efficient Camaro ever. An all-new 3.6L V-6 is available in the Camaro LT, producing and SAE-certified 335 horsepower (250 kW) and 284 lb-ft of torque (385 Nm), for the highest specific output of any naturally aspirated V-6 in the segment. The engine incorporates a trio of technologies for uncompromised efficiency and performance, including direct injection, variable valve timing and, for the first time, Active Fuel Management (cylinder deactivation), which disables two cylinders under light throttle applications to enhance efficiency. The 2.0L turbo and 3.6L V-6 engines are offered with a six-speed manual transmission or the all-new Hydra-Matic 8L45 paddle-shift eight-speed automatic transmission. It’s based on the Hydra-Matic 8L90 eight-speed, but scaled for the performance envelope of the smaller engines and offering an estimated 5-percent efficiency improvement over a comparable six-speed automatic. Camaro SS is powered by the 6.2L LT1 V-8 engine introduced on the Corvette Stingray. About 20 percent of the components are specific for the Camaro’s architecture, including new, tubular “tri-Y”-type exhaust manifolds. It also offers advanced technologies such as variable valve timing, direct injection and Active Fuel Management (on automatic-equipped models) to help balance efficiency and performance. Output is SAE-certified at 455 horsepower (339 kW) and 455 lb-ft of torque (617 Nm), making it the most-powerful Camaro SS ever. The LT1 engine is available with a standard six-speed manual transmission – with new Active Rev Match technology that “blips” the throttle for perfectly timed downshifts – or the Hydra-Matic 8L90 paddle-shift eight-speed automatic. Each engine has been carefully tuned for a distinctive performance sound. All 2.0L turbo models feature active noise cancellation, which uses sound waves to cancel unwanted cabin noise. Models equipped with the available Bose audio system also feature engine sound enhancement, which amplifies the native sounds of the 2.0L turbo engine – and can be disabled based on the driver’s preference. Both the 3.6L V-6 and 6.2L V-8 feature mechanical sound enhancers – resonators that direct induction noise from the engine bay into the cabin. Both engines are available with a dual-mode exhaust, which features electronically controlled valves that bypass the mufflers under acceleration, delivering improved performance and greater sound levels. With the dual-mode exhaust, drivers can personalize the exhaust sound, from a “stealth” mode to the most aggressive “track” mode. Compact, athletic design The exterior of the Camaro is more sculpted and more muscular effect that makes the new car look significantly lower and wider than before, even though it is within two inches of the exterior dimensions of the current Camaro: “From every angle, you’ll never mistake this for anything but a Camaro,” said Tom Peters, design director. “We’ve taken that iconic design and amplified its proportions to reflect a more dynamic driving experience – like the T-shirt on a muscular physique.” The front of the Camaro is defined by a cross-car grille/headlamp aperture, a signature cue that dates to the first generation. The new, expressive execution gives the Camaro a stronger, more determined face. It also displays a new, nearly fastback profile that flows into the pronounced haunches of the rear fenders, enhancing the wider, more aggressive stance. A more expressive take on the taillamps blends the horizontal aesthetic of the first generation with a dual-element theme and aggressive tapers for a contemporary appearance. Additionally, SS models have a unique rear spoiler. Standard lighting includes halogen projector beam headlamps and taillamps. RS and SS models add high-intensity discharge, or HID, projector-beam headlamps and LED “signature lighting” daytime running lights – including a sweeping LED lightpipe integrated in the headlamp and an LED light pipe integrated into the front fascia. RS and SS models also feature LED lighting for the rear taillamps, including auxiliary LED light guides that mirror the shape of the front signature lighting. In many cases, the exterior design not only communicates the performance capabilities of the new Camaro, but contributes to them. For example, the teams spent more than 350 hours testing the Camaro in the wind tunnel, meticulously tailoring the exterior to improve cooling and reduce aerodynamic lift and drag. Aerodynamic details include a subtle “air curtain” on the front fascia, which guides air around the wheels rather than into the wheelhouses, reducing drag. Also, the Camaro SS has a unique front fascia with integrated brake cooling ducts and a unique hood with functional air vents, which improve engine cooling and reduce front lift. All models share a more pronounced, sculpted roof panel that improves the structural rigidity of the roof for greater refinement. The roof is assembled using laser brazing, eliminating the need for “ditch channel” seams and cover trim, giving the car a sleeker appearance while saving half a kilogram compared to traditional spot welding. There’s also a new interpretation of the Camaro’s iconic red, white and blue “banner” insignia, displayed on the front fenders. Driver-focused interior and technologies Like the exterior, the interior is completely new yet instantly recognizable. The instrument panel, for example, is a departure from the previous model, but retains the Camaro’s familiar dual-binnacle-style instrument cluster hood. “Given the level of technology and performance, the interior had to be modern and driver focused.” said Ryan Vaughan, interior design manager. “But although the interior is an all new design, it is still instinctively recognizable as a Camaro.” The instrument cluster features analog instruments to provide the driver with essential performance information, as well as an available eight-inch-diagonal high-definition center screen that can be configured to provide additional information including navigation, performance, and infotainment features. Another eight-inch screen, integrated in the center of the instrument panel, serves as the interface for the enhanced, next-generation MyLink system. The new center console and center stack are designed with high performance driving in mind. For example, the heating and cooling controls are integrated into rings surrounding the air ducts. Eliminating the associated buttons makes the cabin feel more spacious, and makes adjusting the temperature easy while keeping your eyes on the road. An electronic parking brake replaces the previous mechanical parking brake handle. This enabled the cup holders to be repositioned for improved range of motion when shifting in manual-transmission models. An available, segment-first LED ambient lighting system, integrated in the dash, door panels and center console, offers 24 different colors, as well as fade and transition effects that spread across the interior. There’s even a theatrical “car show” mode that cycles randomly through the entire color spectrum when the Camaro is parked. The ambient lighting is one of eight attributes the driver can adjust using the Camaro’s new Driver Mode Selector– accessed via a switch on the center console. The system enables the driver to tailor the look, sound and feel of 2016 Camaro to their preferences and driving conditions:

