thegriffon

You'd have to ask Hino and UD.

It's a wonder he wasn't bugging you.

Yes. More shots (you may have trouble with the thumbnails - instead of clicking view the image and cut thumb_ from the url) http://autospy.dreamwiz.com/board/bbs.php?...iew&uid=659&p=1 http://autospy.dreamwiz.com/board/bbs.php?...iew&uid=660&p=1

The Nova was based on the Toyota Sprinter, a sister car to the Corolla. That looks like an E8, the first-generation fwd Corolla/Sprinters (the E8 coupes stayed on the older rwd platform).

Most VVT systems use some form of continuous cam phasing, sometimes combined with a valve lift system. The cam phasing is really simple. GM uses a number of suppliers, including Aisin, who provide most of the systems for Toyota. Honda's VTEC uses multiple cam lobes, switching between two or three discrete timing and lift profiles, but they have anounced they will be switching to a continuous system like everyone else for improved efficiency. The Vue will not be getting the Honda system, but a belt alternater-starter system for engine stop-start and motor assist, paired with a 4-cylinder engine. The next gen will get AHSII with an advanced GM V6. "In the Saturn Vue Green Line, the system will be mated with GM’s state-of-the-art 2.4-liter variable valve timing (VVT) Ecotec engine and Hydra-Matic 4T45-E electronically controlled overdrive transaxle. GM engineers developed the belt alternator starter hybrid to deliver improved fuel economy by performing the following functions: * Shuts off the engine when the vehicle is brought to a stop to minimize engine idling * Restarts the engine promptly when the brake pedal is released * Enables early fuel cutoff to the engine during vehicle deceleration * Captures vehicle kinetic energy during deceleration to help charge the advanced nickel metal hydride hybrid battery (regenerative braking) * Performs intelligent battery charging by opportunistically charging when it’s most efficient The belt alternator starter hybrid also will provide an electric power assist during acceleration when needed. During a wide-open throttle or aggressive passing maneuver, the system improves vehicle launch and acceleration feel by assisting the engine to achieve maximum power."

They are all just guessing. Don't take it so seriously. Theta and Epsilon are somewhat related already, the new premium theta and epsilon II will be even more so.

No-one said BOF, although many seemed to wish they would (the same people who killed the 3.7 L DOHC engine for the GP). RWD does seem to be coming in a bigger way than anticipated. Beside flawed product planning (and I mean details most of you aren't concerned about), common to most companies including Toyota, GM's biggest problem is getting the best from suppliers in technology and materials. Ford seems to be addressing this vigorously with a new focus on good supplier relations, GM not yet.

For Ven's pricing to work for Buick, they would have to keep the Rendezvous in production long after the Enclave debuts. I don't see that happening. Given SRX V6 pricing it would also be too close to the BRX.

GM gave a date for the LaCrosse just the other day ;-)

Far too many people here are simply regurgitating the festering contents of their spleen. Ideology is the refuge of the weak-minded who find it too hard to think through the real issues clearly, logically and dispassionately. Put aside your hatred and prejudices for a change. For all the complaining about GM's mistakes most of you would have done far worse in product decisions, and many of GM"s mistakes are driven by what the consumers want. They're between a rock and a hard place, whichever way they go a lot of people will be unhappy. Unions howl because they want to close plants, creditors howl because they aren't closing anough. Consumers howl because Red Tag erodes faith in resale and Value Pricing, dealers howl because they want and end-of-year sale to match everyone else. GM designs tries to design a car to match the Maxima, but they have to do it for thousands less than an Altima - is it any wonder the product suffers? Every product, from the Cobalt to the Escalade is hobbled by the same market demands. If they try and build a competitive car you howl it's too expensive. If they design to match what you'll pay, you howl it's not as good. Aside from closing almost every plant and starting from scratch with a very few models (I mean one or two per division), what else do you think they can do?

The sedan at bottom left is the Aura. These look to be 2005 NAIAS concepts.

That all depends - is is still Delta, Global Compact Car, or does it follow the Civic and Sentra and switch to another platform.

Lack of easy access. Only a limited number of Toyota ADRs are readily available for sale in the US, and these are only a proxy for Toyota shares. Buy buying ADRs you invest in the earnings of Toyota, but you do not increase the proportion of American ownership, nor do you get to vote at a Toyota AGM (since the actual shares are held by the financial institution issuing the ADRs). You could ask your broker to invest directly in Japanese-market Toyota stock, but the process is more difficult, comparitively expensive and not so flexible. At current prices it's probably overvalued anyway. Toyota may be the wealthiest and most admired automaker, but it is far from infallible. It makes many mistakes and it's own momentum can blind it to many (sound like any other company you know?). Products Toyota got wrong: Yaris (both generations) and Echo (blame the Corolla), Avalon - first two generations, the 2nd RAV4, Tundra, Corolla Spacio (corrected with the new Verso), Estima/Previa, Avensis (so much better does not make it "right", but it was not alone there), IS300, and the next Corolla (Civic and Sentra will get it right, with better supporting acts than the Yaris). Toyota has a habit of selling the right product in Japan (ist, Brevis) but failing to see the applicability to overseas markets.

