thegriffon

My assumption is that GM always knew the A123 batteries were advancing so well, hence the plan to design the new Delta architecture to accommodate E-Flex from the start. The LG contract would seem to be a back-up, should something unforeseen impede the A123 project. GM plans to blindside it's competitors with E-Flex plugin hybrids in mass production while everyone else is still working on the batteries, but doesn't want to make any promises while something could still go wrong.

$45K in most major cities is the minimum you'd need to get by, and in Sydney you'd be struggling to find somewhere affordable to live on less than $100K per household.

Ehhh? So they are threatening to do what the US wants them to do? Duhh.

If the Lucerne was the same size as the ES350, and the Enclave the same size as the RX350, that would be a valid argument. However they are in fact much miuch bigger. The Lucerne needs to be in the same class as the LS460 to be considered a "premium" sedan on par with Lexus, and the Enclave at least as expensive as similarly-sized Audi Q7. Even the LaCrosse is a bit on the large size to be compared directly to the ES350.

What gets me is that some people seem to think the Alpha-based G6 would be bigger than the G8.

Again, the Versa is a cheap compact, not a subcompact like the Fit. The Beat Groove and Trax meanwhile are even smaller than the Yaris and Mini, smaller than anything sold in the US since until the smart fortwo and since the original mini.

They generally don't make cars small enough that it becomes an advantage. Lancia also built a V4, but there are balance and vibration issues. A boxer 4, which has height benefits, is the closest you are going to get these days. There will be some twin-cylinder engines produced for vehicles larger than quadricycles though.

All-new Mazda6 to Debut at the 2007 Frankfurt Motor Show Hiroshima, Japan — Mazda Motor Corporation will showcase the world premiere of the all-new Mazda6 (known as the all-new Mazda Atenza in Japan) at the 62nd annual Frankfurt Motor Show to be held from Tuesday, September 11 through Sunday, September 23, 2007. The Frankfurt Motor Show press days are September 11 and 12, and the public days are September 15–23. Mazda will hold its press conference on Tuesday, September 11, at 13:45 (local time). The all-new Mazda6 arrives as a full redesign of Mazda's first model to embody the Zoom-Zoom product philosophy … Go to full release at AutoReport

They could still get lotus back if they buy a stake in Proton.

