Z-06

Well people in the ancient times also had wired phones and roll down windows. What is hard for you to understand that 90% of the people look for gadgets in the vehicle rather than driving dynamics of the vehicle? You yourself confirmed that vehicles are not looked for driving but perceived as appliances by the masses. Well Orlando is an appliance, and like Kenmore and LG it will be the race between who will have 9-spin wash versus 10-spin wash. If GM wants to entice these people, like they have been obviously (considering demise of ST) then they better execute their vehicles as better appliances. Personally I DO NOT give a damn about the key even if it meant opening the trunk and starting the engine, so as long it is a fun to drive vehicle which can be pushed in the corners.

Good outside. Build it Chrysler. It seems like they did not have too much time to work on that Center Stack. It looks like a rapidly done or no attention paid piece of otherwise beautifully executed concept.

I understand that it is a fluff. But like I said it is not what GM or we like to have in the car. It is what the customer wants. Most of us have become so lazy that cranking the key will be a cause of concern.

I thought the car photos showed in Autoblog had the shifter near the center console, not on the steering shaft.

I am in the same group as you. Once a lady from work said that Solstice and Sky were badge engineering. It just made me tell her to have her brain checked.

Dude calm down. What I meant is all 4 Lambdas are also PLATFORM SHARING, yet people have started to call them badge job because of the lot of similarities shared despite of each vehicle having its own identity. Given both Converj and Volt are on same platform, no one can really say them to be a badge job despite of the PLATFORM SHARING.

Since when were Toyota's punchlines meaningful? Edit: Toyota has fetish for FIRST EVAR - so they stuck that out.

One gripe, with even Hyundai offering push button start, why is GM yet to adapt that concept?

Well, Fly and I had talked to one of the GM E-Flex powertrain engineer last year and he had told us that EREV was flexible enough for any drive configuration. May be because of financial crunch GM cannot justify to show a concept with RWD.

If GM goes ahead with this design, no one will be able to tell it is a badge job of Volt. I would have expected a RWD car, but this one is nevertheless stunning.

