Z-06

You can always beg , or ride with 68 in his Buick. Count me in, as of such I do not have any plans.

Yeah talk about reunion. Fly and I were planning to have C&G reunion at GM Heritage center when the weather was good. I think he knew a way by which we could find a tour for the day and then have dinner at some restaurant he mentioned.

Poon-thai-yak-Custom-S

Let off that whiskey and driving the Audi, you will be fine. Or best call PCS that will stop you from being emotional .

Linkity Virgin Puts Biofuels On Maiden Voyage February 26, 2008; Page D1 Ever a showman, Virgin Atlantic Airlines President Richard Branson opened a vial of jet fuel made with oil from coconuts and Brazilian babassu nuts and drank it, forcing a stiff smile. "It's more appropriate for the engine," he said before TV cameras. Later, he said privately that he had been told he could drink it, "but my god, it was horrible." Sir Richard hopes that he and airline passengers will have a much better taste for "biofuel" in a few years. On Sunday, Virgin flew a Boeing 747 from London's Heathrow Airport to Amsterdam with one of the four engines burning a mixture of 80% jet fuel and 20% oil from naturally grown plants. The first commercial airline test of biofuel came off without a hitch -- save Sir Richard's burping -- demonstrating that someday planes may not fly on petroleum alone. Virgin, and the handful of other companies involved in the project, are hopeful that in three to six years, passengers may be riding on jets at least partially powered by naturally grown oil. The project's participants believe this could lead to a 20% reduction in total emissions. Airlines are under mounting pressure to reduce greenhouse gas emissions that contribute to global warming, even though aviation's pollutants amount to less than 3% of all emissions. Jets are visible signs of environmental damage, and scientists have concerns that pollutants dropped directly into high altitudes may be more dangerous than those released on the ground. Some governments around the world are already taxing air passengers to discourage the pollution they cause, and airlines will likely be included in emissions-trading systems being proposed and may soon be forced to pay for their exhaust. Environmentalists in Europe have begun to question whether ultra cheap tickets lead to frivolous travel and unnecessary pollution. As a result, airlines are now realizing that environmental issues, more than economic slowdowns or airspace congestion, may be the greatest threat to the future growth of air travel. The combination of environmental taxes and high oil prices could make biofuels not only viable but also cheaper than petroleum-based fuel. On Sunday, Sir Richard called on the United Kingdom government to reduce taxes on passengers for airlines that reduce emissions, with savings passed directly to passengers. He also suggested that in the future, passengers may be able to select airlines not only on prices, schedules, amenities, frequent-flier miles and such, but also on how "green" the airline and its fuel are. "This will encourage airline competition," he said. "Some passengers may go out of their way to fly a green airline." Biofuel doesn't burn any cleaner in jet engines than kerosene, the basis for jet fuel today. Emissions are actually about the same, fuel experts say. But proponents say biofuel can reduce total environmental damage by 20% because it is less harmful to produce. Plants and trees producing the oils remove carbon from the atmosphere, for example, and don't come with all the drilling, refining and even shipping costs of crude oil. Recently the impact of biofuels like ethanol made from crops like corn have been questioned because of the impact on food prices, damage to farmland and pollution created producing the crops. For aviation use, fuel makers are working toward nonagricultural bio materials. The Virgin test, done in conjunction with Boeing Co. and engine-maker General Electric Co., came after extensive tests on the biofuel mixture by GE. The fuel was produced by Imperium Renewables Inc. of Seattle. The biofuels being tested now can be used in jet engines without any modification, both Boeing and GE said. That's crucial to airline adoption since financially ailing airlines are unlikely to make major voluntary investments just to reduce emissions. The U.S. Air Force and others, including Airbus, have been conducting extensive research into alternative fuels made from resources like natural gas and coal. The Air Force set a goal to have its entire fleet certified for alternative fuels by 2011. Airbus conducted a test flight with a gas-to-liquids fuel on Feb. 1, calling it a precursor to biofuels. But Boeing, GE and Virgin decided to go straight to biofuels with their research. Imperium, a four-year-old Seattle manufacturer of biodiesel fuels, was founded by John Plaza, a former Northwest Airlines Corp. captain who turned entrepreneur. The company solved a problem many fuel experts thought might be insurmountable -- producing a biofuel for jets that wouldn't freeze in the incredibly cold temperatures at flight altitudes. Timothy Held, manager of GE's advanced combustion engineering division, said that just 18 months ago, biofuels were nowhere near the freezing characteristics needed for use in jets. But Imperium came up with a process that yields fuel that won't freeze at minus-47 degrees -- the toughest aviation standard. GE tested two Imperium mixtures -- one with 20% natural oils and 80% kerosene and another with 40% natural oil and 60% kerosene. "There was no negative impact on performance," Dr. Held said. The future for viable biofuels won't likely be coconuts and babassu nuts, however, since oil from those plants, which are both used in cosmetics, lip balms and shaving creams, can't be produced in sufficient quantity to power the world's airlines. Mr. Plaza says Imperium's technology can make biojet fuel out of just about any renewable crop, and the substance that may hold the most promise for air travel is algae -- pond scum. Sewage-treatment plants offer an ample source, and algae-produced fuel wouldn't use up food crops like corn, soybeans or even coconuts. A fuel that is made completely from renewable sources and has the same energy output as kerosene is possible within five years, Mr. Plaza said. But before any biofuel starts getting pumped into airplanes, manufacturing plants have to be built, fuels have to win regulatory approval and customers have to be interested. It will be a long process. Write to Scott McCartney at [email protected]

