As American As Hot Dogs And Baseball: The 2010 Chevrolet Camaro

As far back as I can remember I have always been a gear head. My mind is constantly churning with thoughts and images of automobiles.

Source: rp

To really capture the essence of the obsession, a close friend – who I have had the pleasure of knowing since kindergarten – summoned an old memory. He said that he remembers us on a third grade trip in New York City. While we were passing through the Lincoln Tunnel, I leapt up and pointed to a dark Mercedes-Benz: “That’s a CL600, do you know how rare that is?!” Then I proceeded to inform the chaperone just how expensive and luxurious it was. Yeah, I was that guy.

For me, there has always been a slant towards European automobiles. “Give me the Germans and Italians,” I would always say.

But the U.S. manufacturers never tickled my fancy. Even with their burbling V8s making a racket, I never looked twice. Eventually as things heated up in auto journalism and I got a chance to get behind the wheel of a handful of vehicles that were as ‘Merican as a hot dog and baseball, the realization was clear: they are not that bad – when they are not half-assed. In fact, I began to like them, faults and all.

Source: rp

A huge reason that shunned me away from them was the sub par image of American cars. Lackadaisical designs and lethargic interiors were the norm and on top of this reliability seemed questionable. Owning an American car essentially sent a message to the world that you had no regard for your automobile.

Until now, that is.

After being on a hiatus, the Camaro is back. Looking into the storied history of this icon is like watching Elvis’ downward spiral from his humble roots to his flashy, bloated and early death. But this Camaro actually looks like a Camaro and it performs like one too. It is pretty obvious this is not a lame attempt to create a muscle car.

What is magical about the 2010 Camaro is how it looks. Long and wide, it bears quite a menacing stance. Both of my testers, shod with 20’’ + rims, look as though they are artist sketches with their proportions. This is not a bad thing, considering that most cars look best in their initial sketch.

The sexy, traditional lines manage to not go unnoticed either. During my two weeks with the LT and SS versions involved more head turns than just about any car I have ever had. This includes an Audi R8, which is one of the most unique looking vehicles on the road today.

Countless times I was getting shouted at: “Nice car, man!”

Interestingly enough, there was no particular age group that was more drawn to the car. Everyone was interested. At one intersection I counted nearly a handful of gawkers and a couple of individuals stopped to inquire about the car. Mind you this is a 20 second light!

Source: rp

This speaks volumes about the design and how striking it is. The only element that I find a blunder with are the three horizontal lines located in front of the rear wheel. Although it seems that they were thrown into the design to make the Camaro appear shorter, it would come off much cleaner if they were not included. C’est la vie. Rarely is a design perfect, but the Camaro comes pretty damn close. My favorite part of the car has to be the rear quarter where the “hips” are reminiscent of a woman’s sensual figure.

One major thing that stood out was the flimsy front clip. The front valence, grille and the grille surround appear to be made of a composite plastic or something similar because it feels as though given enough force you can rip off the front of the car. Likely this was done to make the car lighter, but if you bump the front of the Camaro, it will be nearly impossible to avoid breaking just about everything.

Source: rp

Situating yourself into the driver’s seat, it is pretty clear that the retro theme continues throughout the interior. An interesting design feature is the gauge cluster positioned on the center console. Although it is greatly appreciated to have those particular instruments, their position is way off from eye level, so checking levels is reserved to when you are at a stop. I like to think whoever penned this idea had a little sense of humor since my automatic Camaro had a “Transmission Temp” gauge.

Peeking around the other details of the cabin, it is noticeable that this car is unbelievably similar to the concept that was shown to the public. Of course, minus the swaths of leather and expensive metals that adorned the concept’s interior.

Source: rp

One thing that did not get left out is the large piece of plastic that covers the door panels and wraps upwards into the dashboard. Although it manages to look pretty cool at night with its aqua ambient lighting, it just feels terrible. This seems to be the theme for the interior: looks good, feels cheap. The center console’s painted plastic feels as though a fingernail could scratch it and there is a large, hollow spot in the dash directly in front of the passenger’s seat.

