William Maley

Ray DeGiorgio, the General Motors engineer who was called out during the GM ignition switch hearing and subsequently suspended, spoke with congressional investigators earlier this month. The New York Times reports that DeGiorgio talked with investigators for ten hours on May 19th about his involvement in the ignition switch recall. As you might recall, DeGiorgio was the engineer who signed off on a change to the ignition switch in certain GM vehicles. However during testimony in a wrongful death suit, DeGiorgio claimed he didn't remember authorizing any change to the ignition switch. During his questioning with investigators, DeGiorgio appeared “genuinely upset” according to a house aide. “He came across as if he was just overburdened and just missed it,” said the aide. DeGiorgio said that he forgot that he signed off on the change for the ignition switch because it was a part of of a package of changes, and that seven years had passed from the time he signed off to testifying. DeGiorgio also didn't give any information that indicated that GM CEO Mary Barra knew about this problem before she took on her new role earlier this year. Source: New York Times William Maley is a staff writer for Cheers & Gears. He can be reached at [email protected] or you can follow him on twitter at @realmudmonster. View full article

To say Hyundai grabbed everyone’s attention when they launched the Genesis at the 2008 North American International Auto Show is a true understatement. Here was a model that came with rear-wheel drive, a choice of either a V6 or V8 engine, many luxury appointments and features, and the value the company was known for. The Genesis left many wondering what the devil the company was doing, but Hyundai had a plan. The Genesis was a model they thought would not only bring new people into the Hyundai fold; it would raise the allure of the brand. That’s just what the model did. Consider this: In 2009 when Genesis was on sale for a full year, Hyundai sold 13,604 Genesis models. In 2013, that number rose to 19,804, an increase of 46 percent. Now enter the 2015 Genesis. The second-generation models builds on what the first has done with improvements to theinterior, powertrain, chassis, and refinement. But Hyundai also has bigger ambitions as well with this model. During the presentation at the Detroit Media Preview, Hyundai named the likes of the BMW 5-Series, Cadillac CTS, and Mercedes-Benz E-Class as competitors to the Genesis. Big names to say in the least. Does the Genesis have what it takes? Read on. The 2015 Genesis is the first model in Hyundai’s lineup to introduce their latest design language named Fluidic Sculpture 2.0 which basically boils down to the design being a bit more restrained and losing a bit of the curvy-ness that the company was known for. Despite the loss in curves, the 2015 Genesis still seems to stand out. Cues such as the large, hexagonal grille up front; a choice of eighteen or nineteen-inch wheels, LED lighting along the outer edges of the headlights, and chrome exhaust tips give the 2015 model an identity. The same cannot be said for the first-generation Genesis. Overall length has increased to 196.5 inches, which allowed Hyundai’s designers to give the model a bit more aggressiveness by sharply raking the roofline at the rear to give a somewhat of a fastback shape. After seeing the Genesis in person, I can say for the most part that I like the design. My only problem is the front with the large grille. It makes the Genesis look too comical. Moving inside, the 2015 Genesis’ interior has been fully changed. The dash is logically laid out and controls are within easy reach of the driver and passenger. Materials are top notch with leather on the seats, an abundance of soft-touch materials on the dash and door panels, and real aluminum and wood trim. Seats offer a nice balance of comfort and support, along with twelve-way power adjustments. The seats were so comfortable in fact, my drive partner was falling asleep during the drive. Back seat passengers will be impressed by the amount of head and legroom on offer. Hyundai says the Genesis has more cubic feet of interior room than just about anything in the class. On the technology front, all Genesis models come with eight-inch touchscreen with navigation, a 4.3-inch color screen in the instrument cluster providing trip computer info, BlueLink telematics, and what the company calls Smart Trunk. Smart Trunk is where you stand near the back of the vehicle with the proximity key on you and within three seconds, the trunk will automatically open. Now before you think that the trunk will open up whenever you are near the