Linkity Workers Get Incentives to Live Greener Perks Help Spread A Firm's Mission And Foster Goodwill By KELLY K. SPORS It irked Greg James to see some of his employees roll up to work in hulking, gas-guzzling sport-utility vehicles -- often driving more than 40 miles a day round trip. So in 2005 he finally did something about it. The chief executive and founder of Topics Entertainment Inc., a Renton, Wash., DVD and software publisher, Mr. James established an incentive program that offers its 55 employees $1,000 to trade in their automobiles for one with fewer cylinders in the engine. Buying a hybrid or biodiesel vehicle earns them $2,500, while car pooling at least three days a week pays $300 annually split between the ride sharers. Ten employees have claimed the auto-purchase bonus so far. Mr. James estimates that by getting those new vehicles and boosting their gas mileage an average 10 miles per gallon, employees cut last year's gasoline consumption during commutes by 2,400 gallons. "You don't need a big gas hog to drive one person to work in the morning," he says. Big Incentives Many companies, large and small, have become greener by reducing office waste and pollution or buying so-called carbon credits, which companies purchase to offset the impact of their pollution. But a growing number of small companies like Topics also are seeing value in encouraging employees to make environmentally friendlier choices as well -- at home, at work and in their commutes. Among the incentives: giving bonuses to employees who buy more fuel-efficient vehicles and outfit their homes in more energy-efficient ways, as well as helping employees support environmental causes. Even low-cost measures, such as letting employees purchase energy-efficient light bulbs at the employer's bulk price, are making a difference in employees' behavior and energy use. In an era when more young workers are seeking out employers with a socially responsible mission, such green incentives can help bolster recruitment efforts and foster goodwill. At small companies especially, green benefits can be an easy and effective way to ingrain a workplace's eco-friendly mission. "I think employers are just beginning to understand that, to have an environmentally conscious work force, you need to help them in their everyday lives," says Joel Makower, executive editor of GreenBiz.com, a Web site devoted to businesses' use of environmentally friendlier practices. Many early adopters are socially responsible companies that see it as a way to extend their mission and marketing. But Mr. Makower says he wouldn't be surprised to see many of the practices spill more broadly into mainstream businesses as employers realize the environmental benefits -- and good publicity -- such programs can create. 'World of Difference' At Topics, Lindsay Collins, the company's DVD product manager, says the bonus plan prompted her to start thinking about the fuel efficiency of the car she was driving. So, she sold her six-cylinder Volkswagen Jetta and bought a four-cylinder Hyundai Elantra. Ms. Collins says the switch, which she wouldn't have done without the $1,000 assistance from Topics, has boosted her gas mileage to about 37 miles per gallon on a highway, from the Jetta's 24 miles per gallon. "It's just made a world of difference in how often I have to get gas," says the 27-year-old. Loans and Massages Another company helping employees switch to more fuel-efficient rides is Clif Bar & Co., a Berkeley, Calif., maker of organic energy bars, with 212 employees. Clif offers forgivable loans of as much as $5,000 so employees can buy vehicles that get at least 40 miles per gallon. With the forgivable loans, employees don't have to pay back any of the money if they stay with the company for generally five years; a certain amount is forgiven each year. The company also rewards points to employees who commute by public transportation, car pool, walk or bike. The points can be exchanged for cash or rewards like gift certificates to Whole Foods Market and free massages. This week, Clif is introducing two new benefits -- one giving employees as much as $1,000 annually for making energy-saving home improvements, like buying more energy-efficient appliances and home compost kits; and one offering as much as $500 to buy or retrofit a commuter bicycle, like installing a basket to hold things. So far, about 75 employees have participated in some way in the environmental benefits, says human-resources manager Jennifer Freitas, and the company has spent roughly $100,000 on those benefits. Some employees have gotten ambitious by finding colleagues to car pool with on their routes to work and turning fuel savings into something of a sport. Ms. Freitas says the company sees the program not only as a good employee motivator but also as helping serve one of its core missions -- "sustaining our planet." At NRG Systems Inc., a Hinesburg, Vt., wind-measurement manufacturer with about 85 employees, people who buy a Toyota Prius get a $1,000 bonus each year. About 26 employees have purchased the car so far. NRG also holds monthly meetings on various environmental and alternative-energy topics. And it has a white board where it keeps track of employees who've taken advantage of the company's various green incentives. Buying Credits Some companies find that the participation of even a few employees can have an impact. Green Mountain Energy Co., an Austin, Texas, renewable-electricity provider, lets employees buy renewable-energy credits to offset their carbon-dioxide emissions. It also matches donations to environmental groups made through payroll deduction, up to $10 per two-week pay period. In addition, the company hands out prizes like gift certificates based on points that employees rack up by finding alternatives to driving to work, such as biking or taking public transportation. Though only about 25 of Green Mountain's 150 employees participate in the commuter program, the impact has been substantial, with those people collectively driving about 21,000 fewer miles in 2007, says Gillan Taddune, the company's chief environmental officer. "People in general get overwhelmed when they hear about glaciers melting," she says. "I think companies can help [employees] do things in ways they can sustain." Write to Kelly K. Spors at [email protected]

