In late July Porsche announced Wendelin Wiedeking would be leaving his position as the company's CEO to be replaced by Michael Macht, clearing the way for the supervisory board at Volkswagen to lay the foundation for an integrated company with Porsche under VW leadership. Today that merger has moved forward, and reports indicate the Auto Union name could be revived to brand it.
According to a statement released by the VW Group on the announcement of the acquisition, "The integrated automotive group will be formed from the progressive participation of Volkswagen in Porsche AG and the subsequent merger of Porsche Automobil Holding SE and Volkswagen AG. Porsche will remain an independent company headquartered in Stuttgart."
Today's report re-affirms Porsche's independence, and the Auto Union name is apparently being considered to help preserve the idea that it's not Volkswagen running the whole show.
The Auto Union name was originally given to a merger of four German carmakers - Horch, Audi, DKW and Wanderer - in 1932. The brand went on to fame in motorsports through the 1930s, but was disrupted by World War II, and subsequently went through a number of reformations, eventually ending in a renaming to Audi AG in 1985.
Volkswagen is buying a 49% stake of Porsche AG, the company's sports car business, however, with final valuations to be set on Thursday, reports Automotive News. Qatar, which has recently sought a share of Porsche and VW both, has also been welcomed into the deal as well as a key shareholder.
VW board chairman Martin Winterkorn described the company's plans in July, saying, "Volkswagen and Porsche have excellent know-how at their disposal and can use their resources even more efficiently by combining them. For this reason, we expect additional growth opportunities, safeguarding existing jobs and creating new ones.
"At the same time, we can call on our considerable experience in the integration of proud and successful brands rich in tradition. Like Audi today, Porsche can also continue its independent development under the aegis of Volkswagen and preserve its own identity. We have great respect for the achievements of the Porsche workforce and are convinced that Porsche can enrich the Volkswagen Group – just as Volkswagen can vice versa enrich Porsche.”
The comparison to Audi may be the most apt of all, as it will be the balance between Audi and Porsche in the mass market that will likely shape both brands' future product lineup.
Source: MotorAuthority
GM’s Chairman: New models will be released sooner
better sooner than later
General Motors Company’s Chairman Edward Whitacre, who has previously claimed he doesn’t know anything about cars, finally held a press conference ever since taking his new position. The former AT&T chairman and CEO said that GM will be introducing certain vehicles sooner than originally planned to fight for its market share.
“Our cash position is good,” Whitacre said. “We have some flexibility.”
GM, which emerged from bankruptcy on July 10, shed a lot of its debt and received $50 billion in federal aid. The automaker will now reallocate spending plans to stem market share losses to its rivals.
GM’s market share declined last month from 20.5 percent to 18.9 percent. It’s expected to lose more once it sells Saab, Hummer and Pontiac.
Cars we’d like to see GM release earlier than planned? Chevrolet Camaro Z28, Chevrolet Camaro Convertible and the Cadillac CTS-V Coupe
Source: eGMCarTech
“Our cash position is good,” Whitacre said. “We have some flexibility.”
GM, which emerged from bankruptcy on July 10, shed a lot of its debt and received $50 billion in federal aid. The automaker will now reallocate spending plans to stem market share losses to its rivals.
GM’s market share declined last month from 20.5 percent to 18.9 percent. It’s expected to lose more once it sells Saab, Hummer and Pontiac.
Cars we’d like to see GM release earlier than planned? Chevrolet Camaro Z28, Chevrolet Camaro Convertible and the Cadillac CTS-V Coupe
Source: eGMCarTech
The Streak Is Broken!
Nice job, Ford.
Ford Motor Company has just reported a 2.3% sales gain for July 2009 versus the same month last year. Why is that a big deal? For one, FoMoCo, General Motors and Chrysler LLC have been on a streak of monthly sales losses going all the way back to January 2008 when GM posted a 2.1% gain. The last time Chrysler reported positive numbers was December 2007 with a meager 1.0% improvement. Ford has gone the longest – 19 months – without reporting a sales gain, its last one being razor thin at 0.4% all the way back in November 2007.
And to what can we attribute Ford's positive performance in July 2009? A number of things, including a fresh lineup of vehicles, new hybrids, positive press and, of course, a little bit of help from the Cash for Clunkers program. Not all can be credited to CFC just yet, though, as dealers only actively started accepting trade-ins at the end of the month. Nevertheless, Ford's entire portfolio of brands reported gains except for Lincoln, which was down 24.3%. The Ford brand was up 2.9%, Mercury gained 6.6% and even Volvo erupted with a 25.7% sales gain.
Of individual models, the 2010 Escape made the biggest sales gain selling 20,241 units, a 94.2% improvement versus July 2008. The new 2010 Fusion also did well, selling 17,610 units for a 66.0% jump in sales. Even the Focus improved selling 21,830 units for a 43.6% gain.
Source:autoblog.com
And to what can we attribute Ford's positive performance in July 2009? A number of things, including a fresh lineup of vehicles, new hybrids, positive press and, of course, a little bit of help from the Cash for Clunkers program. Not all can be credited to CFC just yet, though, as dealers only actively started accepting trade-ins at the end of the month. Nevertheless, Ford's entire portfolio of brands reported gains except for Lincoln, which was down 24.3%. The Ford brand was up 2.9%, Mercury gained 6.6% and even Volvo erupted with a 25.7% sales gain.
Of individual models, the 2010 Escape made the biggest sales gain selling 20,241 units, a 94.2% improvement versus July 2008. The new 2010 Fusion also did well, selling 17,610 units for a 66.0% jump in sales. Even the Focus improved selling 21,830 units for a 43.6% gain.
Source:autoblog.com
2010 Shelby GT500 Super Snake Specs
How does 630HP and 725HP Sound?
For that small percentage of buyers that aren't satisfied with the 2010 Ford Mustang-based Shelby GT500 that packs a 5.4-liter supercharged V8 with 540 ponies under the hood, Caroll Shelby and his team have prepped an even more hardcore package called Super Snake. Due to go on sale in August, Shelby offers the Super Snake package on the GT500 in two guises, with outputs of 630 and 725 horsepower, the latter offered only on the coupe model.
2010 Shelby GT500 Mustang Super Snake Shelby achieves the power upgrades with a different supercharger kit and a new exhaust system while other mods include a cold air intake system and a custom drive shaft on the 725HP variant
To improve handling, the Super Snake package adds a race-spec suspension system with adjustable dampers, a short throw shifter and a Baer brake system with 6 piston calipers and cross drilled and ventilated discs. Customers can also opt for a more hardcore Eibach handling pack.
2010 Shelby GT500 Mustang Super Snake On the aesthetics side, Shelby adorns the basic GT500 with a unique fiberglass hood with a larger air scoop, specific stripes, numerous carbon fiber body components, sequential tail lights, quarter window scoops and of course, new 20-inch alloy wheels shod in Pirelli P-Zero rubber.
For the interior, the basic Super Snake package adds center gauge cluster, satin door lock knobs and headrests embroidered with the Shelby logo which also appears on the center console.
Once you bring in your GT500, Shelby will charge you $29,495 for 630HP package and $33,495 for the 725HP kit. In both cases, prices including installation but not the donor car - just to make it clear.
Source: CarScoop
2010 Shelby GT500 Mustang Super Snake Shelby achieves the power upgrades with a different supercharger kit and a new exhaust system while other mods include a cold air intake system and a custom drive shaft on the 725HP variant
To improve handling, the Super Snake package adds a race-spec suspension system with adjustable dampers, a short throw shifter and a Baer brake system with 6 piston calipers and cross drilled and ventilated discs. Customers can also opt for a more hardcore Eibach handling pack.
2010 Shelby GT500 Mustang Super Snake On the aesthetics side, Shelby adorns the basic GT500 with a unique fiberglass hood with a larger air scoop, specific stripes, numerous carbon fiber body components, sequential tail lights, quarter window scoops and of course, new 20-inch alloy wheels shod in Pirelli P-Zero rubber.
For the interior, the basic Super Snake package adds center gauge cluster, satin door lock knobs and headrests embroidered with the Shelby logo which also appears on the center console.
Once you bring in your GT500, Shelby will charge you $29,495 for 630HP package and $33,495 for the 725HP kit. In both cases, prices including installation but not the donor car - just to make it clear.
Source: CarScoop
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Ford boosting production to meet Demand
Sales increase for Ford??
More good news comes from the Blue Oval camp today as Ford CEO Alan Mulally has said that the automaker plans to "[increase] production to support the desirability of Ford products." Despite a downturn in new car sales, Ford – the only member of the Detroit 3 automakers that has not filed for bankruptcy protection in the last two months – has actually managed to gain a few ever-important percentage points of market share from its global rivals, including fellow American automakers General Motors and Chrysler.
In related news, Mulally says that Ford is well on its way to returning to profitability in 2011 as planned. Last year, Ford recorded its worst-ever loss of $14.8 billion and expects to continue posting smaller losses through 2009 and 2010, but Mulally is confident the company has sufficient funds on hand to finance the turnaround plan made possible by the $23 billion the automaker raised in 2006 shortly before the global economy hit the panic button.
A major portion of Ford's turnaround plan is based on "more and more electrification, both hybrids and battery electric vehicles," said Mulally, which is consistent with stated goals set out by the Obama Administration. Earlier this week, Ford accepted $5.9 billion in U.S. Department of Energy loans to retool factories to build more environmentally friendly cars and trucks.
Source: AutoBlog
In related news, Mulally says that Ford is well on its way to returning to profitability in 2011 as planned. Last year, Ford recorded its worst-ever loss of $14.8 billion and expects to continue posting smaller losses through 2009 and 2010, but Mulally is confident the company has sufficient funds on hand to finance the turnaround plan made possible by the $23 billion the automaker raised in 2006 shortly before the global economy hit the panic button.
A major portion of Ford's turnaround plan is based on "more and more electrification, both hybrids and battery electric vehicles," said Mulally, which is consistent with stated goals set out by the Obama Administration. Earlier this week, Ford accepted $5.9 billion in U.S. Department of Energy loans to retool factories to build more environmentally friendly cars and trucks.
Source: AutoBlog
GM Says Orders for Camaro outrun Supplies
Demand is high, suppliers can't keep up
June 25 (Bloomberg) -- General Motors Corp., rushing to emerge from bankruptcy as a profitable automaker, can’t keep up with demand for the 2010 Chevrolet Camaro sports car.
GM has filled about half the 25,000 Camaro orders taken, said Terry Rhadigan, a GM spokesman. Dealers, staggered by GM’s 42 percent U.S. sales decline in the first five months of the year, report that the new vehicles sell within days. Analysts say they sell for about $500 more than sticker price on average.
“I won’t have a stocked Camaro for probably a year,” said James Schmid, general sales manager at Bartow Chevrolet in Bartow, Florida. His Chevy dealership sold both its showroom Camaros at list price within a day of arrival, he said. That’s in addition to 18 custom orders the dealer filled.
GM said it began producing the muscle cars in March, and it sold 5,463 in May, according to industry researcher Autodata Corp. of Woodcliff Lake, New Jersey. The Camaro competes with Ford Motor Co.’s Ford Mustang and Chrysler Group LLC’s Dodge Challenger.
