Intrepidation

That I am aware of, however I'm really curious to find out what your impressions of them would be, as well as the obvious candidates.

Truer words never spoken.

RWD, 2 doors, and you can get them with a stick. :wink:

Well, even if youhave no plans to buy anything import, you should still go test out a G37 Coupe and Genesis coupe....just for fun.

Post driving impressions!

It's not your mother's J-body. :rotflmao:

I know that you have a thing for Jettas now, but Cobalt is probably the better choice even though it's basically a stripper (does it have A/C? I don't know if that was optional or standard on Cobalts). I lived with one for 2 months and it gave me no problems besides my particular car's city fuel economy. The only issues I had with it was the cheapo interior and the electric steering...which just feels odd. However The steering you get used to unless you stop to think about it or get in another car and drive it. However it rides very well, even at speed, like a big car. Plus, you can probably find plenty of parts for it to upgrade and accessorize it, so over time you could make it more like a 2LT than a LS. It's a tough call though, since the Jetta is what you actually want, but with your track record the newer, lower mileage Cobalt is probably the one to go with...especially if they are around the same price. Plus GM offers way more performance goodies for the Cobalt than Toyota ever offered for the Corolla. Although even if it was a Corolla I would still lean towards it. When you're looking at a car with low miles, is newer, and is known for reliability, and you need something...it is the more logical choice. You can always pick up a Jetta later as a 2nd car when you've got more money.

Ever heard the saying, "It takes a village to raise a child?" Something similar could be said about the automotive industry, except the village is an assorted and wide-ranging group of auto suppliers and the child is your next new car. Currently, the major automakers only deal directly with Tier 1 suppliers, the big companies that assemble major automotive components into large modules. These modules are created using parts from Tier 2, Tier 3 or even smaller suppliers, and these companies are generally paid by their larger Tier 1 siblings. General Motors has just announced a new provision that would have the automaker making payments to smaller Tier 2 suppliers. The worry is that the horrid financial condition that many of the large Tier 1 suppliers find themselves in could force them into delaying payments to the smaller feeder companies, which could bankrupt the fledgling lower-tiered suppliers and eventually cause GM (along with its competitors) to run out of parts for production. So far, GM is the only automaker to embark on such a program, but that could soon change if some of the largest troubled auto suppliers are forced to declare bankruptcy. On the other hand, the Obama administration just announced a $5 billion Supplier Support Program, which could ease some of the troubles. Autoblog

Ford has more concern for GM's good will than GM has for itself.

Despite the fact that Ford has yet to request any special funding from either the federal governments in the United States or abroad, the automaker has repeatedly said that it supports its competitors as they seek financial aid. According to Ford of Europe CEO John Fleming, "We have no objections to competitors asking governments for support in these very difficult times." While some might think that Ford would stand to benefit if its largest competitor went the way of the Dodo, in reality, it's much more complicated than that. Says Fleming, "I would rather take sales from competitors by having better products rather than them going out of business." Plus, there's the sticky supplier situation – the loss of an automaker or two could have a drastic impact on the already weak auto supplier industry. In lieu of propping up individual automakers on a country-by-country basis, Fleming suggests that the European Union as a whole should introduce its own aid package that would affect all automakers equally. Autoblog

Naw, it's still cluttered as of that photo. For example there's about 10 or so picture file and 2 zip folders on the desktop (you can see 2 of the files) that I deleted later. Oh and I had to turn off the inactive icon hider to keep the NVIDIA Settings icon in the open. I like my desktop uncluttered and my wallpapers high resolution and made t o fit the screen. There is nothing that bus me more than a wallpaper that doesn't take up the whole screen, or is stretched to hell to fit.

Wow, it's nice to see people besides us calling jackasses out like that.

Yep, because GM is stupid as hell and would rather kill the higher selling more rrespected vehicle and continue to be a joke.