Oklahoma City, Okla., will cease production in early 2006. Bye-bye GMT 370s. Lansing, Mich., Craft Centre will cease production in mid-2006. No more SSR Spring Hill, Tenn., Plant/Line No. 1, will cease production at the end of 2006. End of line for Ion, not Spring Hill. Doraville, Ga., will cease production at the end of its current products' lifecycle in 2008. End of the line for the CSVs. The third shift will be removed at Oshawa Car Plant No. 1, in Ontario, Canada, in the second half of 2006. Sales not so hot for Impala Subsequently, Oshawa Car Plant No. 2 will cease production after the current product runs out in 2008. No more midsize W-bodies (and no more 3800). The third shift will be removed at Moraine, Ohio, during 2006, with timing to be based on market demand. Lower demand for GMT 360s

Not a lot has changed over the years: Volkswagen Saveiro

They are being re-evaluated, not necessarily cancelled. The same number of crossovers is planned as before. That may mean only Cadillac and Saab get unique sheetmetal. The Vue will be similar to the 5-door Opel Antara, with only minor sheetmetal differences (mostly forward of the A-pillar) to the Chevrolet sold outside NA. The smaller GMC would have been more like the Xterra and Nitro, but that may now change.

The stock price factors in expected liabilities as well as current liabilities. The total company value (enterprise value) is debt + market capitalisation. Since any company buying GM takes on the debt, it is a real cost of acquisition.

I'd say Renault-Nissan is the only company that would be interested, if and only if the unlikely occurs and GM files for bankruptcy, in which case I would expect them to liquidate most of the North American manufacturing business and switch to imports. If you're lucky they'll keep Chevrolet and possibly Saturn and switch to imported product, at least initially. But, as has been said, this is highly unlikely. You don't have perfect control in a bankruptcy. Renault-Nissan may make a low-ball offer for the international operations which the courts and creditors decide to accept. GM could wind up a shattered shell whose entire business is pension fund management.

Each end of a piston is effectively a seperate cylinder (2x6=12 cyl). While one side is expanding the other is compressed etc.. The stroke is caused by a normal combution process. The pins ride in a channel between the cam halves, converting the linear motion of the pistons into a radial motion about the driveshaft axis.

It's a good car, it's just the wrong car. The next CTS would make a better STS, and the BLS a better CTS, at least in terms of sales and reputation for Cadillac. As for the tags - a) probably not a compatible file type, B) an abbreviated URL and c) the URL is mixed up with the page title.

Here's the key point in all this: "The main battle may well be within the United Auto Workers, pitting young workers against those who are either retired or about to retire." GM executives hint they have a plan to solve the financial problems. I think it will be a combination of concessions from the UAW to acceptable defined-contributions health and pension plans of the back of Delphi and a partial sale of GMAC to fund the current deficit. Of course it may all depend on whether they can get an acceptable price for GMAC. Long term I still think they need to spin of US manufacturing into a new semi-independent Fisher Body. The new company may be find things more difficult, but at least GM and it's shareholders and customers would be partially insulated.

Chill man, you made it sound before like you didn't pay for the movies you swapped. It's still graft though and a $200 difference between the employee and regular price sounds like you were overdoing it, and there is more than one reason Loss Prevention would show you the door.

Technically even Russian SUV-maker UAZ has a US distributor, but that doesn't mean they have any real presence in the US market, nor that their vehicles are designed for US regulations. There any number of low-volume imports that don't have formal factory support in the same way a US-compliant Lotus or Morgan does.

Even for commodities branding can be significant - sometimes the only significant factor determining price. Many basic food stuffs are heavily branded, and although there are minor variations in quality and flavor, it is usually branding that makes the biggest difference to consumers. Even if pricing power is low, a strong brand can have a high loyalty that is still valuable. People are basically conservative - they stick with something they know they like, whether it be Ballpark hot dogs or Toyotas. To compete on price you need to be accepted as equal in value to your competitor - either equally low like plain milk, or equally high like a premium french champagne. A $20 Spanish cava may be just as good or better then a $200 bottle of Moet & Chandon, but very few people will by the cava if they can afford the champagne, even they've tasted both and can't tell the difference. That's the power of brand, and that's why it was a stupid idea to sell a midsize CTS as a 3-series competitor and a large STS as a cheaper alternative to a 5-series. Get the product wrong (in quality or market position) and a cheaper price won't help, get it right and a cheaper price isn't necessary.

If you're a frequent flyer with a lot of miles saved, or a business traveller, then bankruptcy could see you switch airlines for security. Similarly for a big holiday or an important trip. No-one likes to be stranded. With so many domestic airtlines in difficulty there may not be a lot of choices, but you can bet those which remain profitable benefit from travellers concerned about booking flights on those being re-organized.