Speaking of bigoted and judgmental …

NEW APPLICATIONS: CHEVROLET TAHOE, GMC YUKON The 2-Mode transmission’s case size is nearly the same as the GM 6-speed rear wheel drive transmission, minimizing the impact to vehicle packaging. ALL-NEW DESIGN FOR REAR- AND ALL-WHEEL DRIVE The 2 Mode Hybrid Transmission (M99) is available in both two and four-wheel drive configurations. The M99 can mate with a BorgWarner 4485 transfer case, which was developed with GM Powertrain for uplevel, full-size trucks. This transfer case features an open planetary differential. Traction control and wheel slip monitoring are performed by the stability and anti-lock braking systems. The 2-Mode Hybrid Transmission contains two electric motors, 3 planetary gear sets, and 4 wet-plate clutches. The hybrid transmission can operate in multiple modes including propelling the vehicle electrically with the combustion engine off. Two continuous ratio modes of operation are attained with the electric motors, one with the combustion engine supplying torque, and the other with the other with an electric motor supplying torque. Since the continuous ratio ability is attained with one of the electric motors, these modes are described as Electrically Variable Transmission modes or “EVT” modes. Three 300 volt A/C cables are connected to each of the two motors, these cables attach to the transmission housing via a rigid conduit around the transmission and are connected to the an inverter which drives the motors. Four fixed ratios of 3.7:1, 1.7:1, 1.0:1 and 0.7:1 may be chosen for balancing performance and fuel economy. The fixed ratios also let the transmission save battery power that would otherwise be used to control range of the variable ratios to keep the engine in its optimal rev range. Fixed ratios also allow overdrive, for faster overall total speed of the vehicle. Fixed gear changes are accomplished with clutch-to-clutch control, where an oncoming clutch is engaged and an “offgoing” clutch is released in a precise manner to achieve the ratio change. The first-to-second upshift, however, is a freewheeling action, where the second gear clutch engages while the first gear one-way clutch spins freely. This allows a greater degree of smoothness at lower vehicle speeds. MATCHED TO 6.0L V8 AFM AND VVT V8 The two-mode hybrid is mated to an optimized gasoline/flex-fuel engine, which takes advantage of AFM cylinder deactivation, optimized late intake valve closing (LIVC) to reduce pumping losses, flex-fuel usage for operation on 85 percent ethanol bio-fuel, as well as variable valve timing (VVT). ENGINE OFF OPERATION With engine off operation, additional features were added to the main case to minimize noise vibration and harshness. Additional ribbing has been designed to the main case while structure has been added to the input housing enabling the mounting of the electric motors. In typical operation an acceleration will be initiated with the engine off and utilize only electrical power. As the acceleration continues, the electric motors will simultaneously propel the vehicle and start the engine. With the engine running the control system will blend the electrical energy with the engine energy operating in the most efficient range to maximize fuel economy. In a 2-mode system, one electric motor controls the speed ratio using the sun gear of a planetary gearset as the input from the gasoline combustion engine and a second motor generates electricity to power the first motor, or to supply torque to the output shaft. The hybrid design therefore has two power sources, the gasoline/ethanol combustion engine and the electric motor, and either can supply torque independently to the output shaft and final drive. An externally mounted oil pump supplies oil pressure for the hydraulic clutches, and for cooling the electric motors with the combustion engine running or turned off. TOWING CAPABILITY INCREASED Under higher load drive cycles the control system will directly clutch the engine through the transmission, effectively locking the first electric motor between its input and output, enabling full V8 engine torque with electric motor assist torque. FUEL EFFICIENCY DRAMATICALLY INCREASED With these systems all working in concert, the fuel efficiency of the vehicles, the Tahoe and Yukon, is expected to achieve approximately 25 percent better fuel efficiency. While these current 6.0L V-8 applications are rated from 15 to 16 mpg on the EPA city cycle and from 20 to 22 mpg on the EPA highway cycle, with the EVT the fuel efficiency is expected to achieve approximately 18 to 20 mpg on the EPA city cycle and up to 25 to 26 mpg on the EPA highway cycle. INCREASED PERFORMANCE Combined engine and transmission output is 369 bhp and 380 lb ft of torque, with 310 bhp and 340 lb ft coming from the 6.0L V8 Gen IV gasoline engine. The 2 Mode Hybrid transmission adds the equivalent of the balance of the output, and in addition it increases the time the engine can remain at peak power during acceleration. The fixed gear ratios are designed to let the most power be used over the most useful vehicle speeds. Overview Model year 2008 interim is the debut of the two-mode M99 electrically variable hybrid transmission. It was developed from the years of experience GM has gained from designing large passenger buses with single-mode hybrid drive systems. Electrically Variable Transmissions (EVT) have been used since the 1930s, and are most prevalent in locomotives. These are one-mode operations, with the combustion engine driving a generator which powers electric motors at the wheels. This requires very large electric motors to enable variable speed ranges. GM began building passenger buses with two-mode EVTs, the first mode using an input-split EVT mode and the second being a compound-split EVT mode and production began in 2003. The two-mode systems reduce the size of the electric motors necessary, allowing them to be used in smaller vehicles. In addition, to optimize the size of the electric motors for a private passenger vehicle, the 2 Mode RWD Hybrid Transmission uses four fixed ratios, added with the addition of two additional planetary gearsets. The fixed ratios in addition to the EVT continuously variable ratios were developed for the full-size SUVs to improve fuel efficiency and meet all requirements for acceleration, towing, top speed, driveline refinement, and emissions. Locking the first motor keeps the output shaft operating at the same speed as the input shaft, which is called “input-split” mode. This is a single-mode system such as is used on the commercial vehicles. For passenger vehicles it can have high fuel efficiency or high power, but not both. That is why the two-mode, or “compound-split”, system with two electric motors was developed for the Tahoe and Yukon. The clutches in the 2-mode EVT are wet hydraulic clutches, similar to those in a conventional automatic transmission, and require a pump to activate, however unlike a conventional automatic transmission, the pump is independent from the torque supplied by the gasoline combustion engine. The fixed ratios are operated by synchronous “clutch-on, clutch-off” timing, which allows smooth shift events between modes of fixed and variable ratio operation. The fixed ratios were added to the EVT design to allow superior towing capability without requiring larger electric motors. This required two additional clutches and two additional planetary gearsets, which with the electric motors can be packaged inside a case that fits in the existing platform package of the Tahoe/Yukon application. In layman’s terms, the 2-Mode EVT can be thought of like two transmissions connected inline: One transmission is continuously variable by way of using an electric motor to vary ratios, and the other is a conventional stepped-ratio transmission. The fixed gears take over when power demand from the combustion engine is higher than the electric motor’s ability to maintain a ratio. The fixed gears are used in high-load situations. When the fixed gears are in use, the electric motors then can generate electricity rather than consume it, or they can also be used to add torque to the output shaft for better performance. Coasting and braking also allow the electric motors to generate electricity. Low maintenance DEXRON® VI is used as a lubricant and to cool the electric motors. For normal use there is no fluid change scheduled. DEXRON® VI was developed to have a more consistent viscosity profile; a more consistent shift performance in extreme conditions; and less degradation over time. Internal GM tests have demonstrated DEXRON® VI delivers more than twice the durability and stability in friction tests compared to existing fluids. The 2008i 2 Mode RWD Hybrid Transmission (M99) is produced in Baltimore, Maryland.

Not two electric CVTs, two electric motors in conjunction with the planetary gear sets combine to form one electro-mechanical CVT. When you have an infinitely variable transmission adding extra fixed-gear sets is pointless.