vehicle, Hyundai says you have to have the vehicle locked and away from it for fifteen seconds before you can use this feature. Options include a 9.2 HD touchscreen, head-up display, and a 17-speaker Lexicon audio system.Powertrains carry over from the last-generation model, but have received a number of tweaks to improve drivability. The 3.8 V6 now makes 311 horsepower and 293 pound-feet of torque, while the 5.0L V8 makes 420 horsepower and 383 pound-feet of torque. An updated eight-speed automatic is the sole transmission for both engines. New for this generation is HTRAC all-wheel drive. The system which was developed in-house by Hyundai utilizes an electronic variable-torque-split clutch with active torque control between both the front and rear axles. The system normally operates at a 40/60 split, but can send up to 90 percent of power to either the front or rear axle. The system is available on the V6 only. Alright, enough about the details on the 2015 Genesis. Lets take a drive. Even though the 2015 Genesis weighs more than the outgoing model (4,138 lbs for the V6, 4,295 lbs for the V6 HTRAC, and 4,541 lbs for the V8), both engines are up to task of moving the vehicle at a brisk rate. The V8 produces a nice growl when you step on it and power comes very effortlessly. However the V6 engine is the sweet spot as feels just as powerful as the eight and gets better fuel economy overall. During the drive loops, I recorded an average 22 MPG in the V8, while the V6 with HTRAC AWD system got 25 MPG. The eight-speed showed the same characteristics as in theEquus I drove last year; smooth and quick shifts up and down the eight speeds. As for the all-wheel drive system, I couldn’t say if it improved handling or not. I’ll need to spend some more time with a Genesis to find out. Under the skin is a stronger structure with high-strength steel used throughout, revised multilink suspension front and rear, new variable-ratio, electric power-assist steering, and an optional continuous damping control system on the V8. What this means is that the Genesis is one of the first Hyundai models that actually drives pretty well. Both models showed no body roll and stability when pushed into corners, while steering provided good feel and weight. Now I can’t say whether it's as good to drive as a BMW 5-Series or Cadillac CTS till I drive either one. What I can say is compared to past Hyundais, the Genesis shows signs of improvement. Now all of those changes I talked about which improving the driving dynamics also help in thecomfort and quiet department. The Genesis’ suspension setup was able to soak up potholes and imperfections like they were nothing. Wind and road noise were kept to a minimum. Now onto the price tag. Hyundai has bumped the price of the 2015 Genesis by $2,500. So the base Genesis with the 3.8 V6 will now cost $38,000 (not including a $950 destination charge). That price increase nets you more standard features such as navigation, backup camera, Hyundai’s BlueLink Telematics, power folding mirrors, rain sensing wipers, and much more. With the first-generation Genesis, Hyundai made a statement of intent. The brand who was known for the Pony and the 10 Year/100,000 Mile warranty wanted to show that it could reach higher and become something to aspire to. With the second-generation Genesis, Hyundai begins to solidify that. Disclaimer: Hyundai provided the vehicles and a lunch during this first drive event. Year: 2015 Make: Hyundai Model: Genesis Engines: 3.8L V6 (311 Horsepower, 293 Pound-Feet of Torque), 5.0L V8 (420 Horsepower, 383 Pound-Feet of Torque) Driveline: Rear-Wheel Drive, All-Wheel Drive Fuel Economy: City/Highway/Combined - 18/29/22 (3.8L V6 RWD), 16/25/19 (3.8L V6 AWD), 15/23/18 (5.0L V8 RWD) Curb Weight: 4,138 lbs (3.8L V6 RWD), 4,295 (3.8L V6 AWD), 4,541 lbs (5.0L V8 RWD) Location of Manufacture: Ulsan, South Korea Base Price: $38,950 (3.8L V6 RWD), $41,450 (3.8L V6 AWD), $52,450 (5.0L V8 RWD) (Includes a $950 destination charge) William Maley is a staff writer for Cheers & Gears. He can be reached at [email protected] you can follow him on twitter at @realmudmonster. 