Linkity Lexus Unveils World's First Dedicated Luxury Hybrid - HS250h Lexus Stages World Debut of the 2010 HS 250h - the World's First Dedicated Luxury Hybrid - at the North American International Auto Show in Detroit DETROIT (Jan. 11, 2009) – Lexus today revealed the 2010 HS 250h, the world's first dedicated luxury hybrid vehicle, at the North American International Auto Show. The HS 250h will be Lexus' fourth hybrid and the most fuel-efficient vehicle in its lineup. It also will be the first Lexus to utilize carbon-neutral Ecological Plastic materials in a new futuristic cockpit and interior design. A welcomed addition to Lexus' entry-luxury sedan lineup, the HS 250h fits nicely between the IS luxury sport sedan and the ES luxury sedan. Research has shown that more than 60 percent of entry-luxury car buyers would have considered a hybrid if available, and the HS will provide these consumers with a viable purchase option. Equipped with Lexus' first four-cylinder gas engine, the 2.4-liter Atkinson-cycle powerplant is part of the latest Lexus Hybrid Drive System, which generates 187 total system horsepower. The highly efficient Atkinson-cycle engine, made possible by the Variable Valve Timing with intelligence (VVT-i) system, allows the expansion/power stroke to be longer than the compression stroke so that combustion energy can be more effectively used for production of engine power. The HS 250h sedan's expected fuel efficiency will be more than 30-percent better than the most fuel-efficient model currently in the Lexus lineup, while earning a SULEV emissions rating utilizing regular 87-octane gasoline. Among the technologies adopted in the 2.4-liter four-cylinder engine are cooling piston oil jets; an optimized balance shaft rate for improved Noise, Vibration and Harshness (NVH) characteristics; and a hot-air venting system mounted behind the radiator. Like the all-new 2010 RX 450h hybrid utility vehicle that made its debut in November, the HS 250h will include a new system designed to improve efficiency. The exhaust heat recovery system reduces engine warm-up time, thus allowing it to stop earlier, more often, and for longer periods. A windshield with infrared-ray (IR) reduction properties, which helps keep the interior more cool, has been adopted in order to decrease the amount of air conditioning needed to lower the cabin temperature. In addition to the exhaust heat recovery system and the IR windshield, available power-saving LED headlamps also contribute to improved fuel efficiency and emissions. The all-new HS 250h sedan's 0.27 drag coefficient (Cd) makes it among the most aerodynamic in its class. Airflow management over the exterior, below the under floor and through the air passages was extensively examined. A unique gull-wing-shaped roof-panel design reduces mass and overall vehicle height, thus reducing drag and improving fuel efficiency. The front spoiler, rear spoiler, rear under spoiler, and diffuser fins all reduce turbulence. Smooth A-pillar shape and the optimized angle and curvature of the bumper side panels also reduce wake turbulence, as does the increased taper of the fender side panels. The under-floor covers have been optimally positioned for reduced drag, while airflow restriction in the engine compartment has been lowered by optimizing the air-duct profiles around the radiator. Aerodynamic design has also contributed to decreased wind noise. A smoother transition between windshield (complete with a sound-insulating inner layer) and roof line has improved air flow and reduced turbulence. As is appropriate for the first dedicated luxury hybrid vehicle, the HS 250h includes proactive adoption of plant-based, carbon-neutral "Ecological Plastics" or bio-plastics in specific interior areas. Ecological Plastic emits less carbon dioxide during a product's lifecycle than plastic made solely from petroleum. Among the areas of utilization will be an industry-first use in luggage-trim upholstery. Other areas are the cowl-side trim, door scuff plate, tool box area, floor-finish plate, seat cushions, and the package tray behind the rear seats. Overall, approximately 30-percent of the interior and luggage area is covered with Ecological Plastic. Over the estimated lifecycle of the vehicle, the HS 250h will have approximately 20-percent fewer carbon-dioxide emissions as a result of utilizing the Ecological Plastic trim pieces. Like all Lexus hybrid models, significant time was spent in developing the HS 250h with optimized NVH characteristics. Dynamic dampers at each engine-mounting point reduce noise and vibration, resonators improve intake air noise, and optimized exhaust flow reduces exhaust sound. Special coatings dampen both engine and road noise, while improved seals around doors, hood and fenders reduce wind-noise penetration into the cabin. Vibration has been reduced by improving the shape and thickness of the suspension-mounting points. In addition, power-window speed controllers have been adopted from the LS luxury sedan, which insure a slower, soft closing rate. The HS 250h chassis design provides an outstanding ride and comfort with the decreased NVH required by a Lexus