The Camaro may benefit from its use as Bumblebee in the movie sequel “Transformers: Revenge of the Fallen,” which opened in theaters yesterday.
GM describes the Camaro as having a “taut, athletic design” that builds off the 1960s version.
No Incentives
The Camaro starts with a sticker price of $23,040 for the LS model with a V-6 and GM isn’t offering incentives, Kelley Blue Book reports.
“It is actually commanding a premium right now, as it is selling slightly above MSRP,” said Joanna McNally, a Kelley Blue Book spokeswoman. “Camaros are currently selling for nearly $500 above MSRP.”
The sports car, made in Oshawa, Ontario, is available with a 3.6-liter, direct-injected V-6 engine or a 6.2-liter V-8. When powered by the V-6, the Camaro is rated at 29 miles per gallon on the highway and 18 mpg in the city with an automatic transmission.
“The moral of the story is: design still sells,” said Erich Merkle, an independent auto analyst. “The American automakers can make a comeback if they keep their eye on the ball and design vehicles people have to have.”
Scott Montgomery, general manager at Les Stanford Chevrolet Cadillac in Dearborn, Michigan, said the Camaro is a bright spot in a difficult time. Chevrolet sales in the U.S. fell 39 percent in the first five months of the year.
The dealership has sold 15 or 20 Camaros, and new arrivals will move in a matter of hours, not days, Montgomery said.
“If I could get 50 more, I’d be in heaven,” he said.
Source: Bloomberg
GM has filled about half the 25,000 Camaro orders taken, said Terry Rhadigan, a GM spokesman. Dealers, staggered by GM’s 42 percent U.S. sales decline in the first five months of the year, report that the new vehicles sell within days. Analysts say they sell for about $500 more than sticker price on average.
“I won’t have a stocked Camaro for probably a year,” said James Schmid, general sales manager at Bartow Chevrolet in Bartow, Florida. His Chevy dealership sold both its showroom Camaros at list price within a day of arrival, he said. That’s in addition to 18 custom orders the dealer filled.
GM said it began producing the muscle cars in March, and it sold 5,463 in May, according to industry researcher Autodata Corp. of Woodcliff Lake, New Jersey. The Camaro competes with Ford Motor Co.’s Ford Mustang and Chrysler Group LLC’s Dodge Challenger.
The Camaro may benefit from its use as Bumblebee in the movie sequel “Transformers: Revenge of the Fallen,” which opened in theaters yesterday.
GM describes the Camaro as having a “taut, athletic design” that builds off the 1960s version.
No Incentives
The Camaro starts with a sticker price of $23,040 for the LS model with a V-6 and GM isn’t offering incentives, Kelley Blue Book reports.
“It is actually commanding a premium right now, as it is selling slightly above MSRP,” said Joanna McNally, a Kelley Blue Book spokeswoman. “Camaros are currently selling for nearly $500 above MSRP.”
The sports car, made in Oshawa, Ontario, is available with a 3.6-liter, direct-injected V-6 engine or a 6.2-liter V-8. When powered by the V-6, the Camaro is rated at 29 miles per gallon on the highway and 18 mpg in the city with an automatic transmission.
“The moral of the story is: design still sells,” said Erich Merkle, an independent auto analyst. “The American automakers can make a comeback if they keep their eye on the ball and design vehicles people have to have.”
Scott Montgomery, general manager at Les Stanford Chevrolet Cadillac in Dearborn, Michigan, said the Camaro is a bright spot in a difficult time. Chevrolet sales in the U.S. fell 39 percent in the first five months of the year.
The dealership has sold 15 or 20 Camaros, and new arrivals will move in a matter of hours, not days, Montgomery said.
“If I could get 50 more, I’d be in heaven,” he said.
Source: Bloomberg
Ford gives $20 to charity for each Test Drive
Ford cares! Donates money to those needed
Ford is making the most of having a little bit of extra fat during these lean times by sharing its fortune with the Susan G. Komen Breast Cancer Foundation. If you test drive a Ford, Lincoln, or Mercury before June 1, Ford will give $20 to the foundation, up to $1,000,000. Dealers can match the contributions up to $1,000 per store, and you can choose which local Komen affiliate you would like to receive your donation.
There are two ways to take advantage of the charity offer: before you go for your test drive, log on to www.fordcares.com and print out the registration form. After your test drive, the dealer will give you a code to enter on the Ford Cares site, and that will activate the donation. Or, if you're in a Komen Foundation Race for the Cure, your race packet will have a registration form you can take to the dealer before your test drive
PRESS RELEASE
FORD ADDS COMMUNITY, CHARITY 'ADVANTAGE' TO PLAN
* Building on the Ford Advantage Plan, Ford will donate $20 in the name of each prospective customer that test drives a Ford, Lincoln or Mercury vehicle through June 1, up to $1 million to Susan G. Komen for the Cure®; dealers also can match the contribution.
* Ford Motor Company and its dealers have dedicated more than $100 million to the fight against breast cancer, throughout its 15-year partnership with Susan G. Komen for the Cure.
* In addition to helping charities nationwide, the Ford Advantage Plan boosts consumer confidence by covering payments up to 12 months on any new Ford, Lincoln or Mercury vehicle if customers lose their jobs.
DEARBORN, Mich., April 28, 2009 – Beyond 0 percent financing on select models and payment protection for a full year, Ford Motor Company is expanding its Ford Advantage Plan to ensure critical breast cancer services aren't compromised while charities work to weather the challenging economy.
Today, Ford is announcing it will donate $20 to Susan G. Komen for the Cure® in the name of each prospective customer that test drives a Ford, Lincoln or Mercury vehicle through June 1, 2009, up to $1 million. Dealers also may match Ford's individual $20 contributions in the name of each customer, up to $1,000 per dealership.
In addition, customers will be able to select the local Komen for the Cure Affiliate of their choice for Ford's charitable contribution.
"Our goal with the Ford Advantage Plan is to rebuild consumer confidence and assist local charitable organizations that also are struggling in this economy," said Ken Czubay, vice president of Sales and Marketing. "The Ford Advantage Plan also delivers a 'community advantage' to remind people that Ford and its dealers will be there to support to support them and the charities they care most about – in good times and bad."
As a national series sponsor of the Susan G. Komen Race for the Cure® Series, Ford supports more than 120 Race events nationwide. More than 50,000 Ford employees have participated in Komen Race for the Cure events, and thousands of local Ford dealers support the Race in their communities creating tremendous awareness for the breast cancer movement. Through 'Warriors in Pink', Ford captures the true essence of survivorship, celebrating the more than 2.5 million breast cancer survivors – the largest group of all cancer survivors – living in the U.S. today.
Additionally, in 2008, more than 18,000 Ford U.S. employees have volunteered 100,000 hours to help people in their local communities; that's the equivalent of nearly $2 million dollars of in-kind corporate contributions.
"This program will go a long way in helping Komen directly serve women and men in hundreds of communities across the country with education, screening and treatment programs that address breast cancer issues close to home," said Hala Moddelmog, president and CEO for Susan G. Komen for the Cure. "Once again, Ford and its associates are demonstrating the creativity and drive that have made them outstanding Komen partners for the past 15 years."
Building Confidence
Since launching the Ford Advantage Plan on March 31, Ford, Lincoln and Mercury dealers have noticed the program is making a difference and building consumer confidence.
"We have definitely seen an increase in showroom traffic since the Ford Advantage Plan was announced," said Dan Heller, Dealer Principal from Heller Ford in El Paso, Ill.
"We had a customer come in a couple days before the program looking for an F-150 but told us he was worried about losing his job. Within hours of hearing about the Ford Advantage Plan, he came into the dealership and bought the F-150," Heller added.
Customers also can take comfort in knowing that Ford's newest vehicles are the best or among the best in fuel economy, quality and cost of ownership.
The Ford Fusion and Mercury Milan are America's most fuel-efficient mid-size sedans, and the Fusion has a higher residual value than the Toyota Camry after three years of ownership, according to the Automotive Leasing Guide (ALG).
Ford also maintains strong residual values throughout its product lineup. Vehicles with strong residual values retain more of their value at the end of their lease contract period.
In addition, Ford's quality is now on par with Toyota and Honda, and Ford continues to have more top safety picks than any other brand.
How to Make a Difference
Consumers interested in test driving a Ford, Lincoln or Mercury vehicle during the Ford Advantage Plan test drive period can participate in two ways, by:
* Logging on to www.fordcares.com and obtaining a registration form and registration number. After visiting a Ford, Lincoln or Mercury dealership and test driving a vehicle, dealers will provide customers with a registration code. Customers visit www.fordcares.com again to input the registration code, validating their form, and activating the donation by Ford in their name; or
* Prospective customers participating in an upcoming Komen Race for the Cure event through June 1 will receive a registration form in their Race packet and can follow the same steps to initiate a donation on their behalf.
To find out more information about the Ford Advantage Plan or the charitable test drive component, please visit www.fordcares.com or www.ford.com.
Source: AutoBlog
There are two ways to take advantage of the charity offer: before you go for your test drive, log on to www.fordcares.com and print out the registration form. After your test drive, the dealer will give you a code to enter on the Ford Cares site, and that will activate the donation. Or, if you're in a Komen Foundation Race for the Cure, your race packet will have a registration form you can take to the dealer before your test drive
PRESS RELEASE
FORD ADDS COMMUNITY, CHARITY 'ADVANTAGE' TO PLAN
* Building on the Ford Advantage Plan, Ford will donate $20 in the name of each prospective customer that test drives a Ford, Lincoln or Mercury vehicle through June 1, up to $1 million to Susan G. Komen for the Cure®; dealers also can match the contribution.
* Ford Motor Company and its dealers have dedicated more than $100 million to the fight against breast cancer, throughout its 15-year partnership with Susan G. Komen for the Cure.
* In addition to helping charities nationwide, the Ford Advantage Plan boosts consumer confidence by covering payments up to 12 months on any new Ford, Lincoln or Mercury vehicle if customers lose their jobs.
DEARBORN, Mich., April 28, 2009 – Beyond 0 percent financing on select models and payment protection for a full year, Ford Motor Company is expanding its Ford Advantage Plan to ensure critical breast cancer services aren't compromised while charities work to weather the challenging economy.
Today, Ford is announcing it will donate $20 to Susan G. Komen for the Cure® in the name of each prospective customer that test drives a Ford, Lincoln or Mercury vehicle through June 1, 2009, up to $1 million. Dealers also may match Ford's individual $20 contributions in the name of each customer, up to $1,000 per dealership.
In addition, customers will be able to select the local Komen for the Cure Affiliate of their choice for Ford's charitable contribution.
"Our goal with the Ford Advantage Plan is to rebuild consumer confidence and assist local charitable organizations that also are struggling in this economy," said Ken Czubay, vice president of Sales and Marketing. "The Ford Advantage Plan also delivers a 'community advantage' to remind people that Ford and its dealers will be there to support to support them and the charities they care most about – in good times and bad."