Dodge's original Li'l Red Express trucks are now in their early 30s, and even building a clone will be an exercise in rust mitigation and parts scavenging. By the time you're done, you'll have spent enough to buy a brand new Ram. Mopar high-performance icon Mr. Norm's is doing what Chrysler can't currently manage, reviving the spirit of the original with a fully modern Red XPress Truck, using the excellent new Ram as a basis. The name has been tweaked and there's no fat-fendered bed, but the general idea is the same. 1978 Dodge Li'L Red ExpressChrysler's 5.7-liter Hemi is the standard fitment, and with 390 horsepower and 410 pound-feet of torque, it makes a good argument. Alternatively, 6.1 liters of SRT crate Hemi will give you about 450 hp, and then there's the 426 cubic inch version of the SRT engine, which Mr. Norm's modified with forged internals and more stroke. Thus tweaked, the 426 nets you about 600 hp, nearly triple the 225 hp kicked out by the police-spec 360 in the original. Appearance is obviously also part of the package, and there are graphics on the doors reminiscent of the original, as well as homage-paying exhaust stacks as part of the list of optional upgrades, – all of which we could see ourselves buying. Starting at an estimated $3,599 for the base Red XPress Truck, the price of entry sounds entirely reasonable, though lowering the ride height, bumping up to the biggest engine and its Tremec/Dana 60 combo will probably inflate the price as much as it inflates the performance. No word on whether it comes with a C.B. radio and a huge whip for booming into the next county with your next Tx. Autoblog

To which you can retort "CR does the same thing, only they rate vehicles based on assumption and not actual facts" P.S. You're the one turning a positive article negative right now. :wink:

Link to Jalopnik Cadillac must have been really impressed by our use of the Autonet Mobile system because they'll be adding it to their best-selling CTS Sport Sedan in April, giving passengers, and naughty drivers, internet access. This isn't the first automaker to add Autonet Mobile access to their repertoire of available services, but it is the first time GM's done it. PRESS RELEASE: FOR RELEASE: 2009-03-19 Hot Car, Hot Spot: Cadillac CTS Adds WiFi System DETROIT – Cadillac will offer wireless internet access for its best-selling model, adding a new dimension to the passenger experience. Cadillac Wi-Fi by Autonet Mobile comes to the CTS Sport Sedan in April, giving passengers full internet access in and around the car via their laptop or WiFi device. The launch of Cadillac WiFi by Autonet Mobile will begin with live demonstrations at the New York International Auto Show April 10-19. "Consumers today are frequently searching for WiFi access wherever they may be," said Mark McNabb, North America Vice President, Cadillac. "Adding WiFi is a natural extension of the tech features already inside the CTS, such as a 40 gigabyte hard drive with USB port, a pop-up navigation system featuring real-time traffic and weather forecasts and the exclusive ability to pause and rewind live radio." Cadillac WiFi uses technology from Autonet Mobile, the world's first Internet Service Provider designed exclusively for cars. Cadillac WiFi by Autonet Mobile turns the car into a WiFi hotspot and works with any operating system supporting any Wi-Fi enabled device. It delivers an easy-to-use and seamless internet experience, with 3G mobile technology that maintains internet connections while the car is in motion. The system can support several devices at once, enabling one passenger to update a Facebook page, while another is gaming online or watching YouTube videos, for example. Designed for use by passengers, the system requires no special software and achieves speeds up to 800Kbps. The dealer-installed option will retail for $499, with a monthly service subscription of $29. # # # About Cadillac Cadillac is a division of General Motors Corp., and a leading luxury auto brand since 1902. In recent years, Cadillac has engineered an historic renaissance led by dramatic new designs and global expansion. More information on Cadillac can be found at www.cadillac.com. General Motors Corp. (NYSE: GM) Founded in 1908, GM manufactures its cars and trucks in 35 countries. More information on GM can be found at www.gm.com. About Autonet Mobile Autonet Mobile is the world's first in-car internet service provider. Founded by a corporate executive and former race car driver and a leading network architect and designer, the company is dedicated to enhancing the in-car experience by bringing the internet into cars. For more information visit www.autonetmobile.com.