Morris

The G8 looks like coquetish girl in front of the brawny Charger.

According to some it has been already killed, we are embalming the corpse.

Linikity The Battle for American V8 Sedan Supremacy Cars like the new 2008 Pontiac G8 GT and 2008 Dodge Charger R/T were once supposed to be every American's birthright. Brawny, V8-powered, relatively affordable rear-drive cruisers that can blow through a couple of big Western states in an afternoon at 90 mph — their drivers staring at the horizon through Ray-Bans, steering with one hand and smoking a Pall Mall with the other. You know, big, fast American cars. They're not hybrids, they don't run on biodiesel and they rumble and roar through dual exhausts. And they do the sort of epic burnouts that inspire Bruce Springsteen songs. These aren't sedans you buy for their utility. After all, any four-cylinder, front-drive AltiCamAccord6 will match them commute for commute. Nope, the new Pontiac G8 GT and Dodge Charger R/T are cars you buy because they speak to your born-in-the-USA soul. Well that, and because you can't afford a BMW M5. So what if one of them comes up from Australia and the other is assembled in Canada with a Mexican-made engine and German transmission? One of them is the best "American" V8-powered performance sedan for about $35,000. To find a winner we spent more than a week testing these cars in and around Southern California. They were run on the highway, in the canyons and on the test track. We used them and abused them. Here's what we learned. The Shadows They Cast First of all, these are not small cars. But the Charger is even bigger than the G8. Slightly. From bumper cover to bumper cover and across its steel unibody structure, the Charger stretches out 200.1 inches long. That's only 4 inches longer than the G8, which is also built around a steel unibody. But the Dodge is also a half-inch taller and its 120-inch wheelbase is 5.2 inches longer than the Pontiac's. On top of that, the two cars have very different proportions, with the Charger having a long hood and short rear deck in classic muscle style, and the G8 having a relatively short hood in the Euro sport sedan tradition. Also the G8 appears even lower due to its ground effects and deep front spoiler. When the two are parked side by side, the Charger appears even larger than it is relative to the G8. It also drives bigger. Comfort and Speed Remember back when it was DaimlerChrysler? Well, so does the Charger R/T. There's a lot of Mercedes in the Charger's engineering, especially in its suspension. Dodge plucked its coil-sprung, short- and long-arm front and five-link independent rear suspension right from the Mercedes-Benz E-Class. As a result, the Charger rides a lot like, yep, a Mercedes. Always composed and comfortable, the Charger R/T's ride motions are a study in control. Hit a pothole and the soft P225/60R18 Continental ContiTouringContact radials politely report back that something has been encountered and summarily smothered. Until the Charger (and its LX-platform brothers the Chrysler 300 and Dodge Magnum) came around back in 2005, virtually no American car rode this well. Three years later we take its mannered ride for granted, even though we shouldn't. Just because the Charger is rear-wheel drive doesn't mean it's at home in the twisties. Hard cornering in the Charger is all about plenty of steering input and body roll. The steering is relatively slow and absolutely numb, but the front tires scream and squeal enough to let you and the world know they're struggling under the weight of this 4,135-pound sedan. The Dodge's stability control system (which can't be completely turned off) is too sophisticated to ever let the car get truly out of shape, but the Charger is engineered for on-road poise, not heroic speed. The Charger R/T's comfort first/performance second tuning was apparent in its modest 0.79g skid pad orbit and 62.3-mph traipse through the slalom. Speed and Comfort In contrast, the G8's suspension could be a direct lift from the BMW 5 Series. It isn't, but the G8's MacPherson strut front and four-link rear suspension with progressive-rate coil-over shocks is very similar to the BMW's traditional 5 Series design. As a result, the Pontiac G8 GT rides a lot like, yup, a BMW. So the G8 GT is biased toward performance over comfort — it will drift its tail in a nice controllable arc all day. The initial turn-in from the variable-ratio steering is spot-on instantaneous, and the brief understeer is easily overcome with throttle. That's just the sort of compromise most everyone here prefers. Sure it rides more stiffly than the Dodge, but that hardly means it's uncomfortable. Hit