Upper Saxon, Mainfränkisch, Pfaelzisch, Kölsch, Schwäbisch, Bayerisch or Standard Deutsche? I am ignoring of course the High German languages which are purely Swiss/Alsation, Italian etc. and the "Low German" languages spoken in Germany such as Neddersassisch, Westfälisch, Saterfriesisch, Ostfriesisch and Nordfriesisch.

No, 6T70s, the same as the Equinox, Torrent, Aura, Malibu and G6 (the fullsize crossovers get the 6T75). I would expect the 2.4 L Vue to get the 6T45 for the 2009 MY.

The Tundra outsells all versions of the Sierra combined (of course the rebates help). The Sierra is still ahead for the year, but it will probably be just a couple of months before the gap is closed. Also I doubt many Tundra sales are being effected by the housing downturn.

So far only the Malibu will be equipped with the GM Daewoo GF6/Hydramatic 6T40 in the North American market. SGM will build the the 6T40 for for the Chinese-market LaCrosse, which also uses the 2.4 L VVT engine, while Daewoo will also use the 6T40, plus a higher-torque 6T45 in the 2008 Tosca/Epica, probably with the 2.5 L I6. There will also be an awd version of the 6T45, no known application so far but the Vue/Antara and Captiva seem likely. Oh, and the Malibu will have the 3.5 L V6 as well.

It won't even work. People have in their minds an idea of what they want to pay for fuel in a week, or a month. Make vehicles 20% more efficient and they buy a larger vehicle that uses 20% more fuel. You have to give people an economic or social incentive to buy a smaller, more expensive, but more efficient vehicle.

I realize Canada is different, but the "small" SUV would not have been much smaller or lighter than the Vue. I can see why they moved to a less-rugged, but probably more fuel-efficient lwb Gamma that could eventually be shared with the Meriva MPV and Combo LCVs.

Rant Rant Rant. Best selling SUVs/crossovers in July? 1. CR-V 20K 2. Trailblazer 14.5 K 3. RAV4 14.5 K 4. Pilot 13.1K 5. HHR 12.9K 6. Escape 12.4K 7. Tahoe 11.9K 8. Explorer 11.2K 9. Grand Cherokee 10.1K Most midsize rwd/awd SUVs dropped 25% last month, except the pathfinder (-8%), Grand Cherokee (+4%), Commander (-15%) and Trailblazer (+10%). In fact midsize crossovers suffered just as badly, if not worse: Honda Pilot -29.79% Toyota Highlander -23.10% Nissan Murano -8.61% Chevrolet Equinox -39.78% Pontiac Torrent -32.65% I can believe all the tracker people have bought Sportages, along with all the people who used the buy the old pint-sized RAV4. There certainly isn't much else in that segment since the RAV4 was upsized, and the only other entries left have been in decline (both losing 10K a year). A strong entry might sell 50K in a year while the Equinox, even with soft sales this year, may still sell twice that, and a strong midsize crossover should sell three times that. A Captiva with the right engines might even make 4 times that in the current environment (but badge it Equinox please, as Holden considered doing).

Then why is the Rabbit doing so well? or the rather expensive Fit? The Caliber may be a wagon, but it's marketed as a hatch, and does ok for a Dodge.

You mean the '78 A4 Celica XX, '81 A6 Celica Supra or '86 A7 Supra (made in both Japanese-specific small-car and export wide-body styles)?

AE86 is one specific engine-platform combination (A-block 6-engine, E8 model designation). There were actually 4 separate rwd E8 models, actually using the older E7 rwd platform with the new E8 styling theme (E8 4- an 5-doors had a new, larger fwd platform). The xE8x E was the Corolla Levin 2-door coupe and 3-door fastback, and the xE8x F was the Sprinter Trueno with the same body styles (from memory Corolla coupes had pop-up lights and Sprinters fixed lights). The Sprinter and Corolla were siblings sold in seperate dealer networks in Japan. Export models were often mixed and matched, more to even out projected sales of each variant than any other reason, and names were mixed up as well—the Sprinter Trueno fastback was exported to some markets as the Corolla Sprinter, or simply the Sprinter (as a result some people think the Sprinter was only the coupe variant of the Corolla, not a separate model lineup). The following E9 coupes switched to the fwd platform already used by the 4- and 5-door models, E10 and E11 to the next fwd platform. Later fwd models resembled the SC300/400 coupe, but the final E11 variants were rather dowdy, a result of a cost-cutting drive that would ultimately doom both the coupes and the entire Sprinter lineup. The last generation Corolla coupe (complete with smaller Corolla engine) was badged Celica (officially T- rather than E-body) in order to maximize profit margins, but judging from sales in many markets not many people bought the deception.

Which is why BMW has quietly dropped the 2.5 L I6 in favor of a lower-output version of the 3.0 L DI engine (of course Americans get a different, non-DI 3.0 L badged 328 to match Mercedes' 3.0 L C280). GM's 2.8 exists primarily as a base for turbocharging. Expect output to keep increasing (beyond the current 280 PS) as the driveline allows increasingly higher torque and hp levels.

Two historical uses. You're forgetting the Russians had one as well.

Driving less doesn't stop other people hitting your car while it's parked though