hybrid. The MacPherson strut front suspension is designed to achieve both straight-line and braking control, and a positive steering feel. A double-wishbone rear suspension provides excellent maneuverability, control and comfort with a low spring mount that contributes to better packaging and superior cargo space. Coil springs, anti-roll bars and shock-absorber rebound springs are utilized front and rear. The HS 250h will have uniquely designed standard 17- and optional 18-inch wheels. The rack-and-pinion steering system utilizes a brushless Electric Power Steering (EPS) motor on the steering column, which provides improved steering feel, a reduction in harsh feedback, and better emissions by not draining engine power like conventional hydraulic systems. The EPS is an integral part of an available lane keep assist system, a new driver assist that adds smooth steering torque to help the vehicle stay in the center of the lane. The amount of assisted torque is dependant on a lane-marker detection camera. It includes a lane departure warning feature that is designed to detect possible lane departure; it then gives the driver an audible warning and provides feedback via the steering wheel to encourage corrective action. The HS is slightly longer than the IS and is taller than both the IS and ES. It also has a greater couple distance (distance hip to hip between front and rear passengers) than any other vehicle in its class other than the ES. The contoured front-seat backs also add to increased rear-seat legroom. The HS features a unique advanced cockpit and an interior design that emphasizes innovation and craftsmanship. The uniquely stylish cabin has standard leather-trim seats, a moonroof, Lexus premium audio systems, and a new standard multi-media package. The media features include Bluetooth® technology, integrated satellite radio (subscription required), voice recognition, and USB iPod connectivity controlled via steering-wheel controls or a display screen. A high-contrast multi-information display, located in the instrument panel's hybrid system indicator gauge, is controlled via steering-wheel-mounted controls, allowing the driver to easily control various functions and information. Another key element of the modern interior is Lexus' new available Hard Disk Drive (HDD) Navigation System, which features a retractable navigation screen that is positioned well back and up front in the dash. The positioning helps improve visibility and reduce driver eye movement. Similar to the new RX, the HS system features the all-new "Remote Touch" controller that is both intuitive and ergonomic and allows for easy use of the Navigation System. The controller is positioned on the center console and is as natural to the driver's hand as a computer mouse. It can also be customized to the desired level of haptic feedback. The Navigation System also includes a new casual-speech voice recognition feature. This allows drivers to give more flexible, conversational commands for easier access and control of the audio, climate and navigation functions. Also included are XM® NavTraffic® and NavWeatherTM, along with XM Sports and Stock information. Also helping to reduce driver eye movement is an optional Heads-up Display (HUD). The HUD uses high-intensity LEDs to make the display bright enough to be read even in direct sunlight. A class-leading 10 airbags will be standard on the all-new HS 250h as well as active front head rests, which help passengers in case of certain types of rear-end accidents. The HS also will feature Lexus' Vehicle Stability Control (VSC) system and optional Pre-Collision System with Dynamic Radar Cruise Control. An available wide-view front monitor helps the driver to check hard-to-see areas. Using a camera mounted in the front grille, the monitor provides a 190-degree front view on the Navigation screen with the push of a button on the steering wheel. The HS 250h will also offer Lexus' next generation telematics systems, Lexus Enform and Safety Connect. Safety Connect will provide automatic collision notification, stolen vehicle location, 24/7 emergency and roadside assistance. Lexus Enform's Destination Assist features operators who will help drivers look up points of interest such as shopping centers or other business locations like Zagat-rated restaurants, and then wirelessly send directions directly to the vehicle's navigation system. Lexus Enform's eDestination service will allow customers to pull up multiple points of interest on any computer and send them directly to the car's navigation system. This innovative new feature will allow drivers to send a total of 200 destinations at a time to their vehicles. The all-new 2010 HS 250h will reach dealerships nationwide in late summer. 2010 HS 250h PRELIMINARY SPECIFICATIONS 2010 HS 250h Total Hybrid System Horsepower 187 hp Engine 2.4-liter 4-cylinder Transmission Transmission Electronically Controlled Continuously Variable Transmission Seating Capacity 5 Width (inches) 70.3 Height (inches) 59.3 Overall Length (inches) 184.8 Wheelbase (inches) 106.3 Driven Wheels FWD Wheels 17x7.0 w/ P215/55R17 or 18x7.5 w/ P225/45R18 (Optional) Emissions Rating SULEV

