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Cadillac’s Omega Platform Comes Into Focus: RWD XTS Successor On the Way, Long-Rumored Flagship and More Derivatives Still Being Discussed

admin — Wed, 09 May 2012 15:46:35 +0000

Cadillac has done well with GM’s Sigma platform. The rear-drive architecture has served under two generations of CTS , the passable if somewhat mundane STS , and Caddy’s first crossover, the original SRX . That said, the bones were altered—some feel compromised—to accommodate the now-defunct hulk known as the Northstar V-8, and ended up being far from cost-effective. Also, unlike the majority of GM’s platforms, Sigma has a relatively limited size bandwidth, as demonstrated by the dimensional similarities between the CTS and STS, and even the STS’s long-wheelbase sibling, the Chinese-built SLS . With the STS dead, the SRX now shifted to front-wheel-drive underpinnings, and the next-generation CTS migrating to the General’s new, highly versatile, and lighter Alpha platform, Sigma’s days are numbered. Read full story »

Hyundai i40 Tourer 1.7 CRDi Premium; Road test review

admin — Wed, 09 May 2012 09:40:00 +0000

Filed under: Road Tests Hyundai has its eye on class-leading family car rivals such as the Ford Mondeo and Volkswagen Passat with the attractive, well-equipped i40 Tourer. So can the i40 really take on the best that the D-segment can offer from Ford and Volkswagen ? Well, we spent a week with the £24,395 1.7 CRDi Premium to find out. There might be elements of the ix20 and ix35 in the design, but it certainly looks like no other Hyundai we’ve seen before. An evolution of Hyundai’s unique design language, ‘fluidic sculpture’, overall the i40 Tourer looks sleek and elegant. At the front, you can’t miss the large headlights which slash back far into the front wings and have Audi-like LED light detailing. There’s also another version of the Hyundai family front grille and if you missed the headlights, the triangular fog lights really stand out. At the side, the sweeping roofline is probably the most unique feature of the i40 Touring. Our test car was also fitted with an optional three-piece, full-width panoramic glass sunroof. There’s also the distinctive beltline, which rises from the front wheel arch to the large rear light clusters, the unusual rear quarter windows that appear to follow the curve of the rear window glass, the sculpted wing mirrors and the smart undercut on the front and rear doors. At the back, it’s all about the i40′s curvy tailgate with its sporty rear spoiler. Like the front, the rear is dominated by the lights. The large, sleek light clusters follow the beltline down the side of the car, but also stretch across the tailgate, even under the rear chrome finisher. About the only thing we’d change is the small rear window, which is difficult to see out of. Still, a rear-view parking camera was fitted to our Premium version. The interior design of the i40 impresses too, with its Infiniti-like console, dominating the curvy dashboard. The Mercedes-like dials with their digital centres displaying the petrol and temperature guages are easy to read and there’s plenty of piano black and metal trim to lift the rest of the front cabin. With the multi-adjustable steering column, the driving position is comfortable. The seats themselves are nothing particularly special, but are supportive. Overall, the i40 Tourer’s cabin isn’t quite up to Ford Mondeo or VW Passat standards, but it’s certainly not far off. Most of the dashboard plastics are soft-touch, but the glovebox is made of harder, scratchier plastic. Then there are the column stalks which look the same as you’ll find in an entry-level Hyundai i10 and finally the multi-function steering wheel is overcomplicated. Rear space in the i40 Tourer is huge; I’m over six-foot and there was more than enough head- and legroom for me to stretch out. The 577 litre boot is also a surprise considering the curvy shape; fold the rear seats forward and this increases to 1719 litres. With 134bhp, this is the high-power version of the 1.7-litre diesel engine. It also has a healthy 325lb ft of torque on tap and a competitive CO2 figure of 119 g/km. Top speed is 124mph, with 60mph coming up in just 10.6 seconds.Yet, it’s still capable of 62.8mpg on the combined cycle. The i40 Tourer’s dynamics are almost up to Ford and Volkswagen levels; yes there is more road noise with the bigger 18-inch alloys, but the ride is generally refined and body roll well-contained. We just wish the steering had more feel and the change quality of the six-speed was better. Still, the i40 Tourer is a fine effort and surely is the equal of the Passat and the Vauxhall Insignia to drive. Not a fan of the Tourer estate bodywork? No worries, there is also a saloon version of the i40, but it is the Tourer that is the looker. In Premium specification, the i40 is very well-equipped as you’d expect from a car costing £24,650, with standard equipment including keyless entry, start/stop button, electrically-operated front seats and leather trim. Also fitted with touch-screen sat-nav, sadly the graphics, shared with sister brand Kia, are hard to read and look a bit cheap. So to sum up, we think the i40 Tourer could be the best car that Hyundai makes. Fleet and family buyers considering a Mondeo or Passat would be foolish not to search out a Hyundai dealer and try the i40 Tourer. If there was more driver appeal, it could be the best in class.