Another concern includes the ultra low roofline, which gives the Camaro a “chop-top” look, takes away significant headroom, front and rear. If the seats were not positioned so low, it would be even more of a problem. You can theoretically fit four people inside but your two rear passengers will hate their lives if they are over 5’11. Passengers put into the back seats complained that there was no headroom and they continuously bumped their heads into the headliner. Personally, it does not bother me too much, but for buyers thinking the back seat means practicality, think again.

Another issue that is commonly mentioned is the huge blind spot, thanks to the c-pillar. Thankfully, the Camaro is equipped with extremely wide mirrors that provide excellent field of vision. If they are not doing the job, you do not have your mirrors adjusted properly.

Source: rp

Although some of these design misgivings play a big role in how good a car is, for the Camaro, it is more important that it performs.

Equipped with three motor choices, the LT has a 3.6 liter V6 producing 304-horsepower and 273 lb-ft of torque. The SS’ get a bit more difficult because the automatic SS comes with a 6.2 liter, 400-horsepower LS3 derivative making 410 lb-ft of torque, while the manual comes with the LS3 V8 putting out 426-horsepower and 420 lb-ft. Coupled with these aggressive engine options are a Hydra-Matic six-speed automatic with TAPshift, in the LT, and a traditional Tremec six-speed manual in the SS.

The auto gearbox works just about as good as any driver should expect an auto to perform. The buttons on the back of the steering wheel provide up and downshifts in an acceptable pace, but it is not nearly as quick as a DSG sytem or Lexus’ IS-F eight-speed tranny.

On the manual, throws are relatively short and getting into gear happens with ease. The clutch has plenty of takeup so there is room to work with, unlike Nissan’s 370Z that provides a fraction of space. Overall, the manual is easy to work with and easy to drive compared to other contemporary manuals.

Source: rp

Fuel wise, the Camaro LT is not a tremendous drinker. With an enormous 19 gallon tank and an average of 19 MPG, the LT can get some impressive mileage between stops. The SS on the other hand is a bit thirstier, averaging 15 and a half MPG during real-world testing.

The two motors I tested, the V6 and LS3, both have totally separate characters – as expected. The V6 sounds eerily similar to the recently retired Infiniti G35 motor. Although it seems pretty downplayed from inside the cabin, it has a loud babbling note, which lacks a bass-like grunt. The grumbly V8, on the other hand, was the motor you would expect a proper Camaro to have. Deep and filled with plenty of grunt, the exhaust note became an object of my affection. On the overrun, expect to hear pops.

Alas! An American auto builder that can produce an efficient six cylinder. The LT’s V6 is a capable powertrain, propelling the large, 3,700 pound coupe to 60 MPH in about six seconds. If you require more power, speed and rumble, the SS can get you to 60 – with a lot of drama – in just over four and a half seconds. Mind you the SS tips the scale at just about 3,850 pounds. She is not a lightweight.

Source: rp

Knowing that the Camaro was not exactly on the Atkins diet, one would expect it to be a sloppy handler but it is not. Putting it through corners is not too hard as body lean is limited and grip is aplenty due to the large rear tires. The adequately bolstered seats keep you just about in place and ensure that your attention is where it matters most, the road.

A grievance I have with the 2010 Camaro is its steering feel. Weighting on the lighter side makes it easier to drive but it is not quite as direct as I would like it to be. Granted, I know this is a muscle car. At speed, the Camaro requires more attention than I expected, acting somewhat twitchy.

Probably the most impressive element of the car is its suspension. Through corners it is tight and stiff, and during elevation changes it remains glued to the tarmac. Even taking the V6 through a test road, nicknamed “Rollercoaster Road,” provided an entertaining, adrenaline-filled experience. The kicker is that it is restrained from going too far. You can take the car into rough pavement and it will hold up without punishing your backside.

This brings up good point about the Camaro; it is not a raw car. It is relatively refined, in my eyes. The first time I got it sideways I did not even realize. It is a remarkably isolated experience. Between the high dashboard, high shoulderline and low roofline, I felt like I was peering through a mail slot. I loved it.

Coming to a slow, I had a peculiar experience in my LT tester. To be frank, the brakes were terrible. Perhaps it was the added weight from the 21 inch rims because the car had less than 2,000 miles on the odometer. Here’s the twist though: when I was at a GM event in Detroit recently, I drove the LT Bumblebee edition and the brakes were superb. They were easier to modulate and bit was at least 10 times better. The LT was set up with 12.64 inch rotors in the front and just under 12 and a half inches in the rear. Both front and rear are suppressed by one piston calipers.