There was one main message hammered home during a conference call on the Voltec plug-in hybrid propulsion system that GM held earlier today: even though the Chevy Volt is not yet finished, GM is getting the second and third generation Voltec systems ready. Sure, the GM representatives reassured us that the company is on track for a late-2010 launch of the Chevy Volt, all of the mentions of the Gen 2 and Gen 3 Voltec systems made it clear that GM is readying some surprises in their various battery labs and partner locations. "We remain confident and committed to a November 2010 launch of the Chevy Volt." A timetable for Gen 2 and beyond is not public at this time, but we do know that the Advanced Battery Coalition for Drivetrains (ABCD) at the University of Michigan is one partner in this project (and on Gen 3). In general, the goal for these generations will be to reduce cost, not necessarily to add range or reduce the size of the packs. The near-term schedule for the Volt program calls for actual prototypes (not the mules in the picture above) to be built this summer, and there will be a lot of them made. Announcements on consumer pricing and exactly how the battery's high price will be passed on to the end buyer will be unveiled when the Volt gets closer to market, but leasing or selling the battery are both still options. GM does have "a viable business proposition with the Volt," said Bob Kruse is the Executive Director for Global Hybrid, Electric Vehicle and Battery Engineering, but "this first-generation system is expensive." He added that government incentives (hello, $7,500?) will help make the first-generation vehicles an option for more people. As stated, next generation vehicles should be cheaper. GM's Denise Gray said that what happened to computers and electronics in the past few decades shows one likely way that technology in the Volt will get smaller and cheaper in the coming years. As GM said last spring, the battery pack is designed to be part of the vehicle's structural rigidity. Andrew Farah, Volt Chief Engineer, told us that one of the first questions the Volt engineers needed to answer was whether to develop a battery around an existing vehicle or to develop a vehicle around an existing battery. The Volt team found that developing both together was the right balance. Start with the backbone of a traditional vehicle and go from there. "The trick to a great vehicle is balance," he said. Using the battery as a structural device means that it's a tough device. In 35 mph crash tests involving the mules, the battery comes out pretty much without a scratch, GM said, and showed us the slides to prove it. There is a "very sophisticated system" in the vehicle, similar to the ground fault wiring in a house, that is meant to contain the energy inside the pack in the case of an accident. GM's January announcement that it would build the Volt's batteries in Michigan was part of a strategic choice to keep the "Volt Battery Value Chain," as they call it, streamlined and efficient. While the initial cells will be made by LG in Korea, Kruse said that moving the battery process in-house is intended to let GM control its own destiny. A big benefit is that subsequent battery and propulsion system generations will be able to be developed faster. Kruse added that GM is still happy with what Voltec will be able to do once it's in the car and are "very bullish on the ability of the Volt technology to meet the needs of the mass market." While electric vehicles with ranges longer than 40 miles exist, "we've chosen to include the range extender" to eliminate range anxiety, he said. GM could have built a bigger battery, but those would weigh and cost more. "We balance the vehicle around these demographics," he said, referring to the 78 percent of Americans who drive less than 40 miles a day. Farah added that GM did not want to ask the customer to change their lifestyle. With the Volt, he said, people won't need to change any of their driving habits but they can still gain some independence from oil. This will be a car that can do what cars today can do, but with a 40-mile EV range. "Give them what they're used to," he said. Inside the Voltec's T-Pack battery are over 200 cells that are packed into modules and there are an unspecified number of modules in the T-Pack. While GM is still being quite secretive about what's in the pack, they will say that there is a long-term plan to use the technology developed for the Volt in many more vehicles. For example, the cells are reusable in a wide range of vehicles, the modules are reusable within a class of vehicles and the T-Packs are reusable within in a specific vehicle class. As for recycling the battery when it's reached the end of its life, the recyclability of the vehicle will be based on European recycling standards because they are stronger and GM is "only going to do this job once." Also, while GM is not worried about running out of lithium, Kruse noted that after the lithium has been used in a battery, it remains "highly reclaimable and recyclable." Two other items that caught my ear: The Volt's 40 mile range that GM touts is based on Federal standard tests that assume a temperature of 20°C (68°F) Kruse said that battery swap plans for automobiles are "problematic" and GM thinks fast charging is a much better plan.