Linkity Hyundai Genesis and Ford F150 Win the NA COTY and TOTY Like an automotive continuation of the BCS bowls, winners were crowned for the 16th North American Car of the Year and North American Truck of the Year awards at the Detroit Auto Show this morning. Voted on by 50 automotive journalists in various media from the U.S. and Canada (where's Mexico?), winners took home a bit of brand polish and a big lump of crystal. The award selects "the most outstanding vehicles of the year based on factors that include innovation, design, safety, handling, driver satisfaction and value for the dollar." For a shot at the title, eligible vehicles must be "all-new" or "substantially changed" from the previous model. Taking the monogrammed plaque in the car category was the Hyundai Genesis, beating back two other finalists, the Volkswagen Jetta TDI and the Ford Flex. It's the first time a diesel has been a finalist, and it was only beat by a car that is gathering plaudits everywhere and for everything. The truck field was narrowed down to the Ford F-150, Dodge Ram, and Mercedes ML320 BlueTEC. With the highest available towing capacity, the highest payload capacity, and class-tying fuel economy -- not to mention being the best selling vehicle for more than three decades -- it's no wonder who won.

Linkity Mercedes Concept B Zero PRESS RELEASE Mercedes-Benz Concept BlueZERO: three-fold proof of the everyday practicality of zero-emission vehicles Stuttgart – Mercedes-Benz is showing the way ahead in environmentally responsible electromobility by presenting its near-series Concept BlueZERO at the North American International Auto Show in Detroit. Based on a single vehicle architecture, this intelligent, modular concept allows three models with different drive configurations, all of which are able to meet customer requirements in terms of sustainable mobility: the BlueZERO E-CELL with battery-electric drive and a range of up to 200 kilometers using electric drive alone the BlueZERO F-CELL (fuel cell) with a range of well over 400 kilometers using electric drive the BlueZERO E-CELL PLUS with electric drive and additional internal combustion engine as power generator (range extender). This version has an overall range of up to 600 kilometers and can cover a distance of up to 100 kilometers using electric drive alone. The three BlueZERO variants are based on the unique sandwich-floor architecture which Mercedes-Benz introduced some ten years ago, initially for the A-Class and then for the B-Class, one of the aims being to integrate alternative drive systems. Advantages of the modified construction include the positive effect of the major drive components on the centre of gravity, their space-saving design, and the fact that they are extremely well protected within the vehicle underbody. The five-seater BlueZERO concept cars also set standards in terms of lightweight design, interior layout, and body form. "The flexible BlueZERO concept allows electromobility for every requirement and highlights the fact that Mercedes-Benz is the world's only car manufacturer to already have in place all the key technologies for electric cars offering full everyday practicality", says Dr. Dieter Zetsche, Chairman of the Board of Management of Daimler AG and Head of Mercedes-Benz Cars. The BlueZERO principle: flexible design, compact exterior, and generously sized interior All three BlueZERO variants share the same key technical components, while ?the design and vehicle dimensions are identical. Measuring just 4.22 meters in length, the BlueZERO models combine compact exterior dimensions with a generously proportioned and variable interior and luggage compartment. Five fully-fledged seats, a payload of around 450 kilograms, and a luggage compartment capacity of over 500 liters make for outstanding everyday practicality. Thanks to their sandwich construction with a raised sitting position, the cars also offer an exceptionally high level of crash safety for the passengers and the technology, not to mention excellent all-round visibility. Compared to electric cars based on conventional vehicle platforms and originally only designed for use in combination with internal combustion engines, Concept BlueZERO offers the following conclusive advantages: Interior space is retained in full. As the energy accumulators/generators are integrated into the spacious sandwich floor, no compromises are necessary with respect to passenger space, luggage capacity, or variability. The powertrain technology built into the sandwich floor ensures a low centre of gravity and, consequently, extremely reliable and agile handling. Crash safety is of the extremely high standard associated with Mercedes thanks to the sandwich concept and the housing of major powertrain components between the axles. As a result, the BlueZERO models are very different to conventionally constructed electric cars, which have the heavy and voluminous storage battery housed in the boot or in the rear-seat area, for example. Modular design assures flexibility and efficiency "Our modular system allows different drive configurations for every customer requirement", says Dr Thomas Weber, the member of the Daimler AG Board of Management responsible for corporate research and development at Mercedes-Benz Cars. "The modified sandwich-floor platform provides the perfect basis for ?a wide model range with electric