The hardcore performance SS, meanwhile, is furnished with Brembo-sourced 14 inch rotors up front and 14.4 inch rotors in the rear. Clamping these are four piston calipers, front and rear. Stopping power is dramatically upped and pedal feel is more instant. The Brembo brakes enjoy a more significant amount of bite.

Source: rp

The real test came at the end of my time with the 2010 Camaros. I was not saying “thank God,” instead I was saying “bummer.” I thoroughly enjoyed my time with both cars and for a former Europhile this further proves that the American auto builders are improving.

Do not get too excited though, the Camaro had its fair share of faults. For instance: the LT was fitted with a body kit that was not quite attached so firmly on the passenger-side front valence, the hollow passenger-side dashboard, mismatched paint between the front clip and hood panels. Whether or not it was an early production model is inexcusable. And, it seems that further research has turned up a bevy of issues with new Camaros. Click here to see exactly what I am talking about.

What I can report, however, is that the latest Camaros I have seen appear to be built with a higher level of care. For instance, my SS tester was a bit more solid than the LT I had driven.

Although it will take time for those improvements to be made, it is nice to see that the Americans have finally cracked it; it is a very desirable car to own. Further proof of this is seen through the sales numbers that point to the Camaro essentially propping up Chevrolet sales.

Lastly, GM did one thing I never thought possible. Made me proud of the American car I was driving.

~nz

rp

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25 Models & 24 Months Later, Where Will GM Be?

Are we through the woods yet?

After tough times and a disintegrating economy that deflated around the world, it seems we could have reached the end of the downturn. The glimmers of hope are appearing just about everywhere. Homebuilder’s confidence has risen, unemployment has rebounded from its endless plummeting and auto sales ticked over the 11 million mark for July. Whether it will last is another question.

And, it appears the economy is not the only thing rebounding; so is General Motors. Last week GM hosted an event to showcase their current and future products – and to gloat about the unprecedented fuel economy of the Chevrolet Volt.

After having the rare opportunity to visit GM’s design facilities and get a chance to see what the company has up its sleeves for the next 24 months, I have taken the time to reflect on what is in store for the troubled automaker. Now that its focus is solely on Buick, Cadillac, Chevrolet and GMC, it appears that the manufacturer may have the opportunity to “get lean.”

The tour provided a rare and in-depth look into “the new GM,” and the beginning of what may be a rebound for a haggard Detroit.

Source: General Motors

Leading off was Cadillac. Taking a glance at its CTS Coupe concept, it appears very impressive. Low and wide, bearing a clean design with some edges here and there makes it very aesthetically appealing, particularly when wearing a Pearl White paint job. Although it was certainly easy on the eyes, it was not nearly as mind bending as the CTS-V Coupe mules that were wearing a helluva lot of camouflage. These mules were spotted on the GM Proving Grounds, but GM had taken my camera and patched up my telephone. No luck, sorry.

Probably the most interesting aspect of Cadillac’s design language is its new focus on interior craftsmanship. Some new mock-ups showed new, intriguing approaches to subtle design modifications that could make a massive difference. For instance, one interior had a purple contrasting stitch that can be best described as a dot-dash pattern. It looked sensational. This approach to design, specifically on interiors, will be a huge element that separates Cadillac from future competitors. What it will come down to are two things:

1) Producing these new changes in PRODUCTION cars, not concepts that do not see light outside of the design studio.

2) Quality, quality, quality. No one cares about how great a stitch looks if it’s ratty and falling apart.

In addition, Caddy unveiled two new models: the ATS and XTS.

The new “baby Cadillac” looks absolutely fantastic. The show car, painted in a vibrant blue, looked stunning. Now, if the brand can gather everything together and put together a solid interior, top-notch powertrain and an overwhelming driving experience, it will be LIGHTS OUT for the competition. It really looks that stunning. Armed with rear-wheel drive and all-wheel drive variants, it will be taking on Audi and BMW head-on.