a pothole with one of its more aggressive, lower-profile P245/40R19 Bridgestone Potenza RE050A tires and the car seems to instantly slice the hole open with a stiletto, filet it and then proceed to consume it — with relish. The steering feels much quicker than the Mopar's and the tires feel sutured to the road. The G8 whipped around the skid pad with 0.85g of grip and then screamed through the slalom at nearly 66 mph. That's not only clearly better than the Charger, but comparable to the BMW 535i Inside Line tested back in June, which whirled to 0.89g on the skid pad and galloped through the slalom at 65 mph. On a mountain road, the G8 GT will simply run away from the Charger R/T. And since the G8's stability control system can be turned completely off, its driver will be having more fun, too. Anchorage In braking, the G8 also dominated the Charger — the pattern here is pretty obvious. The Pontiac stopped from 60 mph in just 109 feet, with fade becoming apparent after five or so stops. Like the Charger, the G8 GT is fitted with a disc brake behind every wheel and controls them with an antilock system. Interestingly, while all four of the G8's discs are ventilated, the rear pair is slightly larger in diameter than the fronts. It's not a big difference (12.64 vs. 12.76 inches, a measly 3 millimeters) and the fronts are clamped by twin-piston calipers while the rears get single-piston units, but it is an interesting engineering choice. The Charger's brakes are significantly larger than the G8's. Its front pair of vented discs measures a full 13.6 inches in diameter and uses similar twin-piston calipers in front and single-piston calipers in back. But the Charger's smaller, less aggressive rubber and slightly greater front weight bias work against it. It needed 133 feet to do the same 60-0 trick and its long-travel soft pedal didn't inspire much confidence. Pushrod Rocketry What's the point of a V8 engine if it won't kick a car down the track with some suddenness? Under the hoods of both the Charger R/T and G8 GT are modern riffs on the classic American V8. You know, single in-block cams with pushrods knocking one intake and one exhaust valve per cylinder — just like Henry Ford's old flathead V8 back in 1932. The Charger's iron-block/aluminum-head Hemi displaces 5.7 liters and is rated at 340 horsepower, while the G8's all-aluminum small block runs 6.0 liters and makes 361 hp. The Charger R/T can also be ordered with a Road/Track Performance Package that ups output to 350 hp, but our test vehicle went without. That 21-hp difference isn't as significant as it might seem, however. The Dodge's 390 pound-feet of torque is only five more than the Pontiac's peak output. Both of these engines have plenty of low-end grunt, but it's the Pontiac that makes the most of its power. To save fuel, both cars' V8s are fitted with systems that shut down up to four cylinders during steady-throttle highway runs. Both the G8's Active Fuel Management and the Charger's Multi-Displacement system work unobtrusively and well. Listen real carefully (or just look at the Charger's dash indicator) and you can tell when the systems are active — but if you're driving, you're supposed to be paying more attention to traffic than to slight variations in the pitch of your car's exhaust note. Thrust Control Behind the G8's V8 rests GM's simply outstanding 6L80 six-speed automatic transmission. This is the same tranny GM puts in the Corvette. It's even geared the same, with 5th and 6th gears both being overdrives. Left in Drive, the 6L80 executes crisp, quick shifts that keep dang near peak torque traveling back to the 2.92:1 final-drive gears back inside a limited-slip differential. GM has always made outstanding automatics, but this one is the best ever. And it gets better when shifted manually. With the gearshift lever in automanual mode (no paddle shifters), the powertrain control module will blip the throttle for precise downshifts and hold the gear until the driver is fully ready to upshift again. No, the shifts themselves aren't as quick as a regular manual transmission would be and it's not the transcendent shifting ability of something like Audi's DSG dual-clutch system, but for a shiftable automatic it's among the very best. The G8's quickest acceleration runs were actually made with the transmission in Sport mode but left to shift itself. With the blast from zero to 60 mph taking only 5.4 seconds and the quarter-mile flashing by in just 13.7 seconds at 104 mph, this is a stupendously quick car. Quick enough that there's a chance the G8's engine is underrated at 361 hp. Until we get a G8 GT on a chassis dyno, we'll just have to