As a national series sponsor of the Susan G. Komen Race for the Cure® Series, Ford supports more than 120 Race events nationwide. More than 50,000 Ford employees have participated in Komen Race for the Cure events, and thousands of local Ford dealers support the Race in their communities creating tremendous awareness for the breast cancer movement. Through 'Warriors in Pink', Ford captures the true essence of survivorship, celebrating the more than 2.5 million breast cancer survivors – the largest group of all cancer survivors – living in the U.S. today.
Additionally, in 2008, more than 18,000 Ford U.S. employees have volunteered 100,000 hours to help people in their local communities; that's the equivalent of nearly $2 million dollars of in-kind corporate contributions.
"This program will go a long way in helping Komen directly serve women and men in hundreds of communities across the country with education, screening and treatment programs that address breast cancer issues close to home," said Hala Moddelmog, president and CEO for Susan G. Komen for the Cure. "Once again, Ford and its associates are demonstrating the creativity and drive that have made them outstanding Komen partners for the past 15 years."
Building Confidence
Since launching the Ford Advantage Plan on March 31, Ford, Lincoln and Mercury dealers have noticed the program is making a difference and building consumer confidence.
"We have definitely seen an increase in showroom traffic since the Ford Advantage Plan was announced," said Dan Heller, Dealer Principal from Heller Ford in El Paso, Ill.
"We had a customer come in a couple days before the program looking for an F-150 but told us he was worried about losing his job. Within hours of hearing about the Ford Advantage Plan, he came into the dealership and bought the F-150," Heller added.
Customers also can take comfort in knowing that Ford's newest vehicles are the best or among the best in fuel economy, quality and cost of ownership.
The Ford Fusion and Mercury Milan are America's most fuel-efficient mid-size sedans, and the Fusion has a higher residual value than the Toyota Camry after three years of ownership, according to the Automotive Leasing Guide (ALG).
Ford also maintains strong residual values throughout its product lineup. Vehicles with strong residual values retain more of their value at the end of their lease contract period.
In addition, Ford's quality is now on par with Toyota and Honda, and Ford continues to have more top safety picks than any other brand.
How to Make a Difference
Consumers interested in test driving a Ford, Lincoln or Mercury vehicle during the Ford Advantage Plan test drive period can participate in two ways, by:
* Logging on to www.fordcares.com and obtaining a registration form and registration number. After visiting a Ford, Lincoln or Mercury dealership and test driving a vehicle, dealers will provide customers with a registration code. Customers visit www.fordcares.com again to input the registration code, validating their form, and activating the donation by Ford in their name; or
* Prospective customers participating in an upcoming Komen Race for the Cure event through June 1 will receive a registration form in their Race packet and can follow the same steps to initiate a donation on their behalf.
To find out more information about the Ford Advantage Plan or the charitable test drive component, please visit www.fordcares.com or www.ford.com.
Source: AutoBlog
NISMO Nissan 370Z
Official Press release and photos!
Official photos from the New York Auto Show released, Full Press release after the jump!
Source: AutoBlog
PRESS RELEASE:
All-New 2009 Nissan NISMO 370Z Offers Racing-Inspired Performance and Style
Latest NISMO Z® Hits the Streets in June With 350-horsepower 3.7-liter V6, NISMO-tuned Suspension, Aerodynamic Body and Unique Interior Treatments
The all-new, second generation NISMO 370Z, which is set to go on sale at Nissan retailers nationwide in June 2009, continues the tradition of the original by offering unique performance and design attributes that true sports car enthusiasts are looking for – straight from the factory. Like the limited production NISMO 350Z introduced two years earlier, the new NISMO 370Z is a tuner-Z® enthusiast's dream, featuring a 350-horsepower 3.7-liter V6, racing-inspired exterior and interior styling, a specially tuned suspension and special super-lightweight 19-inch forged alloy wheels.
The 2009 NISMO 370Z was developed by NNA's Specialty Vehicles Group in conjunction with Autech Japan, Nissan's longstanding conversion partner.
"The NISMO name is known throughout the world as the leading supplier of race-bred, factory-tuned, extreme performance Nissan parts, accessories and vehicles," said Al Castignetti, vice president and general manager, Nissan Division, Nissan North America, Inc. (NNA). "The new, second-generation NISMO Z® proudly – and deservedly – wears the NISMO badge, carrying on the tradition of bringing racing-inspired performance and engineering to the street."
The all-new NISMO 370Z is offered in one completely equipped model (no options) with a close-ratio 6-speed manual transmission only.
Dynamic Performance And Handling Comes Standard
The new NISMO 370Z starts with the unmatched foundation of an advanced Nissan FM (Front Midship) platform, refined 4-wheel independent suspension and 3.7-liter DOHC V6 engine with Variable Valve Event and Lift Control (VVEL). The VVEL system helps optimize intake valve open/close movements, allowing the needed air to be sent promptly to the combustion chamber at the precisely optimized time. For its use in the NISMO 370Z, the 3.7-liter VQ-series V6 produces 350 hp @ 7,400 rpm and 276 lb-ft of torque @ 5,200 rpm. The NISMO Z®'s enhanced engine power and acceleration is provided through use of an exclusive H-configured exhaust system design and muffler tuning, along with optimized ECM (Engine Computer Module) control.
The NISMO 370Z is offered only with a close-ratio 6-speed manual transmission with Nissan's new "SynchroRev Match" function, the world's first synchronized downshift rev matching manual transmission system. The "SynchroRev Match" function automatically controls and adjusts engine speed when shifting to the speed of the next gear position, essentially "blipping" the throttle to smooth out any up/down shifts. This not only allows the driver to focus more on braking and steering, it improves vehicle balance and smoothness by reducing the typical "shock" when the clutch is engaged. The system can be deactivated with a button next to the shifter for drivers who prefer less vehicle intervention.
The NISMO 370Z features a tight, rigid body structure with a strut tower bar brace and a pair of performance dampers, which quickly and efficiently react to and control body vibrations from road input via the tires, contributing to the NISMO 370Z's outstanding stability and performance feel.
The NISMO Z®'s double-wishbone front/4-link rear suspension design suspension is specially tuned for exceptional stability and handling. Compared to a standard Nissan 370Z Coupe, front spring rates have been dialed up 15%, rear spring rates 10%, front stabilizer bar rate upped 15% and the rear stabilizer bar is 50% stiffer. The roll stiffness rate has been increased by 15% and front and rear damping factors have been increased by 40% and 140% respectively.
The NISMO 370Z rides on unique 5-spoke Nissan-branded 19-inch RAYS forged aluminum-alloy wheels (19x9.5-inch front, 19x10.5-inch rear) mounted with Yokohama ADVAN Sport Y-rated high-performance tires (P245/40ZR19 front, P285/35ZR19 rear).
Bringing the NISMO 370Z to a stop are standard NISMO Sport Brakes with large diameter 14.0-inch front and 13.8-inch rear vented rotors with 4-piston front and 2piston rear aluminum calipers. The braking system also includes a variable ratio brake pedal for a more direct pedal stroke feel, Anti-Lock Braking System (ABS), Electronic Brake force Distribution (EBD) and Brake Assist (BA). A Viscous Limited-Slip Differential (VLSD) is standard on all NISMO 370Zs, along with Vehicle Dynamic Control (VDC).
Responsive steering is provided by a vehicle-speed-sensitive power-assisted rack-and-pinion design that has been reworked (versus the NISMO 350Z design) with redesigned mounting bushings and a column insulator to provide improved response. Unwanted steering kickback and vibrations are reduced with the use of a solenoid valve that acts like a damper when there is a harsh impact load.
Unique NISMO 370Z Exterior and Interior
Along with its standout performance, the new NISMO Z® offers a standout appearance inside and out. The functional and fully integrated aerodynamic body pieces include an extended front nose design with a canard design at each corner for improved downforce and a fully integrated chin spoiler. The NISMO 370Z has an overall length of 174.3 inches.
Special side sills and a unique rear bumper help control airflow under the vehicle, while the functional rear spoiler increases downforce. The NISMO 370Z exterior also includes a wide stance, sculptural fenders, upswept quarter windows, bold "boomerang" shaped headlights and taillights, vertical door handles and aluminum hood, door panels and hatchback. The headlights are a High Intensity Discharge (HID) bi-functional xenon design with an auto on/off feature.
"One look at the dramatic NISMO 370Z body and you know that this isn't your everyday sports car," said Castignetti. "The styling is highly emotional yet totally functional – expressing dynamic movement while enhancing airflow and downforce for enhanced aerodynamic performance."
The NISMO 370Z is offered in five exterior colors: Pearl White, Brilliant Silver, Magnetic Black, Solid Red and Platinum Graphite.
The NISMO 370Z's driver-centric interior includes NISMO logo seats with black and red fabric and red stitching, a NISMO tachometer, steering wheel with smooth leather and red parallel stitching, smooth leather-wrapped shift knob and aluminum trimmed pedals. A special serialized plaque of authenticity, located on the vertical panel above the floor-mounted console, is matched to each NISMO Z®, identifying its unique serial and model year designation.
The NISMO 370Z's 2-seat interior layout is built around a deeply scooped instrument panel with a full-length center console separating the driver and passenger's seat. In the rear is an open cargo area with enhanced storage and accessibility. The instrument panel includes a 3-pod cluster with oil temperature, voltmeter and clock, while the speedometer and tachometer include an "initial sweep" function, coming alive when the NISMO Z® is first started.
Both the driver and passenger's seats are structured with an anti-slip material in the main seating surface. The sporty woven cloth seats feature standard 8-way driver's/4-way passenger manual adjustments. Adjustable front seat Active Head Restraints are standard.
Standard interior comfort and convenience features include Nissan Intelligent Key™ with Push Button Start, power windows with one-touch auto up/down feature, power door locks with auto-lock feature, a center console box with a new non-intrusive cover design, automatic climate control, rear window defroster with timer, two 12volt power outlets, four cupholders (two in door panels, two in center console), dual overhead map lights and a AM/FM/CD/AUX 4-speaker audio system with illuminated steering wheel-mounted controls.
"The NISMO logo is prominent throughout the cabin, reinforcing the mission and special capability of the vehicle," said Castignetti. "The NISMO Z® is the complete package – inside, outside and under the skin."
The NISMO Z's long list of standard safety and security features includes the Nissan Advanced Air Bag System (AABS) with dual-stage supplemental front air bags with seat belt and occupant classification sensors; front seat-mounted side impact supplemental air bags; roof-mounted side-impact air bags; seat belts with pretensioners and load limiters, Active Head Restraints, Zone Body Construction with front and rear crumple zones, Nissan Vehicle Immobilizer System, Vehicle Security System and Tire Pressure Monitoring System (TPMS).
All-New 2009 Nissan NISMO 370Z Offers Racing-Inspired Performance and Style
Latest NISMO Z® Hits the Streets in June With 350-horsepower 3.7-liter V6, NISMO-tuned Suspension, Aerodynamic Body and Unique Interior Treatments
The all-new, second generation NISMO 370Z, which is set to go on sale at Nissan retailers nationwide in June 2009, continues the tradition of the original by offering unique performance and design attributes that true sports car enthusiasts are looking for – straight from the factory. Like the limited production NISMO 350Z introduced two years earlier, the new NISMO 370Z is a tuner-Z® enthusiast's dream, featuring a 350-horsepower 3.7-liter V6, racing-inspired exterior and interior styling, a specially tuned suspension and special super-lightweight 19-inch forged alloy wheels.