drive systems. We are also developing a new, additional platform for future compact models with power units based on optimized internal combustion engines. The intelligent networking of both architectures enables us to develop our product portfolio extremely flexibly and efficiently. From 2009, we will be producing the first Mercedes fuel-cell cars on a small scale. Small-scale production of Mercedes-Benz cars with battery-electric drive alone will then commence in 2010. This means we are extremely well equipped for the future." All three BlueZERO models feature front-wheel drive, which is typical for this class of car. The Mercedes engineers have put together a modular system comprising several flexibly combinable drive components. These include state-of-the-art liquid-cooled lithium-ion batteries with a storage capacity of up to 35 kWh and the compact electric motor with a maximum output of 100 kW (continuous output 70 kW), which develops a peak torque of 320 Nm. All three variants accelerate from 0 to 100 km/h in less than 11 seconds. Their top speed is electronically limited to 150 km/h in the interests of optimal range and energy efficiency. Electric drive systems with a range of 100, 200, and well over 400 kilometers With a charging capacity of 15 kW, the powerful lithium-ion batteries in the BlueZERO E-CELL and the BlueZERO E-CELL PLUS can store enough energy for a range of 50 kilometers within 30 minutes. In terms of purely electrical drive, one or two hours of charging time is needed for a range of 100 and 200 kilometers respectively. The charging times are doubled if the charging capacity is 7 kW, as would be the case in a normal household. Both of these BlueZERO vehicles incorporate an electronic control unit that supports intelligent charging stations and billing systems. At the rear, the BlueZERO E-CELL PLUS has the same 1.0-litre turbocharged gasoline engine as the smart fortwo as an additional range extender. This compact three-cylinder powerplant has an output of 50 kW at a constant 3500 rpm. If required, it can recharge the 17.5-kWh lithium-ion battery by ?means of a similarly rated alternator. A range of up to 600 kilometers is possible on a single tank. The purely electrical, locally emission-free range is up to 100 kilometers. The BlueZERO F-CELL with fuel-cell drive achieves a range ?of well over 400 kilometers with zero emissions (as per NEDC). BlueZERO design: both elegant and functional Leading-edge technology is uniformly and attractively packaged in all three BlueZERO variants. The unique and distinctive Mercedes design idiom displayed by the body highlights the progressive nature of Concept BlueZERO at first glance. The powerfully elegant front end is dominated by the radiator grille with its centrally located star. The excellent aerodynamics of the BlueZERO are partly due to the closed front apron, whose design means that cooling air intakes are not required. The 20-inch wheels have also been aerodynamically optimized, while low-friction tires are fitted to reduce rolling resistance. The striking character lines along the flanks lend the BlueZERO an extremely dynamic side line and accentuate its bionic structure inspired by nature. This characteristic feature of the Mercedes-Benz bionic car was adapted and modified for the BlueZERO models. These elements lend the body its dramatic power. New-quality light production The compact rear end of the Concept BlueZERO is characterized by tail lights in the shape of a curved "L". In addition, the Mercedes designers have achieved a new-quality light production: transparent lenses produce a red light curtain which tapers smoothly towards the sides, creating a lightly diffused effect. This effect is repeated, albeit in white this time, by the front headlamps. What's more, the front lights feature new lens technology and a plexiglass edge to produce "C" shaped daytime driving lights with the help of state-of-the-art LED technology. Intelligent technology made visible Translucent surfaces make the normally concealed technology visible. The light-gray tailgate is made completely from lightweight but highly robust Lexan, allowing a view of the aluminum structure that makes up the rigidifying frame, for example. At the same time, this transparent tailgate provides a view of the vehicle interior, making the advantages of the sandwich-floor platform obvious ?at a glance: for maximum customer benefit, the luggage compartment and passenger area remain fully usable, since there are no technical components that need to be accommodated here. "It was very important for us to ensure that the guiding Mercedes-Benz principle of 'Fascination and Responsibility' was clearly reflected in the design of the Concept BlueZERO", says Mercedes-Benz design chief Gorden Wagener. "This is yet another clear statement that environmental awareness and driving pleasure will continue to go together in our vehicles in the future. We want people to realize at first sight that the Concept BlueZERO is definitively not a lesser option." The Mercedes-Benz designers have emphasized this aspiration by introducing paint finishes in three new ALU-BEAM colors. Each of the three variants makes its individual mark: the BlueZERO E-CELL is painted in fresh ALU-BEAM yellow, while the BlueZERO F-CELL has ALU-BEAM green paintwork. Confidence-oozing ALU-BEAM orange was chosen for the BlueZERO E-CELL PLUS.