Buick, Jaguar knock Lexus from top of J.D. Power 2009 Vehicle Dependability Study Follow the jump to read the full article and press release. http://www.cheersandgears.com/index.php?showtopic=28776

Autoblog J.D. Power and Associates has just released its 2009 Vehicle Dependability Study... and it is a bombshell. For the past 14 years, including the most recent 2008 Vehicle Dependability Study, Lexus has sat at the top of the chart. In a significant upset this year, Buick and Jaguar have tied for top ranking (with just 122 problems per 100 vehicles) dropping the premium automaker Lexus (126 PP100) down to third place. The top five are rounded out by Toyota (129 PP100) and Mercury (134 PP100). The Vehicle Dependability Study is designed to accurately measure problems experienced by original owners of three-year-old (2006 model year) vehicles. J.D. Power based this year's results on responses from more than 46,000 original owners of 2006 model-year vehicles. For 2009, the study has also been redesigned to include 202 different problem symptoms across all areas of the vehicle. Scores are based on the number of problems experienced per 100 vehicles (PP100), with lower scores reflecting higher vehicle quality. The complete J.D. Power press release and charts can be found after the jump and in the gallery below. PRESS RELEASE J.D. Power and Associates Reports: Buick and Jaguar Tie to Rank Highest for Vehicle Dependability; Toyota Motor Corporation Captures Ten Segment Awards; Ford Motor Company Garners Four WESTLAKE VILLAGE, Calif.: 19 March 2009 - Buick and Jaguar each rank highest in vehicle dependability in a tie, according to the J.D. Power and Associates 2009 Vehicle Dependability StudySM (VDS) released today. Buick improves from a sixth-place ranking in 2008, while Jaguar improves from 10th place. Following in the top five rankings this year are Lexus, Toyota and Mercury. Toyota garners five segment awards-more than any other nameplate in 2009-for the Highlander, Prius, Sequoia, Solara and Tundra. Lexus follows with four segment awards for the ES 330 (in a tie with the Acura RL), GX 470, LS 430 and SC 430. Lincoln captures two awards for the Mark LT and Zephyr. Models by Acura, Buick, Dodge, Ford, Honda, Mazda, Mercury, Nissan and Scion each rank highest in one segment. "Buick has ranked among the top 10 nameplates each year since the study was last redesigned in 2003, while Jaguar has moved rapidly up the rankings," said David Sargent, vice president of automotive research at J.D. Power and Associates. "Lexus remains a very strong competitor in long-term quality. In particular, the Lexus LS 430 sets the industry standard for dependability, with fewer problems reported than any other model in the study." The study, which measures problems experienced by original owners of three-year-old (2006 model year) vehicles, has been redesigned to include 202 different problem symptoms across all areas of the vehicle. Overall dependability is determined by the level of problems experienced per 100 vehicles (PP100), with a lower score reflecting higher quality. The study is used extensively by vehicle manufacturers worldwide to help design and build better vehicles-which typically retain higher resale values-and by consumers to help them make more-informed choices for both new and used vehicles. "In the current economic climate, consumers are delaying new-vehicle purchases and keeping their vehicles longer-the average age of a vehicle at trade-in has increased to 73 months in 2009 from 65 months in 2006," said Sargent. "This makes vehicle dependability even more critical. Automakers have improved long-term dependability by an average of 10 percent each year since the inception of the study, which is a testament to the industry's commitment to continuously improve and sustain quality, especially long-term quality. Making improvements in long-term quality not only satisfies customers who are holding onto their vehicles longer, but it will also influence their decisions when they return to the new-vehicle market or are seeking to purchase a pre-owned vehicle." The study finds that the frequency and severity of component replacement has a particularly strong impact on customer loyalty intentions. Component areas for which the impact is greatest include engine and transmission. When engine components are replaced or rebuilt, just 11 percent of customers state that they definitely intend to purchase or lease another vehicle of the same make, compared with nearly 40 percent among owners who report replacing no components. The study also finds that Buick, Lincoln, Mercury and Jaguar owners are less likely to replace components than owners of other vehicle brands. While component replacement rates are similar for premium and non-premium makes, there are notable differences between vehicle segments. Owners of models in the premium sporty vehicle segment are least likely to replace components, while owners of models in the van segment are most likely to replace components. The 2009 Vehicle Dependability Study is based on responses from more than 46,000 original owners of 2006 model-year vehicles. The study was fielded in October 2008. Find more detailed findings on vehicle dependability as well as model photos and specs by reading an article and reviewing brand and segment dependability ratings at JDPower.com. About J.D. Power and Associates Headquartered in Westlake Village, Calif., J.D. Power and Associates is a global marketing information services company operating in key business sectors including market research, forecasting, performance improvement, Web intelligence and customer satisfaction. The company's quality and satisfaction measurements are based on responses from millions of consumers annually. For more information on car reviews and ratings, car insurance, health insurance, cell phone ratings, and more, please visit JDPower.com. J.D. Power and Associates is a business unit of The McGraw-Hill Companies. About The McGraw-Hill Companies Founded in 1888, The McGraw-Hill Companies (NYSE: MHP) is a leading global information services provider meeting worldwide needs in the financial services, education and business information markets through leading brands such as Standard & Poor's, McGraw-Hill Education, BusinessWeek and J.D. Power and Associates. The Corporation has more than 280 offices in 40 countries. Sales in 2008 were $6.4 billion. Additional information is available at http://www.mcgraw-hill.com.