The 2009 NISMO 370Z was developed by NNA's Specialty Vehicles Group in conjunction with Autech Japan, Nissan's longstanding conversion partner.
"The NISMO name is known throughout the world as the leading supplier of race-bred, factory-tuned, extreme performance Nissan parts, accessories and vehicles," said Al Castignetti, vice president and general manager, Nissan Division, Nissan North America, Inc. (NNA). "The new, second-generation NISMO Z® proudly – and deservedly – wears the NISMO badge, carrying on the tradition of bringing racing-inspired performance and engineering to the street."
The all-new NISMO 370Z is offered in one completely equipped model (no options) with a close-ratio 6-speed manual transmission only.
Dynamic Performance And Handling Comes Standard
The new NISMO 370Z starts with the unmatched foundation of an advanced Nissan FM (Front Midship) platform, refined 4-wheel independent suspension and 3.7-liter DOHC V6 engine with Variable Valve Event and Lift Control (VVEL). The VVEL system helps optimize intake valve open/close movements, allowing the needed air to be sent promptly to the combustion chamber at the precisely optimized time. For its use in the NISMO 370Z, the 3.7-liter VQ-series V6 produces 350 hp @ 7,400 rpm and 276 lb-ft of torque @ 5,200 rpm. The NISMO Z®'s enhanced engine power and acceleration is provided through use of an exclusive H-configured exhaust system design and muffler tuning, along with optimized ECM (Engine Computer Module) control.
The NISMO 370Z is offered only with a close-ratio 6-speed manual transmission with Nissan's new "SynchroRev Match" function, the world's first synchronized downshift rev matching manual transmission system. The "SynchroRev Match" function automatically controls and adjusts engine speed when shifting to the speed of the next gear position, essentially "blipping" the throttle to smooth out any up/down shifts. This not only allows the driver to focus more on braking and steering, it improves vehicle balance and smoothness by reducing the typical "shock" when the clutch is engaged. The system can be deactivated with a button next to the shifter for drivers who prefer less vehicle intervention.
The NISMO 370Z features a tight, rigid body structure with a strut tower bar brace and a pair of performance dampers, which quickly and efficiently react to and control body vibrations from road input via the tires, contributing to the NISMO 370Z's outstanding stability and performance feel.
The NISMO Z®'s double-wishbone front/4-link rear suspension design suspension is specially tuned for exceptional stability and handling. Compared to a standard Nissan 370Z Coupe, front spring rates have been dialed up 15%, rear spring rates 10%, front stabilizer bar rate upped 15% and the rear stabilizer bar is 50% stiffer. The roll stiffness rate has been increased by 15% and front and rear damping factors have been increased by 40% and 140% respectively.
The NISMO 370Z rides on unique 5-spoke Nissan-branded 19-inch RAYS forged aluminum-alloy wheels (19x9.5-inch front, 19x10.5-inch rear) mounted with Yokohama ADVAN Sport Y-rated high-performance tires (P245/40ZR19 front, P285/35ZR19 rear).
Bringing the NISMO 370Z to a stop are standard NISMO Sport Brakes with large diameter 14.0-inch front and 13.8-inch rear vented rotors with 4-piston front and 2piston rear aluminum calipers. The braking system also includes a variable ratio brake pedal for a more direct pedal stroke feel, Anti-Lock Braking System (ABS), Electronic Brake force Distribution (EBD) and Brake Assist (BA). A Viscous Limited-Slip Differential (VLSD) is standard on all NISMO 370Zs, along with Vehicle Dynamic Control (VDC).
Responsive steering is provided by a vehicle-speed-sensitive power-assisted rack-and-pinion design that has been reworked (versus the NISMO 350Z design) with redesigned mounting bushings and a column insulator to provide improved response. Unwanted steering kickback and vibrations are reduced with the use of a solenoid valve that acts like a damper when there is a harsh impact load.
Unique NISMO 370Z Exterior and Interior
Along with its standout performance, the new NISMO Z® offers a standout appearance inside and out. The functional and fully integrated aerodynamic body pieces include an extended front nose design with a canard design at each corner for improved downforce and a fully integrated chin spoiler. The NISMO 370Z has an overall length of 174.3 inches.
Special side sills and a unique rear bumper help control airflow under the vehicle, while the functional rear spoiler increases downforce. The NISMO 370Z exterior also includes a wide stance, sculptural fenders, upswept quarter windows, bold "boomerang" shaped headlights and taillights, vertical door handles and aluminum hood, door panels and hatchback. The headlights are a High Intensity Discharge (HID) bi-functional xenon design with an auto on/off feature.
"One look at the dramatic NISMO 370Z body and you know that this isn't your everyday sports car," said Castignetti. "The styling is highly emotional yet totally functional – expressing dynamic movement while enhancing airflow and downforce for enhanced aerodynamic performance."
The NISMO 370Z is offered in five exterior colors: Pearl White, Brilliant Silver, Magnetic Black, Solid Red and Platinum Graphite.
The NISMO 370Z's driver-centric interior includes NISMO logo seats with black and red fabric and red stitching, a NISMO tachometer, steering wheel with smooth leather and red parallel stitching, smooth leather-wrapped shift knob and aluminum trimmed pedals. A special serialized plaque of authenticity, located on the vertical panel above the floor-mounted console, is matched to each NISMO Z®, identifying its unique serial and model year designation.
The NISMO 370Z's 2-seat interior layout is built around a deeply scooped instrument panel with a full-length center console separating the driver and passenger's seat. In the rear is an open cargo area with enhanced storage and accessibility. The instrument panel includes a 3-pod cluster with oil temperature, voltmeter and clock, while the speedometer and tachometer include an "initial sweep" function, coming alive when the NISMO Z® is first started.
Both the driver and passenger's seats are structured with an anti-slip material in the main seating surface. The sporty woven cloth seats feature standard 8-way driver's/4-way passenger manual adjustments. Adjustable front seat Active Head Restraints are standard.
Standard interior comfort and convenience features include Nissan Intelligent Key™ with Push Button Start, power windows with one-touch auto up/down feature, power door locks with auto-lock feature, a center console box with a new non-intrusive cover design, automatic climate control, rear window defroster with timer, two 12volt power outlets, four cupholders (two in door panels, two in center console), dual overhead map lights and a AM/FM/CD/AUX 4-speaker audio system with illuminated steering wheel-mounted controls.
"The NISMO logo is prominent throughout the cabin, reinforcing the mission and special capability of the vehicle," said Castignetti. "The NISMO Z® is the complete package – inside, outside and under the skin."
The NISMO Z's long list of standard safety and security features includes the Nissan Advanced Air Bag System (AABS) with dual-stage supplemental front air bags with seat belt and occupant classification sensors; front seat-mounted side impact supplemental air bags; roof-mounted side-impact air bags; seat belts with pretensioners and load limiters, Active Head Restraints, Zone Body Construction with front and rear crumple zones, Nissan Vehicle Immobilizer System, Vehicle Security System and Tire Pressure Monitoring System (TPMS).
Source: AutoBlog
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Challenger R/T Widebody Convertible
One of a kind by West Coast Customs
When it comes to modifying cars and TV Shows, the sky's the limit for what can be done as money isn't usually much of an issue. This one-of-a-kind wide body '09 Dodge Challenger R/T Convertible is the work of the pimp-slapping guys over at West Coast Customs (WCC) and it was built for Joshua 'Chop' Tobin aka, "King of Cars", owner of Las Vegas based car dealership, Towbin Dodge. The Challenger's transformation was featured in the latest episode of WCC's "Street Customs" TV show that aired on TLC on March 26, 2009.
Dodge Challenger R/T Widebody Convertible However, the owner of the one-off Dodge Challenger R/T Convertible wasn't that keen to keep the car in his possession as he put it up for sale on eBay the same day that the show aired on TV... The auction lasted three days with the highest bid being $50,200 and as you may have guessed, the reserve price, which is the minimum price a seller is willing to accept for the item, was not met.
Jumbo-sized rear fenders and working power convertible top aside, WCC left their mark on the Challenger R/T with black striping, one-off 24-inch front and 26-inch rear (...) flat black and white Asanti alloy wheels wrapped in Pirelli rubber, a new exhaust system, a rear spoiler and blacked out tail lamps.
Dodge Challenger R/T Widebody Convertible Furthermore, the R/T's interior that retains the five-seat layout of the coupe was upgraded with a two-tone leather trim and a high-end Polk Audio system.
Source: CarScoop
Dodge Challenger R/T Widebody Convertible However, the owner of the one-off Dodge Challenger R/T Convertible wasn't that keen to keep the car in his possession as he put it up for sale on eBay the same day that the show aired on TV... The auction lasted three days with the highest bid being $50,200 and as you may have guessed, the reserve price, which is the minimum price a seller is willing to accept for the item, was not met.
Jumbo-sized rear fenders and working power convertible top aside, WCC left their mark on the Challenger R/T with black striping, one-off 24-inch front and 26-inch rear (...) flat black and white Asanti alloy wheels wrapped in Pirelli rubber, a new exhaust system, a rear spoiler and blacked out tail lamps.
Dodge Challenger R/T Widebody Convertible Furthermore, the R/T's interior that retains the five-seat layout of the coupe was upgraded with a two-tone leather trim and a high-end Polk Audio system.
Source: CarScoop
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Honda not planning cheaper Insight
Honda CEO says price to stay as is
Despite Toyota’s bid to undercut the new Honda Insight hybrid with cheaper versions of its popular Prius, Honda says it has no plans to get into a price war with its cross-country rival. The Honda Insight has only been on the market for a few weeks – even less here in the U.S. – but is already outpacing sales predictions.
Honda president President Takeo Fukui told Automotive News that his company is not interested in getting into a hybrid price war with Toyota. “I don’t think that would be meaningful to do so,” Fukui said of the proposition. As such, there are no plans for a cheaper version of the Insight.
Toyota has yet to price its third-generation Prius for the U.S., but early estimates predict the popular hybrid will retail from around $22,000. On the other hand, Honda Insight pricing starts at under $20,000 (not including destination) and tops out just above $23,000 fully loaded.
Toyota is planning to sell its current-generation Prius alongside the next-gen car at a discount in Japan, but it remains to be seen if Toyota will employ a similar strategy in the United States
Source: LeftLaneNews
Honda president President Takeo Fukui told Automotive News that his company is not interested in getting into a hybrid price war with Toyota. “I don’t think that would be meaningful to do so,” Fukui said of the proposition. As such, there are no plans for a cheaper version of the Insight.
Toyota has yet to price its third-generation Prius for the U.S., but early estimates predict the popular hybrid will retail from around $22,000. On the other hand, Honda Insight pricing starts at under $20,000 (not including destination) and tops out just above $23,000 fully loaded.