You don't hear a lot of executives admit when they or their company has made a blunder. When they do, it comes as a bit of a shock and helps you realize they are somewhat human. Case in point is Cadillac's marketing chief Uwe Ellinghaus telling Bloomberg they bit off bit a more than they could chew with the ELR pricing. "The MSRP was, indeed, a mouthful. We overestimated that customers would realize our competitors were naked at that price," said Ellinghaus. So why did Cadillac price the ELR so high? Well product planners believed if the ELR was close to the price of the Chevrolet Volt, people would go for the Volt. Also, the high price was seen as to signal this was a special car from Cadillac. "We just wanted to make this a statement for the brand of how progressive we are," said Ellinghaus. Sadly it hasn't worked with just 1,835 ELRs being sold in North America within the past 18 months. Also, dealers have been piling on incentives to get them off their lot. Source: Bloomberg

Jeep is looking to move upmarket to compete with the likes of the Range Rover. FCA CEO Sergio Marchionne said last weekend at the opening of a Alfa Romeo and Maserati dealership near Toronto that brand is missing an opportunity. “When I see a Range Rover on the street, my blood boils, because we should be able to do a thing like that. And we will,” said Marchionne. At the moment, the most expensive Jeep is the Grand Cherokee which tops off at $48,795 for the Summit w/o options. Jeep is working a three-row model that will be coming out in 2016 - possibly named the Grand Wagoneer. Marchionne declined to provide any other details about the vehicle, partly due to the model not being on the current five-year plan. “Would I tell you that?. No, but we’re working on it now.” Source: Bloomberg

Sports and supercars have been stepping up with power it seems with every new model. There comes a point where the question is raised is there such thing as too much power. Someone at Porsche believes so. Andreas Preuninger, the head of Porsche’s GT division (group behind the 911 GT3) tells Car Magazine that future GT models will pass on the horsepower wars. "I’m not a believer in this horsepower monster, up, up, up, more, more, more. For my personal tastes, around 500bhp is enough, because 700-800bhp calls for bigger brakes, sturdier suspension, it gets heavier and heavier logically," said Preuninger. Preuninger went on to suggest that future GT and RS models will focus on shedding weight and hit a power-to-weight ratio, not adding 50 horsepower for each generation. Now you might think that Porsche will shrink the power that comes out of their engines for these models. Preuninger says the automaker will not do that. Source: Car Magazine

Imagine you are a dealer sitting in a meeting and the head of the brand that you sell tells everyone that sales will get worse before they get better. Well that was what Johan de Nysschen, Cadillac's president told dealers last summer. Now dealers are getting a first look at 'worse' looks like. Automotive News that a number of dealers have lost on incentive cash in the first quarter because they missed sales targets set by GM. Discounts and lease offers have also dried up as well. Previously, Cadillac offered deals on the ATS and CTS to help remove the massive stock sitting on dealer lots. This is reflected in Cadillac's sales. ATS dropped 23 percent, while the CTS saw a 47 percent drop. Cadillac's marketing chief Uwe Ellinghaus said in a interview last month that April would be "the first month where we see the natural demand for ATS and CTS." Now the slump in sales is part of de Nysschen's plan to get Cadillac on the right footing with a smaller supply of vehicle and incentives that are modest. The plan also includes better marketing and new products through 2020. Dealers support de Nysschen's plan, but they are worried about how long the plan will take and whether it actually works. "The dealer council has a lot of faith in Johan's long-term plan. But the sales decline is a bit of a tough pill to swallow with the industry rocking right now," said Keith Harvey, a member of Cadillac's National Dealer Council. Source: Automotive News (Subscription Required)

Automotive News had a chance to speak with Toyota's North America CEO Jim Lentz. During the chat, the topic of Lexus came and Lentz had something interesting items to say about. First, Lentz said that it would have been wiser to build a three-row crossover first, and not the image coupe RC. "In hindsight, if I was making this decision 10 years ago, seeing what I see today, the three-row [crossover] probably would have been the better play to come out first," said Lentz. The three-row crossover would allow the brand to hold on to the Gen Y crowd as they begin to have families and begin looking for a larger vehicle. Now Lentz doesn't say the RC is a mistake. The coupe has been doing quite with sales of 4,258 for the year so far - putting it ahead of the LS flagship. Lentz also makes it clear that Lexus will not be heading downward to compete with the likes of the Audi A3 and Mercedes-Benz CLA, both which start under $30,000. "In the luxury business, chasing volume is not a good strategy. Luxury cars cost a certain dollar amount for a reason. I don't want to cheapen my cars just to offer a lease that's $20 a month less," said Lentz. Source: Automotive News (Subscription Required)