The big-daddy-Caddy, the new XTS, looks like one serious machine. Do not believe the hype that says it looks like a Cadillac Sixteen, that’s simply inaccurate. If anything, I firmly believe that it appears to have the same general shape as a Maybach. It is an elegant vehicle that appears as though it would whisk you away gently, rather than storm off in a hurry. Hands down, it is a greater design than Jaguar’s XJ – from the exterior, as it appeared to be a static model with no interior.

Whether or not it will be able to steal market share from the other big luxury sedans will be the measuring stick determining success. Competition remains fierce as ever with staggering technology and hybrid systems making their way across the landscape. It will be interesting to see how Cadillac plays out the XTS.

Next in line was GMC, which was relatively dull. To be frank, I could have fallen asleep during this brief presentation. The only announcement that left an idea what may be in GMC’s future was a smaller, Scion-like concept. Interestingly enough, it seemed to be more “car-ish” than truck-like, but it wore large tires and looked like a cool hauler. Essentially, imagine a Scion that does not look geeky and does not make you feel like less of a man. Blam-o, that’s the GMC concept.

By seeing the trends from last year’s oil speculation, it is clear that GMC has recognized that it has to make smaller vehicles or at least manufacturer fuel efficient ones. Keeping that in mind, it is likely we will see GMC beginning to rebadge… I mean produce, greener vehicles in the future.

Speaking of rebadging, Buick is about to turn up the heat. Already beginning its assault with the 2010 LaCrosse, Buick has a lot of fascinating vehicles in its pipeline. With exception of the Buick Vue*, which will likely be the compact electric sport utility vehicle, they all look attractive.

An example that should strike fear unto entry-level luxury brands like Lexus, is the Buick Insignia*. Literally, the midsize sedan concept – that was on display for journalists – is an Insignia with a Buick grille slapped on. Recall that the Opel Insignia won 2009’s European Car of the Year award.

I thought GM’s CEO Fritz Henderson said that he was “not a fan of rebadging.”

Above, an Opel Insignia OPC

Source: FancyTuning

Regardless, it is a brilliant car that has shown its prowess overseas. This is one of the most exciting cars that will make its debut in the U.S. With some luck, Buick will make a return to a more performance-oriented saloon, as seen with Opel’s Insignia OPC. I am keeping my fingers crossed.

Elsewhere in Buick’s design lounge was a compact concept. Its design was a mash-up of an Insignia and the previous generation Mazda 3. I do not know what to make of this type of car for the “new Buick" nameplate.

I have always envisioned the brand to be geared towards the older crowd and I was not mistaken. While driving the 2010 LaCrosse, I inquired about the market demographics for the new LaCrosse; it is for 40-59 year old professionals. Whether or not the brand will be able to penetrate a younger audience is up to Buick’s marketing team.

The LaCrosse will not be the brand’s saving grace in the U.S. If anything, I think the electric Vue* and an Insignia OPC are going to inject some liveliness into the upcoming, versatile American brand.

At the end of the day, there has to be some serious reimaging at Buick and fast. Time is ticking and speaking for the New York and LA crowds, no one in the 18-30 year old age group wants to be caught dead in a Buick. That is a fact.

Source: General Motors

Yet someone at GM has it right, because Chevrolet’s Spark is going to become a competitive offering in the low-end market, particularly with a young demographic. The Asian production model that I poked around was edgy, well-built and had practical controls. For the first time, it appeared to be an American econo car that did not seem that way. After recently spending a week with a Nissan Cube, I enjoyed the refreshing look at an economy car that has some spunk while NOT being overrun with cheap materials.

Perusing the other models in GM’s infamous design dome, I was surrounded by a Volt, a new SUV offering – the Orlando – an all-new Malibu, the 2011 Camaro convertible, Europe’s Cruze and the all-new Aveo. Out of the entire group, only the Camaro and the Volt excited me.

The rest just seemed to be rather dull and bland. There was no excitement or pizzazz. For instance, the new Malibu’s interior, which has a lot to live up to due to the current generation’s success, is heinous. One specific element is this new dash treatment that places a large band of mesh across the width of the interior. Although it is design flair and an attempt to cover the HVAC vents, it comes off rather hideously.