Toyota is planning to sell its current-generation Prius alongside the next-gen car at a discount in Japan, but it remains to be seen if Toyota will employ a similar strategy in the United States
Source: LeftLaneNews
Chrysler plants shut down over dispute [Updated]
Charger, Challenger, 300, all effected
![Chrysler plants shut down over dispute [Updated]](http://www.fquick.com/images/articles/28451.jpg "Chrysler plants shut down over dispute [Updated]")
Chrysler has been playing hardball with the Canadian government in an effort to secure up to $3 billion in loans, as company Vice Chairman Tom Lasorda recently threatened to leave Canada if it didn't receive the necessary loons. One supplier with only 60 employees is giving the Pentastar a sneak peak of what life will be like without its Canadian plants.
Chrysler was forced to shut down two Ontario plants as the facilities ran out of diecast aluminum engine and transmission mounts. The Brampton plant, which produces the Chrysler 300, Dodge Challenger and Charger closed on Thursday and the Windsor minivan facility closed on Wednesday. The facilities will remain idle until the Pentastar can get the parts flowing again. Chrysler released a statement saying that if the parts shortage continues, other North American facilities may be affected.
The supplier in question, Trans Cast, recently purchased the engine and transmission mounts facility and demanded more money for the parts. Bloomberg is reporting that Chrysler has gotten a court order to get the tooling equipment from the supplier so they could produce the parts themselves. Once Chrysler receives the tooling, it intends to produce the mounts at a plant in Etobicoke, Ontario.
What isn't clear so far is whether Chrysler was behind on payments with Trans Cast. But since Trans Cast purchased the plant out of foreclosure very recently, it's unlikely that Chrysler would be in the hole with the new owners. What isn't in question is Chrysler's prodigious cash crunch. Chrysler has just recently received a $250 million Canadian dollar loan from the Canadian government just to keep plants open. The Auburn Hills, MI automaker has also asked for $6 billion in financial aid from the U.S. government, in addition to the $2-3 billion requested from the Canadians.
Update:
The Canadian court has ruled the troubled supplier must give its tooling and machinery back to Chrysler. The supplier must also give its equipment back to General Motors, although GM never experienced any production delays because of the dispute.
The supplier dispute causes a parts shortage, forcing Chrysler to close its Windsor plant on Wednesday and its Brampton plant on Thursday. Chrysler’s Windsor plant is responsible for producing the Dodge Grand Caravan, Chrysler Town and Country and the Volkswagen Routan while its Brampton plant makes the Dodge Charger, Challenger and Chrysler 300.
According to The Detroit News, Transcast Precision Inc., the supplier responsible for the parts shortage, told both Chrysler and GM that it needed to significantly raise its prices or it would face bankruptcy.
To prevent any further production disruptions, Chrysler will temporarily move Transcast’s parts production in-house at its Etobicoke, Ontario stamping plant. GM says it is currently looking for another supplier to take over Transcast’s production.
Source: AutoBlog
Chrysler was forced to shut down two Ontario plants as the facilities ran out of diecast aluminum engine and transmission mounts. The Brampton plant, which produces the Chrysler 300, Dodge Challenger and Charger closed on Thursday and the Windsor minivan facility closed on Wednesday. The facilities will remain idle until the Pentastar can get the parts flowing again. Chrysler released a statement saying that if the parts shortage continues, other North American facilities may be affected.
The supplier in question, Trans Cast, recently purchased the engine and transmission mounts facility and demanded more money for the parts. Bloomberg is reporting that Chrysler has gotten a court order to get the tooling equipment from the supplier so they could produce the parts themselves. Once Chrysler receives the tooling, it intends to produce the mounts at a plant in Etobicoke, Ontario.
What isn't clear so far is whether Chrysler was behind on payments with Trans Cast. But since Trans Cast purchased the plant out of foreclosure very recently, it's unlikely that Chrysler would be in the hole with the new owners. What isn't in question is Chrysler's prodigious cash crunch. Chrysler has just recently received a $250 million Canadian dollar loan from the Canadian government just to keep plants open. The Auburn Hills, MI automaker has also asked for $6 billion in financial aid from the U.S. government, in addition to the $2-3 billion requested from the Canadians.
Update:
The Canadian court has ruled the troubled supplier must give its tooling and machinery back to Chrysler. The supplier must also give its equipment back to General Motors, although GM never experienced any production delays because of the dispute.
The supplier dispute causes a parts shortage, forcing Chrysler to close its Windsor plant on Wednesday and its Brampton plant on Thursday. Chrysler’s Windsor plant is responsible for producing the Dodge Grand Caravan, Chrysler Town and Country and the Volkswagen Routan while its Brampton plant makes the Dodge Charger, Challenger and Chrysler 300.
According to The Detroit News, Transcast Precision Inc., the supplier responsible for the parts shortage, told both Chrysler and GM that it needed to significantly raise its prices or it would face bankruptcy.
To prevent any further production disruptions, Chrysler will temporarily move Transcast’s parts production in-house at its Etobicoke, Ontario stamping plant. GM says it is currently looking for another supplier to take over Transcast’s production.
Source: AutoBlog
GM's RWD program will survive, just smaller
Some hope for GM RWD fans!
General Motors may be lacking the cash to develop any new rear-drive platforms, but reports out of Australia suggest that the existing Zeta platform that underpins such models as the Holden Commodore and new Chevrolet Camaro will carry on for at least another decade.
GM's Australian subsidiary only finished development of the current Zeta platform a few years ago, and it's not about to flush that down the toilet. However the next Commodore, currently sold in the North American market as the Pontiac G8, is likely to downsize for the next generation, anticipated to debut in 2013 and carry on through 2020. Along with the reduced size and heft, the General could use smaller, more efficient, though still powerful engines, employing direct injection and/or turbocharging like the Cadillac and Saab variants of the V6 already used by Holden. As we've discovered with vehicles like the Pontiac G8, GTO and the new Camaro, what's good for the Australian market is, in General Motor's eyes, good for North America, so fans of rear-drive American muscle have some hope to hold onto yet, mate.
Source: AutoBlog
GM's Australian subsidiary only finished development of the current Zeta platform a few years ago, and it's not about to flush that down the toilet. However the next Commodore, currently sold in the North American market as the Pontiac G8, is likely to downsize for the next generation, anticipated to debut in 2013 and carry on through 2020. Along with the reduced size and heft, the General could use smaller, more efficient, though still powerful engines, employing direct injection and/or turbocharging like the Cadillac and Saab variants of the V6 already used by Holden. As we've discovered with vehicles like the Pontiac G8, GTO and the new Camaro, what's good for the Australian market is, in General Motor's eyes, good for North America, so fans of rear-drive American muscle have some hope to hold onto yet, mate.
Source: AutoBlog
MotorTrend: Camaro SS vs Challenger R/T vs Mustang
A first look at the upcoming Pony War's
Thirty-five years ago, the word "Watergate" was being re-Webstered from meaning "a snazzy apartment building in Washington, D.C." to "a coverup investigation involving the White House, two reporters who don't look anything like Robert Redford and Dustin Hoffman, and a guy named 'Deep Throat.'" The most popular show on TV was about a grump named Archie whose tattered easy chair would go on to occupy a place in the Smithsonian. Half of the current staff of Motor Trend hadn't even been born yet (yes, Angus, we're getting old). That year, 1974, would also mark the final moment for decades in which America's streets would be prowled by all three current-gen versions of the most iconic-ever ponycars: the Chevy Camaro, the Dodge Challenger, and the Ford Mustang.
By Arthur St. Antoine
Photography by Brian Vance
Defying the oddsmakers, though, America's three trick ponies are back. And they're back big. Those days of yore are indeed long-gone -- but only because the new incarnations of the Camaro, Challenger, and Mustang are so far evolved from their famed predecessors they're recognizable almost by name only. Sure, the old cars looked cool and made lots of noise and got the girls, and some could even lay down a righteous longitudinal blast when the road arrowed straight. But none could match these current machines for blistering speed, cornering ability, braking power, driveability, reliability, and comfort. I mean, when I was 16, we didn't have fancy computers to make our cars run like winged chariots, and we didn't have in-car iPod adaptors (unless you count the Tijuana Brass on eight-track), and we sure didn't have...never mind. You whippersnappers today don't know how good you've got it.
What remains utterly unchanged, however, is a degree of nameplate loyalty and fan mania the likes of which might be matched by the current March Madness B-ball tourney. Or maybe not. After all, Camaro versus Mustang versus Challenger is deeply ingrained into the American psyche, the four-wheeled equivalent of the Hatfields versus the McCoys versus...uh, the HatCoys. Doesn't really matter which car we deem the best or what the numbers say -- the feuding factions will stand behind their favorites like a third-grader defending his mom against the schoolyard rabble. Might even be a few bloody noses thrown in if the hostilities escalate to the level of, "Yeah? Well, your Challenger's so fat..."
Hey, but we love a good debate (or at least starting one). So...we proudly present our exclusive, first-ever, side-by-side-by-side comparison of the new Chevrolet Camaro SS, the Dodge Challenger R/T, and the Ford Mustang GT. All the numbers, all our driving impressions...just one winner.
All three ponies share similar basic blueprints. The foundation: aggressive two-door bodywork, at least a semblance of a back seat and a trunk, brawny V-8 mounted up front and driving the rear wheels through an available manual shifter, suspension biased toward responsiveness over cushiness, price tag hovering somewhere in the affordasphere. All three have also obviously been injected, Jurassic Park-like, with DNA from their long-deceased ancestors.
Of the three, the Ford Mustang, of course, has been with us all along. True, soon after its 1960s heyday Dearborn's ponycar morphed into the heinous "Mustang II" -- an anemic lump of Iacocca-fueled cynicism that looked good only when Farah Fawcett-Majors was driving it and your eyes were closed -- but eventually Ford came to its senses and the Mustang was born again proud. The current, 2010 version boasts newly freshened sheetmetal, a vastly upgraded cockpit, and a SOHC, 4.6L V-8 making 315 hp and throaty exhaust sounds worthy of "Bullitt."
Last year, Dodge bravely resurrected the long-gone Challenger (missing since '74) with an all-new car that masterfully recalls the bandit-eyed original made famous by Kowalski's high-speed, existentialist dash in the 1971 movie "Vanishing Point." Though first available only in mega-output SRT8 form, for 2009 the Challenger gains a new R/T edition, powered by a 376-hp, 5.7L Hemi V-8 and available with a six-speed manual -- including retro-licious pistol-grip shifter (A V-6-powered SE coupe also joins the 2009 stable).
The newest entry, missing since 2002 and once feared RIP forever, is Chevy's Camaro. The structure, including an independent rear suspension, owes its roots to GM's Zeta global platform (i.e., the Australian Holden Commodore); the ravishing bodywork flows from the keen hand of South Korea-born chief designer Sang Yup Lee. Though available in base form with a superb, 3.6L direct-injection six making 304 hp, the Camaro in topline SS trim brandishes a 6.2L V-8 (GM's LS3 from the 2008 Vette) making a strapping 426 hp and mated to a six-speed manual shifter. (Opt for the six-speed auto, and the SS engine changes to the L99 6.2L V-8, rated at 400 hp and outfitted with Active Fuel Management capable of deactivating four cylinders when not needed.) Tires are 20-in. Pirelli PZero summer meats standard (if you're foolish enough to trade handling moves for curb presence, Chevy dealers also offer a 21-in. wheel/tire combo). Also standard: four huge four-piston Brembo brakes. Put simply, GM has left nothing on the table with the release of its reincarnated pony.