Linkity PRESS RELEASE INTRODUCTION OF 3.5-LITER ECOBOOST V-6 ENGINE ADDS EVEN MORE VERSATILITY TO DISTINCTIVE FORD FLEX The 2010 Ford Flex will offer an available 3.5-liter EcoBoost V-6, the first gasoline direct-injection twin-turbocharged engine produced in North America EcoBoost is a key Ford Motor Company initiative to deliver significant advancements in fuel economy – up to 20 percent – without sacrificing the performance customers want. The 3.5-liter EcoBoost engine delivers an impressive 355 horsepower and a responsive 350 lb.-ft. of torque across a broad rpm range, simultaneously giving Ford Flex the power of a normally aspirated 4.6-liter V-8 while enjoying V-6 fuel efficiency The 3.5-liter EcoBoost V-6 is the first in a wave of EcoBoost engines coming from Ford as part of a strategy to bring major fuel-efficiency improvements to millions. By 2013, more than 90 percent of Ford's North American lineup will be available with EcoBoost DETROIT, Jan. 11, 2009 – Ford Flex turns heads with its distinctive design – and in 2009, the unique full-size crossover becomes even more noteworthy, thanks to an available twin-turbocharged 3.5-liter EcoBoost V-6 engine. This all-new engine gives Flex V-8 power and performance feel with the fuel economy of a V-6. The twin-turbocharged 3.5-liter EcoBoost V-6 produces an estimated 355 horsepower at 5,700 rpm and 350 foot-pounds of torque at 3,500 rpm. In addition to the power upgrade, the 2010 EcoBoost Flex boasts segment-leading fuel economy among full-size performance crossover vehicles with 22 mpg highway and 18 mpg combined. The 2010 Flex has unsurpassed fuel economy in the full-size crossover segment with 24 mpg highway and 19 mpg combined, one of a number of new Ford products delivering the best or among the best fuel economy. "We are committed to delivering fuel economy leadership in every new vehicle," said Derrick Kuzak, Ford's group president of Global Product Development. "We do this with affordable technology that can be applied to the widest number of vehicles. EcoBoost is an important component of that goal. "The beauty of EcoBoost is that it enables us to downsize for fuel efficiency, yet boost for power. We're able to decrease the size of the available engine – such as installing a V-6 versus a V-8 – yet boost the power using turbocharging to deliver similar power and torque of that larger engine." The twin-turbocharged 3.5-liter EcoBoost V-6 engine requires all-wheel drive and will be available on well-equipped SEL and Limited models of the 2010 Flex, packaged with several high-demand customer features. "People who drive the Flex want to make a statement, and the new twin-turbocharged 3.5-liter EcoBoost V-6 is very much in keeping with that attitude," said Ron Heiser, chief engineer of the Ford Flex. "We're proud and excited to add Ford's most advanced engine, which is the first V-6 direct-injection twin turbocharged engine produced in North America, to the Flex line." The addition of the EcoBoost engine builds on what already is a strong package for Flex. "We know that there are customers who are looking for the power and performance of a traditional V-8 but are not willing to sacrifice this for fuel economy," said Kate Pearce, Flex marketing manager. "No one else in this segment offers this level of performance and versatility, and when you wrap it up in Flex's unique package, we believe that it will offer a compelling buy in the crossover segment." The EcoBoost program is part of Ford's ongoing and wide-ranging initiative to deliver fuel-efficient powertrain systems with power and performance found in larger-displacement engines. "EcoBoost engines offer more power and better fuel economy," said Brett Hinds, EcoBoost design manager. "It's all part of Ford's strategy to bring adaptable powertrain technology to all kinds of vehicles and all kinds of lifestyles. This technology is affordable and applicable to all gasoline engines." Hinds said the 3.5-liter EcoBoost V-6 will handle any tasks Ford Flex drivers ask of it. "The drivability of EcoBoost engines is superior and it just generates a lot more confidence in your Flex – it goes where you want it to go," he said. "You're rewarding yourself as a driver." The twin-turbocharged 3.5-liter EcoBoost V-6 also will arrive in the Lincoln MKS and MKT in 2009. Although these are three very different vehicles that serve different needs for customers, the EcoBoost engine can handle the roles seamlessly and effectively. The 2010 EcoBoost V-6 MKT, for example, provides segment-leading fuel economy, exceeding the V-8-powered Audi Q7 by 4 mpg on the highway. "A key element in our EcoBoost strategy is the efficiency we gain by employing a common control unit across a wide variety of vehicle applications," said Craig Stephens, EcoBoost powertrain control system manager. "All the driver should notice is the seamless power delivery and terrific fuel economy." The key to the EcoBoost system is the harmony between the twin turbochargers and the direct injection fuel system. The turbochargers recover energy from the exhaust that otherwise would've been wasted and put it back in the engine to gain efficiency. Simply, the turbocharging system puts more air into the engine for more power. A compressor increases or "boosts" the pressure of the air entering the engine. An intercooler reduces the air temperature before it enters the engine. The twin parallel turbochargers, which are water cooled and operate simultaneously, combine with a direct-injection fuel system to produce power when the driver pushes down on the gas pedal. The high-pressure fuel pump operates up to 2,175 psi – more than 35 times the norm seen in a conventional V-6 engine. The high-pressure pump is a cam-driven mechanical pump with a single piston and an electronic valve that controls how much fuel is routed into the fuel rails to the injectors. As demands on the twin-turbocharged 3.5-liter EcoBoost V-6 engine are increased, the control system responds to maintain optimal combustion, timing and injection duration. On each stroke, six individual jets spray fuel directly into the combustion chamber, mixing with the incoming air. "By bringing the fuel injector right into the combustion chamber, there's no delay from the time you inject the fuel to when it's used by the engine," Hinds said. The fuel injectors are located on the side of the combustion chamber. When the fuel is injected into the cylinder, it evaporates and cools the air that's been inducted into the cylinder. "Another benefit of our direct injection method is that it cools the air right where you're going to burn it," Hinds said. "This action both improves the breathing of the engine and minimizes knocking." The direct injection of fuel into the cylinder also helps provide a well-mixed air-fuel charge, increasing engine efficiency. Direct injection provides several benefits in terms of fuel burn and lower emissions. "Because the fuel is directly introduced into the combustion chamber, you don't get fuel wetting the combustion wall like with port fuel injection, you don't saturate the ports and you don't get droplets that might recombine and add to saturation," Hinds said. "By injecting fuel directly into the combustion chamber and under high pressure, the fuel can be directed to exactly where we want it to be for a given combustion cycle." The spray pattern for the fuel was optimized after extensive modeling work, with the angle of how the fuel is sprayed key to the process. "The better combustion process is a big advantage of direct injection," Hinds said. "In a port fuel system, at key off it's possible to have fuel on the walls of the intake port, which migrates to the top of the valve and puddles. So when you key on, you get that emissions spike. Direct injection is much cleaner