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Two weeks after becoming the CEO of General Motors, Mary Barra got blind sided with the news that a major safety problem, a faulty ignition switch in certain vehicles that could turn and cause the vehicle to stop with no warning had come to light. This switch was flagged years ago as being problematic but nothing aside from service bulletin was ever done. This problem was linked at the time to several crashes and 13 fatalities. When Barra testified to the House Committee on Energy and Commerce about the ignition switch, she said that she only knew about the issue in late January. But many questioned for someone who worked at the company for 34 years, why was she kept in the dark? How did she not know about this at all? "Mary has said it: The moment she became aware of the problem, as I would expect, she confronted it. She didn't know about it. I bet my life on it," said former GM CEO Dan Akerson in a interview with Forbes. This is the first time that Akerson has made any comment regarding ignition switch recall. No mention was made if Akerson knew anything about the recall during his tenure. Source: Forbes William Maley is a staff writer for Cheers & Gears. He can be reached at [email protected] or you can follow him on twitter at @realmudmonster. View full article

When was the last time you ever heard the CEO of a major automaker say don't buy our car? Never? Well Fiat Chrysler Automobiles' CEO Sergio Marchionne may be the first one. Reuters reports that Marchionne told an audience at the Brookings Institution in Washington D.C. last week that anyone considering the Fiat 500e should not buy it. "I hope you don't buy it because every time I sell one it costs me $14,000. I'm honest enough to tell you that," said Marchionne. "I will sell the (minimum) of what I need to sell and not one more." So why did FCA build the 500e in the first place then? It comes down to the California Air Resources Board mandate which requires the six automakers selling the most cars in the state to sell vehicles with no tailpipe emissions at all from 2012 through 2017. Vehicles such as the 500e are known as compliance vehicles. Source: Reuters William Maley is a staff writer for Cheers & Gears. He can be reached at [email protected] or you can follow him on twitter at @realmudmonster. View full article

When I learned that I would be getting a 2014 Nissan Titan 4X4 in for a week’s evaluation, I was worried that I wouldn’t be able to fully test its capabilities. The reason is because this particular model was the Pro-4X which features a number of off-road tweaks such as Rancho performance shocks, lower final drive ratio, electronic locking rear differential, and other items. Well the week I got the pickup, Mother Nature decided to drop half a foot in snow. Thank you Mother Nature I thought as I got into the truck. Driving the Titan Pro-4X through the snow was a very fun experience. With a 5.6L V8 engine making 317 horsepower and 385 pound-feet of torque, and the 4WD set in the 4Hi setting, the Titan romped the snow like it was nothing. The BFGoodrich tires that come as part of the Pro-4X were able to claw through the deep snow, while the four-wheel drive system kept the vehicle moving. Even when I stopped the truck in some deep snow to see if it would be able to get out, the locking rear differential and four-wheel drive were able to get the Titan out and on its way. Otherwise in day to day driving, the Titan drove like a truck that was built in early-2000’s; a very powerful engine that chugged gas like it was going out of style (my average for the week landed around 12.1 MPG); very bouncy ride, and a lot of wind and road noise coming in the cabin. Also showing the Titan 2000’s roots is the interior. While Nissan did a refresh of the interior a few years ago, it still feels old with bits of the dash being the same as it was when it was first introduced and materials being the hard, plastic kind. One other thing that hurts the Titan Pro-4X is the price. As tested, this Titan rang up to $45,555.00. Aside from the off-road bits, I’m not sure it's the good value that it once was. The 2014 Nissan Titan Pro-4X is perfect for someone who wants a pickup truck that can pretty much go anywhere right out of the box. But for everyone else, you'd be better served by looking elsewhere or waiting till next January as Nissan will show off the next Titan. Disclaimer: Nissan Provided the Titan, Insurance, and One Tank of Gas Year: 2014 Make: Nissan Model: Titan Trim: Pro-4X Crew Cab Engine: 5.6L V8 Driveline: Five-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 317 @ 5,200 Torque @ RPM: 385 @ 3,400 Fuel Economy: City/Highway/Combined - 12/17/14 Curb Weight: 5557 lbs Location of Manufacture: Canton, TN Base Price: $39,690.00 As Tested Price: $45,555.00 (Includes $990.00 Destination Charge) Options: Pro-4X Luxury Package - $2,630.00 Pro-4X Premium Utility Package - $1,500.00 Utility Accessory Package - $360.00 Rear Bumper Steps - $230.00 Pro-4X Floor Mats - $160.00 William Maley is a staff writer for Cheers & Gears. He can be reached at [email protected] or you can follow him on twitter at @realmudmonster. View full article