Tell war stories about the prowess of their long-departed ancestors to any one of these modern ponies, and they'll start rolling their eyes. "Grandpa? Huge biceps, skinny legs. More muscles than brains. Why, he couldn't even negotiate a tight corner without squealing at the top of his lungs. Smoked too much, too."
Simply, every member of this trio leaves its circa-1970s counterpart in the virtual dust. As in, these babies are fast. Though saddled with the most mass and only mid-pack power, the Challenger R/T nonetheless rips to 60 mph in just 5.1 seconds and knocks-down the quarter in 13.6 seconds at 104.9 mph. The Hemi engine is a beauty, gushing with torque (410 lb-ft) and unfailingly smooth from idle to redline. The six-speed manual carves through its gates effortlessly, and, says MacKenzie, "The pistol-grip shifter works surprisingly well." Loh concurs: "Nice seats and pistol-grip shifter, but a decidedly sedanlike seating position. High window sill, wide and low windshield, and dark interior give the Challenger a real musclecar feel."
The Mustang GT carries the least-impressive on-paper physique -- just 4.6L making 315 hp -- but like a bantamweight it packs a helluva punch. Nearly 600 lb lighter than the Dodge, Ford's pony rockets to 60 mph in a mere 4.9 sec and holds that edge through the quarter, nipping the lights in 13.5 sec at trap speed of 104.2 mph. Though the GT wears only a five-speed manual, the lack of a sixth cog doesn't hinder its majestic stride. The engine is sizzling, too, happy to whirl away near its redline while making music worthy of a hit single. Can't drive a Mustang GT to hear for yourself? Go play the chase scene from "Bullitt." The 2010 GT performs with the same electrifying movie-star soundtrack.
Wielding 50 hp more than its next-closest rival and sporting a standard six-speed manual, the Camaro SS theoretically holds all the performance cards. And it isn't bluffing. Despite the 3859 lb borne of the Camaro's use of a preexisting structure (and the inherent compromises thereof), 0 to 60 mph takes a mere 4.7 sec; the quarter mile just 13 sec flat at 111.0 mph. When equipped with the manual, the SS also includes standard launch control; the driver simply mashes the throttle, waits for revs to stabilize around 4000 rpm, and then dumps the clutch. The on-board HAL 9000 does all the fancy footwork. The system works well enough, but it's no match for an experienced human right foot. (Note the human-versus-computer-generated numbers in the specifications chart.) All our testers agreed that the Mustang GT sounds more intoxicating inside the cockpit (thanks to a carefully engineered sound pipe delivering just the best notes to the cabin), but from the outside it's a different story. The Camaro SS won "Best Tenor" honors from all who heard it rumble past. And, of course, it's got the chops to back up that "Don't Tread on Me" audio. So be forewarned. Don't tread on it.
The lightweight, Track Pack-enhanced Mustang GT posts the defining stats on the handling tests. Maximum grip is a neck-wrenching 0.95 g, and the GT circled our figure eight in just 25.5 sec (at a 0.70g average). The Camaro SS was nearly there, churning out a max lat of 0.90 g and running the ocho cones in 25.8 sec (at 0.80 average g). Far behind lagged the broad-shouldered Challenger R/T, good for just 0.82 g max and needing 27.5 sec (at 0.63 average g) to negotiate the figure eight.
Braking performance follows a similar pattern. Though wearing only conventional binders, the lower-mass Mustang GT hammers to a stop from 60 in just 108 ft. Blessed with those four big Brembos, the Camaro SS, though heavier, notches the win, stopping in just 105 ft. Then far behind arrives the Challenger R/T, needing a full 135 ft to reign in its forward motion. Uncle Isaac more or less predicted the outcome of this one.
"Pure sex," is Loh's description of the Camaro's bod. "Deep draw of the flanks makes for some lovely, lurid, almost cartoony proportions. This is the Jessica Rabbit of musclecars." Avers MacKenzie: "Exterior styling is dramatic, not retro. Front end a little too plasticky. Side profile is awesome -- aggressive hips, slammed roofline, perfect ride height. Rear lights a little sad-eyed; reverse lights look like afterthoughts." Inside, the Camaro blends 1969 cues with modern forms. "Steering-wheel rim profile odd," says MacKenzie. "Interior is dark, A-pillars thick. But you sit in the car, not on it as in the Challenger. Interior styling is cool -- order the four-pack of gauges on the console; it looks a bit Spartan without them." All of us noted the laughable, submarine-hatch trunk opening, an obvious example of exterior style holding sway over all else. But to MacKenzie's thinking, "If a trunk is important to you, buy a sedan." Or, one might add, a Challenger.
On exterior design the Mustang drew mixed views. "Surfacing is very modern," says Mackenzie. "Unlike Challenger, which has a pure retro stance, with wheels inside the body, the Mustang sheetmetal is teased out over the tires. But it looks like just another Mustang. No one will notice it. Ford has a real challenge figuring out what to do with the next one." Loh was considerably more upbeat about the cockpit. "From the aluminum Mustang emblem on the steering wheel to the soft-touch dash to the bright and cleanly styled instruments -- it's the biggest leap from the old car and one of the major reasons I'd actually considering owning one. Only downside: not enough cubbies for the articles in my manpurse." The Mustang also easily trumps the Camaro for rear-seat room and trunk space, though as Loh adds, "Who buys one of these for the back seat?"
Very troubling, though, is the Mustang's shoddy build quality. The driver-side window gapped open above 60 mph or in any high-g corner, allowing a tornado of wind and noise to intrude. If this turns out to be a common Mustang flaw -- we haven't noticed it on previous drives -- it'd be a complete deal-breaker (obviously, we plan to sample more GT test cars for evidence-gathering). We might also be more willing to overlook what might be a single-car defect if not for the Mustang's ill-fitting trunklid. When closed, you could easily slide a half-dollar coin through the undulating gap on the deck, and probably a Royale with Cheese through the cavernous maw near the license plate. This is shameful execution, as if the Mustang GT had been engineered and built not by Ford but by Trabant.
The Challenger may not top the performance charts, and its interior -- though nicely finished -- is the most familiar of the three (if you've seen a Chrysler 300, you've seen this cabin). But the Dodge is almost unbeatable for sheer Star Power. "Outside, the details are perfect," says Loh. "Chrome Challenger script (that now matches the gas cap), TR racing stripes, polished aluminum drag wheels. It really does look the business." MacKenzie wholeheartedly agrees: "Retro-style stance, proportions, surfacing, detailing are superb. A loving homage to the past. Optional retro-style wheels and R/T stripes are perfect, and worth every last cent over the base R/T package. Roomiest car of the lot, with a useable back seat and big trunk." Sure, the opening-night Camaro drew plenty of thumbs-up and frantic grabs for cell-phone cameras, but almost everybody loves the Challenger, too. At one of our photo stops, a group of young guys carefully perused each of our players. "Definitely this one," said one grinning critic, pointing to the big orange Dodge. Of the trio, it's the Challenger that most channels yesteryear; Dodge has perfectly balanced past and present.
Which is to say, on the subjective subject of styling, each of these ponies scores well. Pick your favorite flavor and enjoy.
Going into this test, and knowing the basic stats, we had an inkling how it might turn out. (All three cars, by the way, eke out impressive and nearly identical fuel-economy results -- though the Mustang's lack of a six-speed means it finishes last on EPA.) Never did we guess, though, how close the overall finish would turn out to be.
In third place, the Dodge Challenger R/T.
Third of three, but hardly last. As MacKenzie well sums up: "Hugely endearing personality. Even though the Challenger starts to fall apart dynamically above 7/10ths you can't help but like the big guy. It's sorta like a Heritage Soft-Tail Harley; a carefully crafted and easy to own reminder of a simpler, sunnier America." Astutely executed, fast, and sit-back comfortable, the Challenger is the pony you'd ride for a 50-state tour. On the downside, the orange bruiser simply can't carve with the precision of its rivals, and though it starts with a mid-pack base sticker ($30,945), adding the good stuff (six-speed manual, 3.92 rear axle, limited-slip diff, 20-in. wheels and tires, etc.) pushed the price of our tester to a trio-topping $38,270.
Finishing in second place . . . the Ford Mustang GT.
Mind you, this was a photo-finish. The Mustang with Track Pack blew us all away with its sublime steering, incredible front-end grip, stylish cockpit, and beauteous V-8. As Loh notes, "That's what most impressed me: Ford's two competitors had the advantage of sampling 45 years of Mustang DNA, yet they still couldn't pull out a runaway win." The Mustang scores well on value, too: base price for the GT is $28,845, and with Premium package, Track Pack, security package, and the comfort group, our test car totaled $34,330. The Ford might even have scored an upset, except it cannot match the Camaro's unfailing poise, its breathtaking power, or its styling drama. Those quality issues sure didn't help, either.
And so . . . our winner, the Prime Pony of the 21st Century is . . . the 2010 Chevrolet Camaro SS.
Considering all the ways GM could easily have got this car wrong, it's nothing short of a triumph how unquestionably the company got it right. The Camaro might trail the Mustang in handling sharpness, and there's no doubt it finishes last for cabin and trunk volume, but, well, you don't pick your pony for the size of its saddlebags. Graced with massive power, excellent efficiency, unfailing refinement, and show-stopping looks, the Camaro SS nails every essential for its segment. What's more, it's priced to steal. Base sticker for the 1SS manual: just $30,995. With the Boston Acoustics audio package, our cloth-seat tester climbed only to $31,490. Go nuts with the options pencil -- adding leather, power sunroof, ground effects, six-speed auto, and more stuff you really don't need -- and you can nudge the SS just over $40K.
So there you have it: Chevrolet claims the ponycar title, circa 2009. Now, go to it, Hatfields, McCoys, and HatCoys. We've been waiting 35 years to witness once again perhaps the all-time greatest feud in Autoland. Where's my cigar? Ah, there's the opening bell!
TEST DATA
CHEVROLET CAMARO SS DODGE CHALLENGER R/T FORD MUSTANG GT
Acceleration to mph
0-30 2.2 sec 1.9 sec 1.9 sec
0-40 3.0 2.9 2.8
0-50 3.9 3.8 3.8
0-60 5.1 5.1 4.9
0-70 6.2 6.5 6.4
0-80 7.9 8.1 8.1
0-90 9.4 10.2 9.9
0-100 11.1 12.4 12.3
Passing, 45-65 mph 2.1 2.5 2.3
Quarter mile 13.0 sec @ 111.0 mph, 13.4 sec @ 110.6 mph 13.6 sec @ 104.9 mph 13.5 sec @ 104.2 mph
Braking, 60-0 mph 105 ft 135 ft 108 ft
Lateral acceleration 0.90 g (avg) 0.82 g (avg) 0.95 g (avg)
MT figure eight 25.8 sec @ 0.80 g (avg) 27.5 sec @ 0.63 g (avg) 25.5 sec @ 0.70 g (avg)
Big Thanks to MotorTrend Magazine for the great Article.