from that standpoint." Turbo lag virtually eliminated The simultaneous turbocharger operation paired with the direct-injection system help to virtually eliminate turbo lag, one of the main reasons turbocharger technology was not previously more widely used. The dual-turbocharger setup has several advantages over previous turbocharging systems, including: The turbochargers are smaller, resulting in more-compact exhaust manifolds, which don't generate as much heat Turbochargers are packaged adjacent to the cylinder block and have improved mounting providing NVH (noise, vibration, harshness) improvements The dual turbochargers spool up quicker, allowing the 3.5-liter EcoBoost V-6 engine to reach peak torque faster. The turbochargers spin at approximately 170,000 rpm. By comparison, the redline for the engine is approximately 6,500 rpm "Our two turbochargers both operate identically over the speed range of the engine – one is responsible for the left bank of the engine and the other is responsible for the right bank," Hinds said. "Both spin immediately and produce boost, even at low engine speeds." The turbochargers are designed for a life cycle of 150,000 miles or 10 years. "Our testing is far, far more harsh than could be achieved in the real world," Hinds said. "In an extreme situation, a customer might be able to hit peak power for about 10 seconds – probably not even that much. We test at peak power for hundreds of hours to ensure we can reach our durability and reliability goals." The turbochargers are only about the size of an orange, but help provide a big performance advantage to customers. Hinds describes the torque response in terms of linear acceleration – power whenever you need it. "You get peak torque across a very wide engine speed range," he said. "It's available when you pull away from a stoplight or pass someone on a secondary road at a comparatively low speed. You don't need to wind up the engine to get performance out of it. It's there all the time." Turbocharger "whoosh" is mitigated by electronically controlled anti-surge valves, which proactively relieve the boost in the intake, which can range up to 12 PSI. Precise software calibrations manage the pressures in the intake manifold. "We control the boost to make sure that customers don't recognize when the boost is building," Hinds said. "As the turbochargers spool up, the electronic control system takes over. Our active wastegate control along with the throttle controls the boost and torque levels very precisely and the customer perceives a continuous delivery of torque." Extensive durability tests on the twin-turbocharged 3.5-liter EcoBoost V-6 engine ensure it will excel in all conditions. Start-up tests, with a wide variety of fuels, were made in conditions ranging from minus 40 to 110 degrees Fahrenheit. Altitude testing up to 12,000 feet in Colorado also was performed. "The direct-injection fuel system allows us some real opportunities in terms of optimizing cold start for both emissions and robustness," Hinds said. "We have multiple injections for each combustion event, and we can essentially tune where those injections should take place to deliver the strongest start possible with the lowest emissions." Mated to the 3.5-liter EcoBoost V-6 engine is the 6-speed 6F-55 SelectShift automatic transmission, which is dedicated to the twin-turbocharger engine. The 6F-55 transmission was developed from the successful 6F-50 transmission to specifically respond to the increased torque demands of the EcoBoost V-6 engine. Upgrades were made to the transmission's friction material in response to the higher shift energies, and a new torque converter has been optimized for performance and fuel economy. Additionally, the 6F-55 transmission operates more efficiently. The transmission team was able to reduce the fluid level in the transmission, which in turn reduced weight and drag torque on the system. Upgrades to the transmission's thermal valve mean the system warms up quicker, reducing gear-spin losses. "We've upgraded the gear sets to handle the increased torque," said Joe Baum, powertrain team leader. "We've also adjusted the final drive ratio and matched the gear ratios to provide the optimum performance and fuel economy. "Our final drive ratio is 2.73. With a lower final drive ratio, the engine spins lower at highway speeds, which helps save fuel. And with all the torque, the Ford Flex still delivers good low-speed launch performance." One harmonious system Careful powertrain system management ensures the engine, turbochargers and transmission work together harmoniously. "The Flex is a hit with our customers, bringing new customers to Ford," Heiser said. "Adding the 3.5-liter EcoBoost V-6 is just more great news." FORD'S NEW ECOBOOST TECHNOLOGY AT A GLANCE DETROIT, Jan. 11, 2009 – The first in a wave of new Ford EcoBoost™ engines makes its debut in the Lincoln MKS, MKT and Ford Flex later this year as part of Ford Motor Company's global initiative to provide powertrains that deliver the fuel efficiency and power customers demand. The twin-turbocharged 3.5-liter V-6 EcoBoost engine delivers the performance found in a normally aspirated V-8 while maintaining the fuel economy found in a normally aspirated V-6 engine. A look at the highlights of the EcoBoost story: Power and fuel economy: The twin-turbocharged 3.5-liter Duratec V-6 EcoBoost engine produces 355 horsepower at 5,700 rpm and 350 ft.-lb. of torque at 3,500 rpm. A 10-15 percent fuel-economy benefit is expected versus normally aspirated 4.6-liter V-8 engines in the same competitive class. "The beauty of EcoBoost is that it enables us to downsize for fuel efficiency, yet boost for power," said Derrick Kuzak, Ford's group vice president of Global Product Development. "We're able to decrease the size of the available engine – such as installing a V-6 versus a V-8 – yet boost the power using turbocharging to deliver similar power and torque of that larger engine." Engine: Base engine architecture comes from the proven Duratec 3.5-liter V-6. To handle the increased torque that EcoBoost delivers, some upgrades were made to some of the components, such as the cylinder block, crankshaft, connecting rods pistons and exhaust valves to ensure the EcoBoost V-6 engine is as robust as possible. "The Duratec 3.5 family is a good example of Ford's forward planning in terms of powertrain technologies," said Brett Hinds, EcoBoost design manager. "The engine architecture itself was well protected for high-boost applications, so it didn't require an extensive durability program. It was in good shape to start with." Turbochargers: Two Honeywell GT15 turbochargers with water-cooled bearings and operate in parallel, spinning at approximately 170,000 rpm up to 12 PSI. They are rated for a 150,000-mile, 10-year life. "We've tested the turbochargers at a much-higher duty cycle than a customer would ever experience," said Keith Plagens, turbo systems engineer. "Our whole goal from the beginning was to make the operation of the turbochargers seamless, so the customer wouldn't even know they were there." Direct fuel injection: A cam-driven high-pressure fuel pump feeds the fuel injectors at pressures ranging from 200 to 2,175 PSI (pounds per square inch) depending on customer driving. A typical port fuel injection system operates at pressures of around 60 PSI. Six sprayers in each injector target fuel into the cylinder, resulting in a cleaner and more-efficient fuel burn and better cold-start emissions. "By injecting the fuel directly into the combustion chamber and under high pressure, the fuel is sent exactly where we want it to be for a given combustion cycle," said Joseph Basmaji, direct injection fuel system technical specialist. "This aids burning of fuel more efficiently and effectively."