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Hyundai i40 Tourer 1.7 CRDi Premium; Road test review

Eight Automakers Working with SAE on Combined Charging System to Consolidate All Types of EV Charging

admin — Thu, 03 May 2012 20:59:42 +0000

A group of automakers—Audi, BMW, Chrysler, Daimler, Ford, General Motors, Porsche, and Volkswagen—is announcing a new charging standard for electric vehicles at Electric Vehicle Symposium 26. The new standard uses a single plug to handle all types of charging, including fast charging that can be completed in 15 to 20 minutes.

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Eight Automakers Working with SAE on Combined Charging System to Consolidate All Types of EV Charging

Vauxhall’s Ellesmere Port tries to dodge the bullet

admin — Thu, 03 May 2012 08:10:00 +0000

Filed under: Vauxhall , Latest News According to a report in Autocar , management and unions are coming up with ideas to make Ellesmere Port more competitive. Unions are said to be prepared to offer more flexible working practices and complex shift patterns to make the plant lower-cost. However, it is hard to believe there is a lot of slack in the system now. Ellesmere Port is already probably the most productive plant General Motors has in Western Europe, so its scope to pull further ahead of other Vauxhall/Opel factories may be limited.There is also thought to be a proposal to increase local content (i.e. parts sourced in the UK) from its current level of allegedly just 10% to 30%. The fact that almost all parts for the Astra have to be imported means that the factory is far more expensive than it needs to be. Quite why GM is only now thinking of more local sourcing is a mystery, however. The ultimate goal is to make Ellesmere Port a crucial part of GM’s operation, rather than a peripheral operation. Ideally, the factory would be running a three-shift operation (like the neighbouring Land Rover plant in Halewood) making 250,000 cars a year instead of the current 180,000. However, to get to that point Ellesmere Port has to persuade GM bosses based in Germany that it makes more sense to grow Ellesmere Port and close a German factory instead. Logically, Ellesmere Port has a strong case, but the key issue is that it has to persuade German management to close a German factory, and that is not going to be easy. Germany is every bit as protectionist of its industry as France, and it has not closed a car factory since 1945. The UK team is going to have to try and appeal over the heads of the Germans to the ultimate owners, General Motors in the USA.

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Vauxhall’s Ellesmere Port tries to dodge the bullet

Chevrolet SuperSport Sedan Coming in 2013, Wagon and Ute Body Styles Possible for Next Gen on Zeta II

admin — Wed, 02 May 2012 20:08:13 +0000

General Motors sees a growing need for rear-wheel-drive cars in its product portfolio, and such an influx requires either an unimaginably flexible platform or a series of rear-drive component sets. Since “unimaginably flexible” isn’t something GM does well, the company is in the midst of dropping, reworking, and creating rear-drive architectures. General Motors currently sells rear-drive cars built off of one of three architectures: Y-Car, Sigma, and Zeta. The first underpins only the Corvette—an anomaly in the company’s platform strategy. But the latter two volume platforms grew from a program dating to the early 1990s called Global Rear-Wheel Drive (GRWD in GM-speak). The plan was to use GRWD to build some Cadillacs plus a slew of Holdens for Australia. GRWD was doomed to failure because the Cadillac models required significant cost increases that couldn’t be absorbed by the Holdens, which are sold in vast numbers as razor-margined company cars. The project then splintered and evolved into Sigma and Zeta.