Hopefully the designers will make some modifications to their work within the next six months. Otherwise we may see a new trend of mesh running across future GM products. Think I am overreacting? Look at some of the interiors of the latest GM products. A new theme is an expansive piece of plastic that runs from the middle of the windshield to the door. It makes an appearance in: the Camaro, Volt and Insignia.

Electrifying the world last week was the Volt’s supposed 230 MPG rating. This had me thinking: although GM knows that the Environmental Protection Agency merely has a draft, they went along and rejoiced anyhow. However, the EPA backed away from this claim. So, GM has either taken a calculated risk and has thoroughly tested the Volt’s capabilities, or they have spoken too soon.

Time will reveal the truth and for GM, it better pray it is in its favor. Until the official testing method by the EPA is determined, I am not buying the numbers.

Although I do not have a crystal ball, after last week’s trip it is easy to see that GM has been putting a lot of work into itself. It is evident in a large amount of its designs and its craftsmanship continues to increase. Doors shut with confidence, not rattles. Workers continue to take pride in the fruits of their labor and new management is here to stimulate the brand. Imagine if the company went bankrupt 25 years ago?

Whether or not it’s determination to live will pay off, now that it has damaged its image, will come full circle after the next two years. If GM can surpass the negative persona forced upon the manufacturer, a return to success is imminent. Otherwise, we know what happens next.

~nz

rp

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*Not the actual name of the new vehicle mentioned. But, from what was observed in Detroit last week, we made an educated assessment.

General Motors: Where They Are Going...

Touched down from Michigan late Tuesday night and recouped throughout Wednesday.

Wow, traveling can tire you out!

Check for a post related to General Motors and their future before the week's end.

**Make that Monday (8/17)

rp

REVIEW: Pontiac's Swan Song, The G8 GXP

Nearly as American as the hamburger, fries and a milkshake, it is a shame to see it go. It has been around since the mid 1920s and has been a driving force behind sensational products. When it was announced, on that fateful April day, that Pontiac would be phased out, I believe a part of every automotive enthusiast died.

Infamously known as a brand vying to put an aggressive spin on General Motors products, Pontiac had dialed up the sport and created years worth of memorable cars. Let us think back: the Bonneville, GTO, Firebird and G8 are all landmark vehicles. On the day they have decided to cease production of the Solstice I figured would be the best time to write an obituary for Pontiac. Then I started thinking. If anything, this should be a celebration and a time to memorialize the brand’s greatness.

Source: media.gm.com

Meaning there was only one thing to do: review the G8 GXP.

Let’s face it, Pontiac is in their predicament for one reason. It was not producing exciting, innovative products – which was the core of its original mission. To be an “athletic” brand, it had to bring together powerful motors, in-your-face styling and impressive driving dynamics.

A 1995 Grand Prix never did it for me and neither did the 1999 Trans Am 30^th anniversary edition.

But, in 2004 Pontiac had a renaissance and it started with the new GTO. Based off of GM’s Holden, it looked rather bland inside and out. In a day and age with the retro design throwbacks, coupled with the new Dodge Charger and a vintage-inspired Ford Mustang roaming the streets, it was a slaughter. Lacking any true Pontiac bloodline, the Holden was ignored.

One would think that the Holden-inspired G8 would suffer the same fate but it did not.

Source: media.gm.com

Styling wise it is a mesh of conservative lines paired with subtle undertones of sporty intentions. A quad-tipped exhaust system is integrated into the rear diffuser, a rear lip spoiler finds its home on the boot, large intakes are placed in the facade and 19 inch, polished rims provide a foundation. It is as though Pontiac took a page from Mercedes-Benz’s W124 E500 and BMW’s E39 M5 playbook. Well done, indeed.

Behind the wheel, the interior is put together well and is solid; however, the materials utilized leave much to be desired. For example, the silver interior trim bits appear to be simply painted plastic, leather that covers the seats and doors feels more like leatherette, and the upper dash is a peculiar hard plastic. It is rugged.

Source: media.gm.com

My biggest pet peeve is the E-brake handle, which is incorporated into the center console when not applied. But, when you pull it up to apply the E-brake it looks awful; a cheap mass of black plastic with an unsightly black tube. The trick: leave the E-brake down.

For nearly $40,000 it is normal to have higher expectations.