O RLY? CMG owns one as I recall and begs to differ. Way to bring back an old thread. /sarcasm

I still like the Sky better...but this has the advantage of a top that's not retarded. Although if the soft top takes up as much of the trunk as they say, well that just sucks. I new the interior was going to be an issue...It's a Pontiac after all. Lousy interior means EXCITEMENT!!! Except for the G8...it has a nice interior...so it's not a real Pontiac. I kid I kid...sort of. I wouldn't mind the cheapy interior quality and lack of storage so much as the driving position. I would have to actually sit in one and take it for a ride to see how it is...but if it's not comfy that's a deal breaker. That's why I'd never want to be in a PT Cruiser...it's is so uncomfortable.

What Works: Looks like a $100,000 sports car. What Needs Work: Has the interior of a $5,000 sports car, and the powertrain refinement of a $12,000 sports car. Bottom Line: Not without enjoyment, but its crude drivetrain and interior keep it from being a favorite. We could smell him long before he crept from the dark doorway. Part booze. Part full diaper. "What kind of car is that?" he asks during his stumble and sway across the road. "It's the new Pontiac Solstice Coupe." "Daaaaaaamn. That is beautiful, but I thought it was the new Volt," he says, circling the car. "Hey, Bobby," he yells back into the dark doorway. "Check this out. It's a Solstice. I thought it was that new Volt, but it's not. It's a Solstice." Bobby appears. Part booze. Part full diaper. "What is it?" "I thought it was that new Volt," repeats El Disgusto #1. "But it's not, it's the... it's the..." He turns back to us, opens his bloodshot eyes extra wide and asks, "What is it?" "It's the new 2009 Pontiac Solstice Cou..." "Yeah, it's the Pontiac Solstice Coupe, but I thought it was the Volt. Come on, Bobby. Let's get something to eat." More stumble. More sway. True story. And proof positive that GM's marketing blitz for the Chevy Volt is reaching the homeless community of Venice, California. It also proves that the bums of Dogtown have quite an eye for design. Drop-Dead Gorgeous The 2009 Pontiac Solstice Coupe is beautiful. Drop-dead so. The design stops joggers midstride and grabs stares from Beverly Hills lawyers in their high-end European machines. It's the kind of car you can't walk away from without looking back at least once. And it's butch in a way the roadster can never be. Manly, but not to a flaw. Metros are welcome. Cruise around in a Solstice Roadster and as many women compliment the car's style as men, but in the Solstice Coupe only the male of the species responds. And always with a primordial thumbs-up. Based on the design of the Solstice Coupe Concept, which wowed the world way, way, way back at the 2002 Detroit Auto Show, the new Solstice Coupe proves that what looked good when Bush was popular looks even better now. Well, with the exception of Bush himself, of course. (Hillary, too. The pantsuits have not aged well.) Inside and Under the Hood Still, it's not all guns and roses, despite what the press release says. "The Solstice has always represented some of the best traits of Pontiac: sporty styling, fun to drive and economical," said Susan Docherty, GM North America vice president of Buick-Pontiac-GMC. "The Solstice Coupe shares those same attributes and provides an all-season alternative for people who still enjoy open-air driving." All of which is true, but Docherty fails to mention that the 2009 Pontiac Solstice Coupe is sabotaged by the same unrefined drivetrain and ergonomically challenged interior as the Solstice Roadster. From the seats that feel like they are filled with marshmallow pudding to the steering wheel that's just too low, to the complete lack of storage (just to name a few gripes), the Solstice interior has never been a benchmark of design or execution. And neither has its drivetrain. Like the roadster, the Solstice