credit its transmission for getting the absolute most from its companion engine. Needs a Bigger Hemi Frankly, the Charger R/T's Mercedes-made five-speed automatic feels prehistoric compared to the G8's six-speed. You can shift the Charger yourself using autostick, but the computer steps in if it thinks you're holding the gear too long and shifts. And when left to its own devices, the Dodge's shifts are slower and softer. It's not a bad transmission by any stretch of the imagination...but the 6L80 has stretched our imagination. The best acceleration runs in the Charger (which weighs just 29 pounds more than the G8) were accomplished by simply stabbing the accelerator and hanging on. The run from zero to 60 mph took a respectable 6.1 seconds, with the quarter-mile consumed in 14.5 seconds at 97 mph. In fact, the G8 GT isn't just quicker than the Charger R/T, but nearly as quick as the much more expensive 425-hp Charger SRT8. That beast's 6.1-liter Hemi sped it to 60 mph in 5.4 seconds and ripped up the quarter-mile in 13.6 seconds at 105 mph. If there's one place where the Charger has the G8 covered, it's sound. The Charger R/T is nowhere near loud, but the exhaust note has exactly the right burbling tenor everyone wants to hear from a V8. In contrast, there's virtually no sound from the G8 GT's exhaust at all. Every G8 GT should come with a Post-It note on the dash with Flowmaster's 800-number written on it. Clothing Optional Get in the G8 GT and there are some elements familiar from the Aussie-built GTO of a few years ago. To some eyes, that's all fine. But to others it looks like a throwback to 1999. And only editor Oldham likes having the power window controls stacked together on the center console (though that obviously makes building right- and left-hand drive versions of the car more straightforward). But the driving position in the G8 GT is dang near perfect; the big steering wheel has a flat spot at its bottom to clear chubby thighs, the controls all operate with precision and every gauge is easily read. And this is a low-cowl car with a generous greenhouse affording excellent visibility. The few complaints are minor ones. The front seats are very well shaped, but the hard-tack leather they're covered in seems to have come from cows fed a steady diet of polystyrene. Some rear passengers found the rear seat's bottom cushion a bit short. So invest in some leather treatment and make friends with shorter people. In contrast, way too many of the controls in the Charger R/T feel like they're going to snap off in your hand. And while the leather covering the seats is more supple than in the Pontiac, the front seats' side bolstering seems to squish away the moment they're sat in. The Charger's tunneled instrumentation is easily read and the overall dash design is good. But the Charger's high beltline and low roof conspire to produce a bunkerlike feel inside the interior — there just isn't enough glass around. And the thick C-pillars inhibit some rearward visibility. Only the Charger is available with a navigation system, and the test vehicle combined that with the neat MyGIG onboard entertainment system. However, we prefer the G8 GT's onboard entertainment system — which is controlled by the steering wheel and accelerator pedal. Both cars were equipped with heated seats. Although the Charger is larger, the Pontiac offers the larger trunk. The Dodge's rear seat is more spacious, but the G8's is surprisingly hospitable. Despite its wheelbase being more than 5 inches shorter than the Charger's, the G8's backseat can fit over 6-footers without them eating their knees or removing their heads. Bottom-Line Fever Ever since Chrysler introduced the current rear-drive LX platform almost four years ago, it's had the popularly priced V8 sedan market to itself. In fact, about the only competition came from the front-drive half-serious Chevrolet Impala SS and eighth-serious Pontiac Grand Prix GXP. The G8 is its first serious competition, and that will lead to nothing but an improved breed. Forget for a moment that in every performance category the G8 GT walks all over the Charger R/T. Go ahead and overlook the G8's more aggressive decoration and attractively sinister countenance. Just concentrate your mind on this: The Pontiac is cheaper. Its $29,995 base price is $1,460 under the cost of a Charger R/T, and the as-tested price of this red G8 GT is a thick $3,810 less than the as-tested price of this Charger R/T. The G8 GT's $32,745 price is a flat raging bargain. And we Americans love bargains — even when the car is built in Australia. The manufacturers provided Edmunds these vehicles for the purposes of evaluation.