Bunch on Autoblog. Can I post them here?

Yeah the Fat Ass - possibly for the old farts to put a couple of those Rover mobile chairs along with their groceries in the trunk. The front is somewhat anonymous. The car has a no nonsense design, yet is not a bland mobile like the Camry or Avalon. Simple, yet clear interior. I like that swooping angle of the center stack, looks Bugatti-ish.

Linkity CADILLAC CONVERJ Cadillac just took the wraps off a new concept based on the Chevy Volt's "Voltec" drivetrain (that's a new moniker, by the way). The angular coupe is called the Converj and it is drop-dead gorgeous. With styling that is instantly recognizable as Cadillac, Bob Lutz told us at the press conference that the car was designed to be aesthetically pleasing on its own. It's just a great shape that holds great promise. Lutz and Co. referred to the Converj as the "CADILLAC OF ELECTRIC VEHICLES" and even if that sounds trite, it could well bring Cadillac back to the top of the luxury car heap, with a solid foundation of SRX and CTS below it. Like the Chevrolet Volt, GM says the Converj will be able to travel up to 40 miles on electricity alone, and it will have a small helper motor to help drivers avoid "range anxiety." That's the term for the fear of running out of charge when you're still miles away from your final destination. As Lutz pointed out, you can't run down to the gas station for a 5-gallon can of electricity. There's a lengthy press release after the jump with plenty of stats. All we can say is that we'd love to hear that that the Converj is going into production tomorrow, but the reality of GM's current financial situation probably means they won't be able to make any firm commitments for awhile. Hit the jump to view video of the live unveiling. PRESS RELEASE CONVERJ: THE "CADILLAC" OF ELECTRIC VEHICLES Luxury coupe concept continues GM's leadership in the electrification of the automobile DETROIT – General Motors unveiled a further glimpse at the potential of electric propulsion today, this time in the form of luxury transportation, with the Cadillac Converj Concept. The Cadillac Converj was developed as a well-appointed grand touring coupe with a bold design and a host of interactive technology. The four-passenger Converj concept is intended to show how GM's revolutionary electric propulsion technology – called Voltec – can power a luxury coupe with a typically Cadillac "no compromises" design. The technology enables up to 40 miles of gas- and emissions-free electric driving with extended-range capability of hundreds of miles. Bob Lutz, GM's vice chairman of Global Product Development, said the Converj concept has production substance. "It's a logical extension of our plan to reinvent the automobile," he said. "It clearly shows what a Cadillac electric vehicle could look like, and clearly indicates that global luxury customers can have a car that has both strong design and electric propulsion with a total range of hundreds of anxiety-free miles." Cadillac's extended-range electric vehicle (E-REV) concept has a new body style that is an evolution of the brand's traditional Art and Science design theme. An aggressive, forward-leaning arc profile is the foundation for the sporting stance. And more than a Cadillac in form, Converj is also intended to be a Cadillac in substance, with the premium materials, technology and driving dynamics that are hallmarks of the brand. Voltec – innovative propulsion technology The Cadillac Converj's Voltec electric propulsion system is made up of a 16-kWh, T-shaped battery, an electric drive unit, and a four-cylinder engine-generator. It uses electricity as its primary source to drive the car. A thermally managed battery pack contains more than 220 lithium-ion cells that provide the primary power to drive the Converj electrically up to 40 miles without using fuel or producing tailpipe emissions. The battery is integrated into the Converj's chassis and stores electricity from the grid when the vehicle is plugged in. It takes less than three hours to recharge the battery at 240V, or about eight hours from a 120V outlet. When the battery's energy is low, the Converj seamlessly switches to extended-range mode. During this secondary level of operation, electricity needed to power the vehicle is created on-board by a flex-fuel-powered engine that operates much like a home generator to create electricity. The engine-generator ensures a constant supply of power for hundreds of miles until the car is refueled or plugged in to recharge the battery. This extended-range mode eliminates the range anxiety that comes with driving pure electric vehicles that offer no backup power when the battery charge is low. Whether in electric or extended-range mode, the Converj is propelled all the time by an electric drive unit. It converts electrical energy from the battery or the engine-generator into mechanical energy to drive the front wheels. It also delivers 273 lb.-ft. (370 Nm) of instant torque, for a quick launch, and 120 kW of power. The top speed is 100 mph. There is no compromise in vehicle performance in either mode of operation. To enhance the ride feel, the Converj also features GM's Magnetic Ride Control; and for even greater efficiency, energy during braking is captured and stored in the battery. Pure Cadillac design There's no mistaking the Converj for anything but a Cadillac, according to Lutz. "An aggressive, forward-leaning profile hints at a new, progressive theme and proportion in Cadillac's design evolution," he says. "The new proportion showcases a uniquely shaped, modern vision of a personal luxury 2+2." The overall shape is reinforced by a prominent, sweeping body line with large, 21-inch (front) and 22-inch (rear) wheels pushed to the edges of the body. The Converj exterior is painted a dark silver tri-coat that GM designers dubbed "Reaction." An all-glass roof incorporates solar panels that help offset power drain from the vehicle's accessories. Additionally, several aerodynamic and design efficiencies were incorporated to enhance the driving range, including: A full under-vehicle cover (belly pan) Minimal grille openings that reduce drag at the front of the vehicle Low-profile rearview cameras replace conventional outside mirrors to reduce drag Wheels are shaped to push air outward for smoother body side airflow The Converj also incorporates vertical headlamp and taillamp elements, with light pipe technology. "Vertical lamps are Cadillac signatures and the Converj builds on the brand's light pipe technology with bolder light emitting diode (LED) and high-intensity discharge elements front and rear," said Clay Dean, global design director for Cadillac. "There is also a unique daylight light 'spear' at the top of the headlamps." Luxury meets technology inside The Converj's interior has advanced features and luxurious appointments blending efficiency and environmental consciousness. The 2+2 configuration is trimmed in contrasting Winter White synthetic suede – including the top of the instrument panel – and Midnight Black leather, with polished aluminum and wood grain accents. Renewable materials are used throughout such as wool-blend carpeting, a headliner made from silk, suede made from post-industrial content and more. A technologically advanced driver center increases efficiency and reduces the draw on the battery. Features include: New, organic light-emitting diode technology used on reconfigurable instrument cluster Touch-screen navigation, climate, center-stack controls and audio systems Adjustable, overhead white ambient lighting Unique "power on" sequence featuring blue-lit console graphics Screen displays for features including regenerative braking, battery charge level and power output No inside rearview or outside mirrors; cameras provide surrounding images on a screen placed high on the instrument panel for a full, panoramic view Push-button ignition and power-folding front seats General Motors Corp. (NYSE: GM), the world's largest automaker, has been the annual global industry sales leader for 77 years. Founded in 1908, GM today employs about 252,000 people around the world. With global headquarters in Detroit, GM manufactures its cars and trucks in 34 countries. In 2007, nearly 9.37 million GM cars and trucks were sold globally under the following brands: Buick, Cadillac, Chevrolet, GMC, GM Daewoo, Holden, HUMMER, Opel, Pontiac, Saab, Saturn, Vauxhall and Wuling. GM's OnStar subsidiary is the industry leader in vehicle safety, security and information services. More information on GM can be found at www.gm.com. SPECIFICATIONS General Vehicle type: 2-door, front-wheel-drive 2+2 coupe Category: extended-range electric vehicle Chassis: independent McPherson struts, front magnetic ride, compound crank twist axle rear, four-wheel disc brakes, full regenerative brakes to maximize energy capture, electric power-assist steering Seating capacity: four Performance Top speed (mph / km/h): 100 / 161 EV range, city and highway (miles): Up to 40, based on EPA cycle Dimensions Wheelbase (in / mm): 108 / 2742 Length (in / mm): 182 / 4620 Width (in / mm): 74 / 1883 Height (in / mm): 55 / 1386 Battery system Type: lithium-ion (w/ liquid-controlled thermal management system) Energy (kWh): 16 Charge time: Less than 3 hours at 240V/8 hours at 120V Electric drive unit Power (kW): 120 Torque (lb-ft / Nm): 273 / 370 Exterior Tire size: specially developed low rolling resistance tires on 21- and 22-inch forged aluminum wheels Note: Information shown is current at time of publication.

Looks like a RN-TP-WT with clothes on than anything else standing by the Camaro.

The statement lacks coherence.

Green Flag

That shows how people look for more flash than tasteful design. I personally voted for the Grove as many of others on this website did. But majority voted for the Beat and that is why we are seeing it. At least the concept had less creases, this car has wrinkles without any theme.

Debris

Left

But if they cannot they how will the possibility happen?