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Chevrolet SuperSport Sedan Coming in 2013, Wagon and Ute Body Styles Possible for Next Gen on Zeta II

2012 Buick Regal GS Automatic Tested: That’s Right, It Shifts for Itself

admin — Thu, 26 Apr 2012 12:43:41 +0000

No matter how beguiling its looks or convincing its Opel-derived specifications, the Buick Regal has one major handicap: a name laden with disappointment. Buick has overhauled its model names, but “Regal” inexplicably survives. What’s in a name? Well, gas shortages and vibrating ?V-6s and gussied-up Luminas are evoked by ?this one, introduced in 1973, just as the General’s long night was settling in. (more…)

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2012 Buick Regal GS Automatic Tested: That’s Right, It Shifts for Itself

Insurers plead with government to stop fake whiplash claims

admin — Wed, 25 Apr 2012 06:49:00 +0000

Filed under: Latest News The Association of British Insurers has urged the Government to stop ‘victims’ from claiming easy money by claiming they have whiplash – because claims are pushing up the average premium by a massive 20%. Despite a fall in the number of car crashes, whiplash claims have risen by a third in the last three years. Every year 570,000 people claim for whiplash injuries. Last year these claims cost insurers over £2 billion, adding an extra £90 a year to the average annual motor premium of £440.Speaking at an international whiplash conference in Bristol, James Dalton, ABI’s Head of Motor and Liability said: “If whiplash was an Olympic sport, the UK would be gold medallists. The fact that whiplash is virtually impossible to disprove means that for too many it has become the fraud of choice, often aided and abetted by ambulance-chasing lawyers and claims management firms”. The ABI proposals include o. A system where whiplash claimants receive no compensation for alleged pain and suffering (general damages) unless there is objective medical evidence of injury. o. Capping or reducing the level of damages for whiplash claims. o. Having a panel of independent doctors to assess whiplash claims, rather than the claimant’s GP. o. Greater use of bio-mechanical evidence that might enable the introduction of a speed threshold under which there would be a presumption that whiplash has not occurred. His ideas are certainly worth considering. The car manufacturers have spent millions (ultimately paid for by us, of course), to improve seat and headrest designs to prevent whiplash. We then pay again through our insurance policies for people who claim whiplash injuries that we have already paid to prevent.

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Insurers plead with government to stop fake whiplash claims