You only wish I loved men.

Chris, we need more pics and info to justify your "haloness". Congrats.

Well they preach Toyota anyways, as if it is going to hurt GM's sales.

Here are some "bike riders" for you.

I genuinely hope this revitalizes Poon-Thai-Yak. Didn't some one whose name starts with B say that it will be gone in two years? Now replace the damn G6 with alpha and turbo charged four bangers.

Just to calm your nerves down, the last time I called him in December, he was leaving work, and he was super busy. He is basically running a mom and pop owned used car shop and has transformed it. We talked about his ride home (Caddy Deville 1994) which was showing him 9.7mpg on the counter. He had fifteen miles to go home with his gas light on. We laughed about how a Mexican lady wrecked her Escort, and became a convertible. He is also trying to finish the school. I understand some people think it sounds strange that he left without a signal. Unless something happened in the mod website which we do not know about, (and which I highly doubt give his nature) I am going to stick with the work and school theory.

What no Hunky Boys for you for the most important day of your year? I will help you out then. Happy Birthday!!! Ditch the Avalanche icon for the Acadia.

Does that mean Alpha is dead?

Now you know the reason, why I am not calling. Now if I wanted to harass him for my A-body that would have been different.

Aids.

:rotflmao: Blu, be nice to him, he is broken hearted. I think she looks like a Russian mail order bride. I hope best for you Frank.

When can I see her? Or wait did I already see her?

You are rebelious Z.

Or an F-16 taking off.

S5 is good. If you are in market for a 50k coupe then ditch the BMW and MB. The ergonomics are well thought. The design is simple. Buttons are easy to reach and the MMI interface is good. The clutch and shift action is close to the Acura TSX, which I regard the best. Overall it will be a solid buy for 55K at which it comes loaded. I am not a fan of the 3.2. Don't get me wrong it is a decent engine, but does not live upto the expectations.