Coupe comes in two flavors: base and GXP. We tested a GXP coupe recently and as with the roadster, its 290-horsepower, turbocharged 2.0-liter inline-4 made up for some of the car's shortcomings. This base car, however, doesn't get away with as much. Its 173-hp 2.4-liter Ecotec four-cylinder is not exactly smooth or powerful. Wring its neck and the Solstice Coupe, which is not exactly light at 2,942 pounds, is quick enough to get you into trouble, but the thrill is coupled with enough vibration to trigger panic at the UCLA seismology laboratory. The slow-revving Ecotec doesn't exactly like to find its 7,000-rpm redline and its five-speed transmission is geared very tall. Taching out just a few gears seems to take a month and the shifter will numb your right hand like the handlebar of a superbike. Track Testing We endured the torture, however, and headed for the test track. The 60-mph mark came up in 7.5 seconds from a standstill (7.3 seconds with 1 foot of rollout like on a drag strip). It did the quarter-mile in 15.6 seconds at 89 mph. Overall, a performance identical to the last Solstice Roadster we tested. With a slalom speed of 64.2 mph and skid pad performance of 0.86g, the coupe and the roadster handle the same, too. Both Pontiacs are very stable and easy to drive quickly thanks to their wide stance and big 18-inch tires, but tossable they ain't. As we've said before, compared to any Mazda MX-5 Miata (including the one with the retractable hardtop) the Solstice — any Solstice, including the coupe — feels like a boulevard cruiser. We weren't surprised. To build a Solstice Coupe, Pontiac starts out with a Solstice Roadster and basically bolts on the fixed roof complete with the opening glass hatch and removable targa-style roof panel. (There will be no Saturn Sky coupe.) Gone are the roadster's ill-fitting soft top and its heavy and complex folding mechanism. But the car's weight and weight distribution didn't even change enough for Pontiac to bother retuning the suspension. Therefore the ride is about the same, too; comfortable, if a bit choppy on some concrete surfaces. Same brakes, too. And they work just fine; best stop from 60 mph was 120 feet. And fade is not a problem off the racetrack. Two Tops Despite the new fastback roof line and glass hatch, cargo volume remains at a premium. Pontiac says there's 5.6 cubic feet of space, including a very small bit of storage beneath the floor. It's not enough. Carry along the optional fabric roof panel, which rolls up for transport much like the top of a Lotus Elise (only less elegantly), and the entire cargo area is essentially full. Worse than that, when installed on our silver coupe it looked like a toupee. We say leave the magnesium-framed, body-colored panel in place at all times. Sure it weighs just 31 pounds and is removed quite easily, but it doesn't fit in the car. That's right; it must be left behind, so top-down road trips need to be either short or without more luggage than a toothbrush and a spare pair of Underoos, depending on your roof choice. Visibility is also at a premium. If maneuvering through a tight parking lot gives you the chills, this is not the car for you. Cool Coupe So it has its problems. But this little car can make you smile. Climb in, crank up the Hair Nation and the drive to work feels special. You sit low and look through a gunsight-style greenhouse. The view out is all long hood and creased fenders. Somehow it takes you back in time to the days of Porsche Speedsters and Bugeye Sprites. Don't ask too much of it and the 2009 Pontiac Solstice Coupe is very likable. It doesn't push all the right buttons but it tickles most of them. Plus, there's nothing else out there like it for the price. For less than 30,000 bucks, the Pontiac Solstice Coupe oozes cool. And for many buyers, that just might be enough. The manufacturer provided Edmunds this vehicle for the purposes of evaluation. InsideLine