Cadillac Confirms Future Coupe, Wagon Variants—But Maybe Not for CTS

admin — Mon, 16 Apr 2012 22:21:25 +0000

In the future, Cadillac will still offer at least one coupe and one wagon—but unlike now, they may not both be CTS models. The alternative for either or both body styles would be to offer them for the new ATS . Cadillac execs know it’s critical to offer a number of body styles in the luxury segment; in addition to bringing in more sales, they signal to shoppers that the brand and its products are strong. “The fact that we offer coupes and wagons, that’s gonna continue,” Don Butler, the VP of marketing for Cadillac told us recently. But, he clarifies, “I’m not saying that will necessarily continue forward in the way we’re doing it today.” Below, we hash out the details. Cadillac Should Follow Audi’s Coupes Today, Cadillac offers its CTS in sedan , wagon , and coupe forms. With the arrival of the entry-level ATS, the next-generation CTS will grow larger, better targeting rivals like the BMW 5-series and Mercedes-Benz E-class. A large CTS coupe would likely be a poor seller; the days of Eldorados and other big two-doors are long gone, with BMW’s 6-series and Benz’s E-class coupe moving in small numbers. Instead, we expect Cadillac’s two-door to slot between the ATS and CTS. Last year, a source at GM told us that the ATS will spin off a four-seat convertible positioned above the ATS but below the CTS. A hardtop coupe—which we now know for sure will be built—would sensibly do the same thing. Not only does Audi do this with its A5 and S5, but zombie rumors tell of BMW planning a similar move, christening the next 3-series coupe a 4-series. Our ‘tweener Cadillac coupe—let’s not call it a BTS—would likely pull directly from the ATS’s powertrain options. Maybe the coupe will skip the naturally aspirated 2.5-liter four from the bottom of the ATS lineup, but could do well with the 270-hp turbo four and 318-hp V-6. As we know, a 400-ish-hp ATS-V is planned; we have no doubts that a coupe and convertible on that platform would get the same treatment. Wagon On Execs at General Motors have been clear that the CTS wagon was a success. It didn’t rack up tons of sales, but Cadillac claims it outsold the 3-series wagon, and attracted new customers. As such, we’re still expecting a second-gen CTS wagon. In the U.S., luxury wagons attract some of the most affluent car shoppers in any segment. In Europe, where Cadillac is hoping to finally make some inroads, wagons are hugely popular—especially in the CTS’s future segment, the E-class/A6/5-series universe. Barring interstellar catastrophe, Cadillac will build a V version of the next-gen CTS, and considering that roughly one in three CTS wagons sold was a CTS-V, the Terminator wagon will be back. That said, it leaves us skeptical that we’ll see an ATS wagon. A CTS better meets the needs of the older, richer luxo-wagon buyers. The younger buyers that Cadillac hopes will prefer the ATS over a CTS would also probably prefer a crossover to a traditional wagon. Cadillac’s got that crossover in the SRX, and as bland as it is, the SRX sells like gangbusters.

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Cadillac Confirms Future Coupe, Wagon Variants—But Maybe Not for CTS

Swedish Automobile to Reclaim to Spyker Moniker

admin — Thu, 12 Apr 2012 17:56:57 +0000

Dutch-based Swedish Automobile N.V. has announced plans to change its name back to Spyker N.V. Last June, Spyker Cars changed its name to Swedish Automobile in the wake of its controversial acquisition of Saab . The swap from Swedish Automobile N.V. to Spyker N.V. will take effect on April 18, pending the passage of the measure by shareholders during the company’s general meeting on April 17.

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Swedish Automobile to Reclaim to Spyker Moniker

UK car market: Land Rover climbs to the top, Renault has flat tyre

admin — Tue, 10 Apr 2012 06:08:00 +0000

Filed under: Latest News The UK car market is generally a pretty stable place – market shares tend to move by a fraction of a percent year by year. Not this year – it’s like a fireworks party, with some manufacturers shooting into the sky and others burning out and falling to earth. For example, Renault is down over 40% and was just a couple of hundred units ahead of Mini in the first quarter of this year. Land Rover is up by almost 20% and is now a mainstream player. At the top of the chart, Ford has extended its lead over Vauxhall to over four percentage points (14.7% vs. 10.3%). That is the biggest lead it has enjoyed since 1999, thanks both to the new Focus, and also the problems Vauxhall’s parent company General Motors Europe is currently enduring, with threats of factory closures and huge cutbacks. Amongst the major brands, the biggest jump came from Nissan, which rose 20.3% thanks to the Juke , followed by Land Rover with 19.2%, thanks to the Evoque. We are having to rethink what sort of company Jaguar Land Rover (JLR) is – the combined market share of JLR was 3.5% in the first quarter, which would have put the combined company in the Top 10 in the UK. That is a far cry from even three years ago, when JLR was a niche player. The big trend in the market is the rise of value brands, with Skoda up 24% (and that is before the Citigo has an effect) and Kia up 17%. What used to be called volume European brands need a new title – legacy brands perhaps? Renault and Fiat were relegated from the Premier League long ago and are now facing relegation from the Championship. They are just ahead of Mini, which is only meant to be a niche brand, and they are well behind the value brands. Skoda outselling Renault (and making more money on their European sales as well). Who would have thought it?

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UK car market: Land Rover climbs to the top, Renault has flat tyre