Z-06

Add me in too.

Mercury is getting crushed because of the identity crisis of Lincoln. Till Lincoln becomes mostly RWD BMW, Caddy competitor Mercury will be mashed between it and Ford. To make the matter worse - Ford pushed Mercury out of existence with the Taurus. Mercury could be a good Buick of Fomoco. Another action plan will be to cater lower end models in luxury segment using M and make LM as BPG granted P does not exist.

That is really sad Olds.

What are those - Ron Burgundy Edition?

Unfortunately small cars are viewed as penalty boxes only here. As is evident from 1er and 3er prices and options - pretty much all of Europe has small cars with level of equipment comparable to their larger siblings. Yes driving wise they should not suck - dynamically small cars can be better than larger vehicles with more "tossability".

Alright Then

That is why I said revolutionize the way cars should be produced. Innovation in every step. I will make lower price $8,000 instead and top of the line at $18,000. Three door hatchback with minimalistic options can be charged $8,000.

I always wanted GM to enter Mini-sized market with a good solid RWD platform with a perfect 50-50 balance. The salient features of the platform: Should have a coupe, convertible, hatchback, sedan, wagon and a pickup. Should be sold in ALL the countries of the world - hence the latter two versions. Should not weigh more than 2,200 lbs for the heaviest configuration. As for the powertrain: One 1.4L HCCI engine - (no need of diesel and obviating the fuel economy of gas). Turbo (single or twin) and non-turbo versions. Power should range from 100 hp to 250 hp - the top version should be designed to cater WRC. Should have Voltec as an option. 6 speed transmissions all around with the exception for the Voltec version. AWD. The target price should be from $6,000 - $14,000 USD (remember we are creating a true world platform). The global sales should account for about 800,000 annually. GM should use all the current design principles to cut the costs and by having economy of scales try to use modern construction methods. There should be emphasis on changing the way vehicles are constructed - such as use a crankshaft system and engine plumbing that will make replacing the engine or transmissions easy, reducing the welds, parts, etc. The cars should be customizable to create a sense of "ownership." The cars should be sold ala "Dell" model - i.e. configure it, finance it and sell it. GM should also offer services such as insurance estimates, tire warranty, etc on the configurator by showing various options. It should be a one stop shop setup.

I remember somewhere GM had mentioned that there will be a coupe version of Cruze for North America. The coupe take rate in retail is about 50% of Cobalt's sales. So if GM wants to retain the base, there will be a coupe.

I would get those options - except I would probably get the Gray or Black exterior. What interior options do you have?

Beautiful. I love those wheels - are those from the Detroit Sports Package?

Lonely. I am Mr. Lonely, I have no body for Thanksgiving..................

WB guys & gal.

True. But when you say Ford group, you normally think about brand names owned by the company with controlling interests. Now it seems like two companies trying to share development costs. Here is something about the future of the relationship.

Ford owns only 13.4% in Mazda and will be about selling the Volvo brands. While Volvo makes sense to be in Ford, Mazda should go under Japanese vehicles.

Congrats BV.

Great last two posts. Here is a simple math. Collectively GMT900's cater to 1 to 1.2 million vehicles annually. Almost 90% of those are V-8's. That is a lot of V-8 engines to deal with. Trucks need engines with easy fix deal with lot of stress with less moving parts and high reliability. If GM comes with an engine which bunks you will see a lot of GM faithfuls ditching their trucks. And for truck applications OHV is better than DOHC given the proven technology - remember Tundra's falling CAMS due to excessive load conditions they were put in? Now V-8 cars in GM are about not more than 200,000 annually. Given this math, shortage of money, no significant advantage of DOHC over OHV, room to grow for the OHV with DI it is no brainer that GM has to stick with OHV.