Source: MotorTrend
By Arthur St. Antoine
Photography by Brian Vance
Defying the oddsmakers, though, America's three trick ponies are back. And they're back big. Those days of yore are indeed long-gone -- but only because the new incarnations of the Camaro, Challenger, and Mustang are so far evolved from their famed predecessors they're recognizable almost by name only. Sure, the old cars looked cool and made lots of noise and got the girls, and some could even lay down a righteous longitudinal blast when the road arrowed straight. But none could match these current machines for blistering speed, cornering ability, braking power, driveability, reliability, and comfort. I mean, when I was 16, we didn't have fancy computers to make our cars run like winged chariots, and we didn't have in-car iPod adaptors (unless you count the Tijuana Brass on eight-track), and we sure didn't have...never mind. You whippersnappers today don't know how good you've got it.
What remains utterly unchanged, however, is a degree of nameplate loyalty and fan mania the likes of which might be matched by the current March Madness B-ball tourney. Or maybe not. After all, Camaro versus Mustang versus Challenger is deeply ingrained into the American psyche, the four-wheeled equivalent of the Hatfields versus the McCoys versus...uh, the HatCoys. Doesn't really matter which car we deem the best or what the numbers say -- the feuding factions will stand behind their favorites like a third-grader defending his mom against the schoolyard rabble. Might even be a few bloody noses thrown in if the hostilities escalate to the level of, "Yeah? Well, your Challenger's so fat..."
Hey, but we love a good debate (or at least starting one). So...we proudly present our exclusive, first-ever, side-by-side-by-side comparison of the new Chevrolet Camaro SS, the Dodge Challenger R/T, and the Ford Mustang GT. All the numbers, all our driving impressions...just one winner.
All three ponies share similar basic blueprints. The foundation: aggressive two-door bodywork, at least a semblance of a back seat and a trunk, brawny V-8 mounted up front and driving the rear wheels through an available manual shifter, suspension biased toward responsiveness over cushiness, price tag hovering somewhere in the affordasphere. All three have also obviously been injected, Jurassic Park-like, with DNA from their long-deceased ancestors.
Of the three, the Ford Mustang, of course, has been with us all along. True, soon after its 1960s heyday Dearborn's ponycar morphed into the heinous "Mustang II" -- an anemic lump of Iacocca-fueled cynicism that looked good only when Farah Fawcett-Majors was driving it and your eyes were closed -- but eventually Ford came to its senses and the Mustang was born again proud. The current, 2010 version boasts newly freshened sheetmetal, a vastly upgraded cockpit, and a SOHC, 4.6L V-8 making 315 hp and throaty exhaust sounds worthy of "Bullitt."
Last year, Dodge bravely resurrected the long-gone Challenger (missing since '74) with an all-new car that masterfully recalls the bandit-eyed original made famous by Kowalski's high-speed, existentialist dash in the 1971 movie "Vanishing Point." Though first available only in mega-output SRT8 form, for 2009 the Challenger gains a new R/T edition, powered by a 376-hp, 5.7L Hemi V-8 and available with a six-speed manual -- including retro-licious pistol-grip shifter (A V-6-powered SE coupe also joins the 2009 stable).
The newest entry, missing since 2002 and once feared RIP forever, is Chevy's Camaro. The structure, including an independent rear suspension, owes its roots to GM's Zeta global platform (i.e., the Australian Holden Commodore); the ravishing bodywork flows from the keen hand of South Korea-born chief designer Sang Yup Lee. Though available in base form with a superb, 3.6L direct-injection six making 304 hp, the Camaro in topline SS trim brandishes a 6.2L V-8 (GM's LS3 from the 2008 Vette) making a strapping 426 hp and mated to a six-speed manual shifter. (Opt for the six-speed auto, and the SS engine changes to the L99 6.2L V-8, rated at 400 hp and outfitted with Active Fuel Management capable of deactivating four cylinders when not needed.) Tires are 20-in. Pirelli PZero summer meats standard (if you're foolish enough to trade handling moves for curb presence, Chevy dealers also offer a 21-in. wheel/tire combo). Also standard: four huge four-piston Brembo brakes. Put simply, GM has left nothing on the table with the release of its reincarnated pony.
Tell war stories about the prowess of their long-departed ancestors to any one of these modern ponies, and they'll start rolling their eyes. "Grandpa? Huge biceps, skinny legs. More muscles than brains. Why, he couldn't even negotiate a tight corner without squealing at the top of his lungs. Smoked too much, too."
Simply, every member of this trio leaves its circa-1970s counterpart in the virtual dust. As in, these babies are fast. Though saddled with the most mass and only mid-pack power, the Challenger R/T nonetheless rips to 60 mph in just 5.1 seconds and knocks-down the quarter in 13.6 seconds at 104.9 mph. The Hemi engine is a beauty, gushing with torque (410 lb-ft) and unfailingly smooth from idle to redline. The six-speed manual carves through its gates effortlessly, and, says MacKenzie, "The pistol-grip shifter works surprisingly well." Loh concurs: "Nice seats and pistol-grip shifter, but a decidedly sedanlike seating position. High window sill, wide and low windshield, and dark interior give the Challenger a real musclecar feel."
The Mustang GT carries the least-impressive on-paper physique -- just 4.6L making 315 hp -- but like a bantamweight it packs a helluva punch. Nearly 600 lb lighter than the Dodge, Ford's pony rockets to 60 mph in a mere 4.9 sec and holds that edge through the quarter, nipping the lights in 13.5 sec at trap speed of 104.2 mph. Though the GT wears only a five-speed manual, the lack of a sixth cog doesn't hinder its majestic stride. The engine is sizzling, too, happy to whirl away near its redline while making music worthy of a hit single. Can't drive a Mustang GT to hear for yourself? Go play the chase scene from "Bullitt." The 2010 GT performs with the same electrifying movie-star soundtrack.
Wielding 50 hp more than its next-closest rival and sporting a standard six-speed manual, the Camaro SS theoretically holds all the performance cards. And it isn't bluffing. Despite the 3859 lb borne of the Camaro's use of a preexisting structure (and the inherent compromises thereof), 0 to 60 mph takes a mere 4.7 sec; the quarter mile just 13 sec flat at 111.0 mph. When equipped with the manual, the SS also includes standard launch control; the driver simply mashes the throttle, waits for revs to stabilize around 4000 rpm, and then dumps the clutch. The on-board HAL 9000 does all the fancy footwork. The system works well enough, but it's no match for an experienced human right foot. (Note the human-versus-computer-generated numbers in the specifications chart.) All our testers agreed that the Mustang GT sounds more intoxicating inside the cockpit (thanks to a carefully engineered sound pipe delivering just the best notes to the cabin), but from the outside it's a different story. The Camaro SS won "Best Tenor" honors from all who heard it rumble past. And, of course, it's got the chops to back up that "Don't Tread on Me" audio. So be forewarned. Don't tread on it.
The lightweight, Track Pack-enhanced Mustang GT posts the defining stats on the handling tests. Maximum grip is a neck-wrenching 0.95 g, and the GT circled our figure eight in just 25.5 sec (at a 0.70g average). The Camaro SS was nearly there, churning out a max lat of 0.90 g and running the ocho cones in 25.8 sec (at 0.80 average g). Far behind lagged the broad-shouldered Challenger R/T, good for just 0.82 g max and needing 27.5 sec (at 0.63 average g) to negotiate the figure eight.
Braking performance follows a similar pattern. Though wearing only conventional binders, the lower-mass Mustang GT hammers to a stop from 60 in just 108 ft. Blessed with those four big Brembos, the Camaro SS, though heavier, notches the win, stopping in just 105 ft. Then far behind arrives the Challenger R/T, needing a full 135 ft to reign in its forward motion. Uncle Isaac more or less predicted the outcome of this one.
"Pure sex," is Loh's description of the Camaro's bod. "Deep draw of the flanks makes for some lovely, lurid, almost cartoony proportions. This is the Jessica Rabbit of musclecars." Avers MacKenzie: "Exterior styling is dramatic, not retro. Front end a little too plasticky. Side profile is awesome -- aggressive hips, slammed roofline, perfect ride height. Rear lights a little sad-eyed; reverse lights look like afterthoughts." Inside, the Camaro blends 1969 cues with modern forms. "Steering-wheel rim profile odd," says MacKenzie. "Interior is dark, A-pillars thick. But you sit in the car, not on it as in the Challenger. Interior styling is cool -- order the four-pack of gauges on the console; it looks a bit Spartan without them." All of us noted the laughable, submarine-hatch trunk opening, an obvious example of exterior style holding sway over all else. But to MacKenzie's thinking, "If a trunk is important to you, buy a sedan." Or, one might add, a Challenger.
On exterior design the Mustang drew mixed views. "Surfacing is very modern," says Mackenzie. "Unlike Challenger, which has a pure retro stance, with wheels inside the body, the Mustang sheetmetal is teased out over the tires. But it looks like just another Mustang. No one will notice it. Ford has a real challenge figuring out what to do with the next one." Loh was considerably more upbeat about the cockpit. "From the aluminum Mustang emblem on the steering wheel to the soft-touch dash to the bright and cleanly styled instruments -- it's the biggest leap from the old car and one of the major reasons I'd actually considering owning one. Only downside: not enough cubbies for the articles in my manpurse." The Mustang also easily trumps the Camaro for rear-seat room and trunk space, though as Loh adds, "Who buys one of these for the back seat?"
Very troubling, though, is the Mustang's shoddy build quality. The driver-side window gapped open above 60 mph or in any high-g corner, allowing a tornado of wind and noise to intrude. If this turns out to be a common Mustang flaw -- we haven't noticed it on previous drives -- it'd be a complete deal-breaker (obviously, we plan to sample more GT test cars for evidence-gathering). We might also be more willing to overlook what might be a single-car defect if not for the Mustang's ill-fitting trunklid. When closed, you could easily slide a half-dollar coin through the undulating gap on the deck, and probably a Royale with Cheese through the cavernous maw near the license plate. This is shameful execution, as if the Mustang GT had been engineered and built not by Ford but by Trabant.
The Challenger may not top the performance charts, and its interior -- though nicely finished -- is the most familiar of the three (if you've seen a Chrysler 300, you've seen this cabin). But the Dodge is almost unbeatable for sheer Star Power. "Outside, the details are perfect," says Loh. "Chrome Challenger script (that now matches the gas cap), TR racing stripes, polished aluminum drag wheels. It really does look the business." MacKenzie wholeheartedly agrees: "Retro-style stance, proportions, surfacing, detailing are superb. A loving homage to the past. Optional retro-style wheels and R/T stripes are perfect, and worth every last cent over the base R/T package. Roomiest car of the lot, with a useable back seat and big trunk." Sure, the opening-night Camaro drew plenty of thumbs-up and frantic grabs for cell-phone cameras, but almost everybody loves the Challenger, too. At one of our photo stops, a group of young guys carefully perused each of our players. "Definitely this one," said one grinning critic, pointing to the big orange Dodge. Of the trio, it's the Challenger that most channels yesteryear; Dodge has perfectly balanced past and present.