[source: Motor Trend] First Drive: 2011 Buick Regal Pre-Production Prototype Have Opel and Buick Built a TSX-Fighter? November 19, 2009 By Frank Markus The 2011 Buick Regal is targeted at me. My last two family cars purchases have been a 2005 Acura TSX and a 1995 Infiniti G20. Our requirements were 1) a full roster of luxury features and toys, 2) four-cylinder fuel economy, and 3) long-haul durability (the G20 racked up 170,000 miles). I have no concerns about domestic-car reliability, but the Big Three haven't seriously attempted a four-banger luxmobile since the ill-fated Cadillac Cimarron. Now, with Buick training to go toe-to-toe with the Asian luxobrands (while Caddy spars with the Germans), this Regal is aimed at folks like me. I probably won't be in the market until 2015, but I seized the opportunity to take an early test drive in some Opel Insignia development vehicles that had been Buicized with near production intent chassis and sound insulation. Sized about four inches longer than the current TSX (which itself was 2.8 inches longer than our 2005) and a bit wider and taller, the 3600-pound Regal still manages to project a light and nimble sensation from the cockpit that's not unlike our 3350-pound TSX. Much of this sensation is due to the 2.0-liter turbo-direct-injected Ecotec four cylinder engine that will join the base 2.4-liter naturally aspirated DI engine next summer. Spooling out an estimated 220 horses and 258 pound feet, the Regal undercuts the TSX (old and new) by a little bit in pounds per horsepower, and by a LOT in pounds per pound-foot of torque. Abetting this advantage is a choice of six-speed transmissions -- GM-Europe sourced manual or Aisin automatic. Buick's 0-60 claim is in the mid-7s, and that seems conservative. The turbo spools swiftly and silently from a stop or when overtaking (is anyone else out there growing nostalgic for the whistle that turbos used to make?). What little you do hear of the engine is far from Honda in its quality, but a whole lot less Hoover than what comes through in the original Insignia (one of which was brought along for comparison). Chalk one up for the Quiet Tuning gang. Both transmissions acquitted themselves reasonably well, the Aisin banging off quick, smooth shifts either automatically or via the +/- gate (there are no steering wheel paddles). There was some untoward dithering of the torque converter lockup when coasting, and easing back into the throttle, but I'm assured that'll be sorted out before production. The controller also seemed eager to start out in second gear except when the car comes to a complete stop. The manual stick moves with reasonable precision and nice mechanical engagement, though it put up more resistance than I'd prefer when attempting brisk 1-2 upshifts. There's no driveline lash, though, and clutch takeup is smooth and intuitive. Manual owners may be chagrinned to learn that the traditional handbrake has given way to an electric parking brake, and while hill-holding is on the development list, it's not ready yet. But with the E-brake set on a steep hill, it will release automatically as you go to launch. And now for the question that really needs answering: Did they Buick all the fun out of this Euro-bred chassis? The development folks swear on a stack of Opel work orders that all they did was tailor the car to match European ride/handling as closely as possible on all-season tires (summer rubber is standard in the homeland). That meant increasing the rear stabilizer bar stiffness a skosh, and slightly altering the internal plumbing of the dampers, though they concede that the end result offers less impact harshness than Opel's design, which is a good thing on Michigan roads. Indeed the Insignia and Regal setups feel pretty similar. Neither is as plush as the LaCrosse. Both follow the contour of the road faithfully with a well controlled ride that may strike the aging Buick faithful as busy. Minimal noise intrudes from such chassis impacts, which improves the mental perception of ride quality. Opportunities to assess the limit handling were minimal, but the test cars negotiated what few elbows and esses there are in southeast Michigan with minimal body roll and no squealing hysterics from the tires-neither the 245/35R-18 Bridgestone Potenza RE050A summer tires on the home-market Insignia nor the Regals' 235/50R18 Michelin Pilot MXM4 all-seasons (19-inch rubber will be optional on the 2.0-liters). The firm brake pedal has reassuringly little free travel and the hydraulic power steering feels light but precise, requiring little or no mid-course correction. One turbo Regal option that may further improve both ride and handling is the three-position Interactive Drive Control System. It offers normal, sport, and tour positions, but will adjust to the max-sporty setting if you throw the car into a corner, no matter what the setting. These modes also tailor the automatic transmission shift strategy, the throttle map, and the variable steering assist, but each can be tailored via the control screen if, for example, you never want the aggressive "sport" throttle map. Finally, the cockpit arrangement seems to work pretty well, with very little of the switchgear seeming foreign (as it does in the Saturn Astra) and most of the touch points feeling soft. One car had a particularly striking two-tone cocoa and cashmere (beige) combination that was a particularly welcome respite from the typical black. If development continues to improve the Regal from the development stage I sampled, then the performance, equipment, and general ambiance might well turn out to be sufficiently upscale to satisfy a TSX intender. Well, at least this one. Regal T-Type? Along for the drive simply to demonstrate the "bandwidth" of the Insignia lineup was the range-topping OPC (Opel Performance Content) hotrod version, powered by a 2.8-liter turbocharged V-6. Its 321 hp and 321 pound-feet are routed through a six-speed manual to all four wheels. There is, of course, no plan to revive the Buick T-Type or Regal Grand National names in this day and age, but if they did, I'd have to counsel Buick to ditch the exhaust system fitted to this OPC model. The drone at 2000 rpm would have banshees covering their ears. This car had three-position shocks, but the settings were all a bit stiffer than Regal's IDCS setup. The normal setting felt tolerable, Sport prompted minor kidney trauma, and when in OPC (the max setting) one fears that conversation might imperil one's tongue. But grip from the 255/35ZR20 Pirelli PZeros is as impressive as the braking from the Brembo front binders. Body roll is minimal, and acceleration from a dead stop feels Audi S4-quick and sure-footed. We may never get this model, but its Recaro seats and aggressive fascias might be welcome on some slightly less wild variant. -FM

Certainly faster load times. I clicked the heck out of it and still did not show any errors.

I share thy sentiments.

^^^, sorry, did not read you interests in cruisers.