Which is to say, on the subjective subject of styling, each of these ponies scores well. Pick your favorite flavor and enjoy.
Going into this test, and knowing the basic stats, we had an inkling how it might turn out. (All three cars, by the way, eke out impressive and nearly identical fuel-economy results -- though the Mustang's lack of a six-speed means it finishes last on EPA.) Never did we guess, though, how close the overall finish would turn out to be.
In third place, the Dodge Challenger R/T.
Third of three, but hardly last. As MacKenzie well sums up: "Hugely endearing personality. Even though the Challenger starts to fall apart dynamically above 7/10ths you can't help but like the big guy. It's sorta like a Heritage Soft-Tail Harley; a carefully crafted and easy to own reminder of a simpler, sunnier America." Astutely executed, fast, and sit-back comfortable, the Challenger is the pony you'd ride for a 50-state tour. On the downside, the orange bruiser simply can't carve with the precision of its rivals, and though it starts with a mid-pack base sticker ($30,945), adding the good stuff (six-speed manual, 3.92 rear axle, limited-slip diff, 20-in. wheels and tires, etc.) pushed the price of our tester to a trio-topping $38,270.
Finishing in second place . . . the Ford Mustang GT.
Mind you, this was a photo-finish. The Mustang with Track Pack blew us all away with its sublime steering, incredible front-end grip, stylish cockpit, and beauteous V-8. As Loh notes, "That's what most impressed me: Ford's two competitors had the advantage of sampling 45 years of Mustang DNA, yet they still couldn't pull out a runaway win." The Mustang scores well on value, too: base price for the GT is $28,845, and with Premium package, Track Pack, security package, and the comfort group, our test car totaled $34,330. The Ford might even have scored an upset, except it cannot match the Camaro's unfailing poise, its breathtaking power, or its styling drama. Those quality issues sure didn't help, either.
And so . . . our winner, the Prime Pony of the 21st Century is . . . the 2010 Chevrolet Camaro SS.
Considering all the ways GM could easily have got this car wrong, it's nothing short of a triumph how unquestionably the company got it right. The Camaro might trail the Mustang in handling sharpness, and there's no doubt it finishes last for cabin and trunk volume, but, well, you don't pick your pony for the size of its saddlebags. Graced with massive power, excellent efficiency, unfailing refinement, and show-stopping looks, the Camaro SS nails every essential for its segment. What's more, it's priced to steal. Base sticker for the 1SS manual: just $30,995. With the Boston Acoustics audio package, our cloth-seat tester climbed only to $31,490. Go nuts with the options pencil -- adding leather, power sunroof, ground effects, six-speed auto, and more stuff you really don't need -- and you can nudge the SS just over $40K.
So there you have it: Chevrolet claims the ponycar title, circa 2009. Now, go to it, Hatfields, McCoys, and HatCoys. We've been waiting 35 years to witness once again perhaps the all-time greatest feud in Autoland. Where's my cigar? Ah, there's the opening bell!
TEST DATA
CHEVROLET CAMARO SS DODGE CHALLENGER R/T FORD MUSTANG GT
Acceleration to mph
0-30 2.2 sec 1.9 sec 1.9 sec
0-40 3.0 2.9 2.8
0-50 3.9 3.8 3.8
0-60 5.1 5.1 4.9
0-70 6.2 6.5 6.4
0-80 7.9 8.1 8.1
0-90 9.4 10.2 9.9
0-100 11.1 12.4 12.3
Passing, 45-65 mph 2.1 2.5 2.3
Quarter mile 13.0 sec @ 111.0 mph, 13.4 sec @ 110.6 mph 13.6 sec @ 104.9 mph 13.5 sec @ 104.2 mph
Braking, 60-0 mph 105 ft 135 ft 108 ft
Lateral acceleration 0.90 g (avg) 0.82 g (avg) 0.95 g (avg)
MT figure eight 25.8 sec @ 0.80 g (avg) 27.5 sec @ 0.63 g (avg) 25.5 sec @ 0.70 g (avg)
Big Thanks to MotorTrend Magazine for the great Article.
Source: MotorTrend
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Sale: 400+Hp Sedans for $35,000
Looking to get that 400hp sedan? now is your chance!
The automotive industry may be in a pickle right now, but the current recession has made for an incredible buyer's market, particularly for anyone who wants a bargain on a performance car. We've seen some pretty amazing deals, like $18,995 for a brand new Mustang GT, and now both General Motors and Chrysler are offering enticing incentives for the Pontiac G8 GXP and Dodge Charger SRT8, respectively. The G8 GXP, already a steal at $37,610, is available with $3,000 cash back in some areas. With a $1,700 gas guzzler tax, the total comes to just $36,310. The Charger SRT8 is an even better deal with its $41,120 MSRP (including gas guzzler tax and destination) dropped all the way to $34,516 after Employee Pricing and $3,000 in cash-back bonuses. Of course, many of the cash-back deals are regional and some are only for brand loyalists or require you use the automaker's financial service for your loan, so not all dealers may be offering these prices, but we're guessing they'll still do just about anything they can to sell you a car.
Source: AutoBlog
Source: AutoBlog
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Bob Lutz set to retire at the end of 2009
GM Vice Chairman to Retire
Shucks, things are bound to be a heck of a lot less interesting without Bob Lutz around. According to General Motors, the automaker's own Car Czar will transition from his current role as Vice Chairman – Global Product Development to the position of Vice Chairman and Senior Advisor on April 1 and officially retire at the end of the year. The automotive world is sure to be a quieter place.
Lutz's absence means that there will be some very big shoes to fill in GM's executive ranks, and GM's Board of Directors has responded by promoting Thomas G. Stephens to Lutz's vacated role, again effective in early April. Past vehicles brought to market under Lutz's watch at GM include the 2004 Pontiac GTO, the Pontiac Solstice and Saturn Sky duo and, most recently, the Pontiac G8 sports sedan.
One major project that won't quite be completed when Lutz leaves is the Chevy Volt, a vehicle championed by Lutz since its debut as a concept back in 2007. GM's product line may change somewhat as a result of Lutz's retirement, but we'll all surely miss his eminent quotability just as much.
Source: AutoBlog
Lutz's absence means that there will be some very big shoes to fill in GM's executive ranks, and GM's Board of Directors has responded by promoting Thomas G. Stephens to Lutz's vacated role, again effective in early April. Past vehicles brought to market under Lutz's watch at GM include the 2004 Pontiac GTO, the Pontiac Solstice and Saturn Sky duo and, most recently, the Pontiac G8 sports sedan.
One major project that won't quite be completed when Lutz leaves is the Chevy Volt, a vehicle championed by Lutz since its debut as a concept back in 2007. GM's product line may change somewhat as a result of Lutz's retirement, but we'll all surely miss his eminent quotability just as much.
Bob Lutz moves to Senior Advisor Role; Will Retire at End of 2009; Tom Stephens Becomes Vice Chairman - Global Product Development
DETROIT – GM Chairman and CEO Rick Wagoner today announced that Robert A. Lutz, GM Vice Chairman – Global Product Development, will transition to a new role effective April 1, 2009 as Vice Chairman and Senior Advisor. Lutz, 76, will provide strategic input into GM's global design and key product initiatives until his retirement at the end of 2009. He will continue to report to Wagoner.
Wagoner also announced that effective April 1, 2009 the GM Board of Directors elected Thomas G. Stephens, Vice Chairman – Global Product Development, reporting to President and Chief Operating Officer Fritz Henderson. Stephens, 60, is currently Executive Vice President, Global Powertrain and Global Quality. In this new assignment, Stephens will maintain his responsibility for overseeing GM's global quality activity.
Concurrent with this appointment, GM is restructuring its global powertrain group to integrate powertrain functional activities into their respective global GM functions. Accordingly, in his new role, Stephens will have responsibility for global powertrain engineering, in addition to global design, product engineering, product planning and program management. Powertrain manufacturing will report to Gary Cowger, Group Vice President of GM Global Manufacturing and Labor Relations. Other staffs that support the GM Powertrain organization will be integrated into their respective global functions. These moves represent another important step in GM's restructuring initiative to create a leaner, more efficient organization.
"Bob Lutz was already a legendary automotive product guy when he rejoined GM in 2001," Wagoner said, "and he's added to that by leading the creation of a string of award-winning vehicles for GM during his time here. His 46 years of experience in the global automotive business have been invaluable to us. I've personally learned a great deal from Bob and have very much enjoyed the time we've worked together," Wagoner added. "I'm looking forward to Bob's continued contributions to GM for the remainder of 2009 – and I know the impact of his efforts leading GM global product development will continue for years to come.
"Tom Stephens is the perfect guy to take the reins of GM's global product development," Wagoner continued. "He's had extensive experience in virtually every aspect of our global product development activities. With his 40 years at GM, Tom has an extraordinary understanding of our products and our organization, and is highly respected worldwide. I'm confident that with Tom's passion for great products and vast knowledge of advanced propulsion, he will continue to raise the bar in executing outstanding GM cars and trucks.
DETROIT – GM Chairman and CEO Rick Wagoner today announced that Robert A. Lutz, GM Vice Chairman – Global Product Development, will transition to a new role effective April 1, 2009 as Vice Chairman and Senior Advisor. Lutz, 76, will provide strategic input into GM's global design and key product initiatives until his retirement at the end of 2009. He will continue to report to Wagoner.
Wagoner also announced that effective April 1, 2009 the GM Board of Directors elected Thomas G. Stephens, Vice Chairman – Global Product Development, reporting to President and Chief Operating Officer Fritz Henderson. Stephens, 60, is currently Executive Vice President, Global Powertrain and Global Quality. In this new assignment, Stephens will maintain his responsibility for overseeing GM's global quality activity.
Concurrent with this appointment, GM is restructuring its global powertrain group to integrate powertrain functional activities into their respective global GM functions. Accordingly, in his new role, Stephens will have responsibility for global powertrain engineering, in addition to global design, product engineering, product planning and program management. Powertrain manufacturing will report to Gary Cowger, Group Vice President of GM Global Manufacturing and Labor Relations. Other staffs that support the GM Powertrain organization will be integrated into their respective global functions. These moves represent another important step in GM's restructuring initiative to create a leaner, more efficient organization.
"Bob Lutz was already a legendary automotive product guy when he rejoined GM in 2001," Wagoner said, "and he's added to that by leading the creation of a string of award-winning vehicles for GM during his time here. His 46 years of experience in the global automotive business have been invaluable to us. I've personally learned a great deal from Bob and have very much enjoyed the time we've worked together," Wagoner added. "I'm looking forward to Bob's continued contributions to GM for the remainder of 2009 – and I know the impact of his efforts leading GM global product development will continue for years to come.
"Tom Stephens is the perfect guy to take the reins of GM's global product development," Wagoner continued. "He's had extensive experience in virtually every aspect of our global product development activities. With his 40 years at GM, Tom has an extraordinary understanding of our products and our organization, and is highly respected worldwide. I'm confident that with Tom's passion for great products and vast knowledge of advanced propulsion, he will continue to raise the bar in executing outstanding GM cars and trucks.
Source: AutoBlog
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