It totally depends on what you want to buy. I have decent knowledge when it comes to the liter class (1000 cc) sport bikes because someday I will hopefully buy one. There are 6 choices really if you dig down: Suzuki GSX-1000R Yamaha YZF-R1 Kawasaki Ninja ZX-10R Honda CBR1000RR Aprilia RSV-4 BMW S 1000RR All are great liter class competitors. All except Suzuki have released brand new 2010 models with Yamaha completely redesigned the R1 after it has been spanked by other Japanese bikes in various comparos. Last year Honda won convincingly in the all Japanese match followed by the Kawasaki and Suzuki and Yamaha carried the tail. The new clutch system from Yamaha is supposed to be good but I have not looked into the technical details. These bikes are very close in terms of specs, so at the end of the day it will be matter of taste and preference. I rode a BMW 650 growing up along with the Suzuki 250. The engine of the 650 was a gem in sound and refinement and the 250 cc was a 2-stroke beauty and the meanest handling equipment I had then ridden. So I am partial to Suzuki and BMW while will honorarily mention Ninja ZX10R. I would personally buy the BMW and if you have seen previously I even asked PCS for the price of the S1000RR after the bike was officially unveiled. Aprilia is a great bike. However I heard it can be problematic and is the most expensive of the bunch. Plus parts are a bitch to get. BMW is the new kid on the block but promises to be a great machine, but is not good looking for many. It is being built by BMW for the sole reason of competing in FIA races and therefore the availability is limited for 2010. BMW's fuel economy - 39 mpg and power-190 hp seem to be class leading. While I will stay away from the used bikes for the sole reason, you never know what kind of abuse it has been through, I will definitely look into the outgoing models. There is a shop in Ohio which offers best prices and you may even find 2008's if you are lucky and is a high volume ebay seller. I have seen its facilities and have talked to the owners who seem to be great people. As for the liter class many say it is too much of a bike. I will partially agree because most of the liter class bikes are track ready for the sole purpose of reducing the racing costs and need a lot of attention while riding. You have to be a good driver with sound head (bike riding requires that regardless). If that is not for you then go for the 600cc. An honorable mention would be the GSX750 CC from Suzuki, which is in between and a great bike. If you respect the bike it will give you back joy like none other. Contrary to the myth of heavy = less handling, the liter bikes far outclass the 600 cc bikes in handling because of superior machinery and dynamics. As for the non-sport cruiser bikes the only bike I will consider Harley Davidson VRSC Night Rod Special. That thing is a beaut. Great ride and the best fuel economy - 42 mpg. It is not as fast as the liter bikes, but is graceful. Certainly classy and one of the best bikes to come from HD. It is a 1250 cc engine and is a behemoth at about 650 lbs. I hope it helps.

Where is your favorite brand Bentley?

There might have been commercial LCD TV's in 1988 but their push into mass market applications was no where near what it has been over past few years. As for the computer LCD's there was no need at the time to produce 30 or 40" LCD monitors while there was a market for big screen TV's. Couple of things you forget to add into this analogy and still undermines your statements are that manufacturers themselves shelved out the production of CRT's and government pushed the Digital revolution concurrently thereby changing the rules by which the game was played. Consumers had no option but to opt for pricey TV's, monitors. No such modification of rules has yet taken place to the Volt scenario to really pose a equivalence in those two cases. The point is Volt is a SERIES not a PARALLEL hybrid. Series hybrid lets you chose any type of propulsion beyond the battery. You can use gasoline, ethanol, hydrogen, nuclear power without dependence on one propulsion unlike the parallel system of the Prius or the full blown battery system of the Leaf. Yet it will offer scalability of the battery in future designs. It is a happy medium till battery technology comes into full life to give the car a range of a typical gasoline car, infrastructure is in place and removing the use of oil. Yes GM can put a powerful engine if it wants to just like Fisker is doing in its Karma. Speaking of Karma I never hear you whine about that car which is on an identical system. Which part of this you did not get about energy independence? Energy independence does not mean saving fuel. "Americans want freedom but they fail to recognize that freedom has no price tag." Just because Volt production BEGINS as a niche does not mean it will STAY niche. When people will buy all electric car, Volt technology will then be fully converted to all electric too, right? Or GM will just sit there and clap hands? Volt is an intermediate step. So as long the oil is still a force, oil companies will make sure they sell every drop of it. Volt is a right accord of current usage and future trend. Prius or Leaf cannot boast that. As for the timing of electric - Carlos the Jackal is speculating just like Lutz or oil trader or armchair bashers. Just because he said it does not mean that is exactly what will happen.

Listen from a previous Corvette Owner - There is NOTHING wrong and shameful about the Corvette Push Rod. Direct Injection and VVT will make pushrods even better. The reasons for failure of pushrods in 4/6 cylinder engines are: No significant research and development went into them compared to V8 Benefits are minimal compared to comparable DOHC