At least it is solid and there is plenty of room in all directions. Thanks to a large greenhouse, there is ample headroom – even for giants – and legroom, front and rear, is nearly endless. No buts about it, the G8 is a large car. This startled me because originally I did not realize how massive the G8 really was until it was in my driveway.

Source: media.gm.com

Switching gears, there is something endearing about the simplicity and straightforwardness that lingers around the G8. There are no transmission settings nor is there any fancy dual-clutch gearbox or inflatable bolsters integrated into the seats. With this Pontiac, what you see is what you get. And, I am fine with that because that is how a performance automobile should be. You get an emergency brake, a shifter and a steering wheel. That is all the gadgetry you need.

Source: media.gm.com

Twist the key and start the 6.2 liter LS3 V8; it growls to life with a bassy tone. Producing a respectable 415-horsepower and a hefty 415 lb-ft of torque, the GXP accelerates to 60 in an impressive 4.6 seconds. I reckon this can be improved if there were wider rear tires. Countless times I found the GXP wagging its tail and trying its very best to find traction at the back end.

Want to hear one of the greatest soundtracks? Upon lifting off the throttle, on the overrun, you will hear one of the finest tunes of the land: pops and bangs.

Accompanying this motor, for my test vehicle, was a six-speed automatic. I highly suggest going for the manual and not because the automatic was bad – in fact it was a pretty good example with timely shifting – but because the manual will induce more rawness into the GXP.

The blasé interior appointments are long forgotten by the short time it takes to hit three digits. This is what the G8 is all about: speed, handling and involving the driver while doing so. Oh, and you can take four others along, six if you include the two dead bodies in the trunk.

Source: media.gm.com

And as much as I love accelerating, it is just as crucial to have stopping power. Pontiac turned to Brembo and equipped the GXP with 14 inch, vented rotors in the front clamped by four piston calipers, and 12.76 inch rear rotors suppressed by a single piston. Brake feel is not immediate upon depression but once you work your way into the pedal stopping becomes direct.

Back to driver involvement, which seems like an oxymoron while discussing an American car. The G8 GXP has some of the heaviest steering I have felt in a contemporary car in a long time. Gripping the thick, sausage-like steering wheel I found the GXP to deliver precise turning inputs and at the end of a long testing session, my shoulders were a bit tired. That is the sign of a vehicle with a proper steering set-up.

Source: media.gm.com

Taking low-speed turns, the GXP feels a bit like petrified wood. Although rigidity is usually welcomed, I believe this may have been a bit overkill. So, after experiencing this it is clear the G8 is not an easy car to drive. You cannot wing it with a pinky or you will end up understeering into a pole and/or tree. At speed, the stiffness is welcomed wholeheartedly as it tracks the road perfectly with dead-on accuracy. It does not bob across lanes or require heightened supervision, it just goes.

This translates into the G8 having respectable handling characteristics. Through the corners you can punch it through the turn and it will follow through without getting sloppy or understeering. Granted, some body roll will be present due to its higher center of gravity but for a vehicle weighing over two tons, this is nearly as good as it gets.

Where the G8 truly shines is in the suspension department. Although it is shod with 19 inch rims, you would not know it because it handles road imperfections like a champ. Reverberations are kept to a minimum and the cabin is relatively isolated from harshness. It manages to achieve a near perfect balance of cush and firmness. It does not bounce across the highway, as though it is convulsing, nor does the GXP float like a magic carpet ride.

Source: media.gm.com

Given its power, size, cargo room and seating for five, the G8 makes a stunning grand tourer. Achieving 14.5 miles per gallon is not a travesty either, particularly when we are talking about 400 plus horsies. In addition, because it is not appointed like an Audi you can rough it up without feeling bad, albeit, the durability of the materials is questionable.

After spending a week with the G8 GXP it was easy to conclude it is truly an American great. Could it achieve classic status? That will be determined in the years to come. According to the Buick/GMC/Pontiac marketing chief , Cheryl Catton, the marque will only build 2,000 G8 GXPs and Solstice Coupes.

With that said, if you do not mind an interior of arguable taste and desire a proper sport sedan, the G8 GXP is more than adequate for your needs. After all, it is what the M5 and AMGs of the world use to be.

Source: media.gm.com

Finally, I must say that it is a good thing Bob Lutz decided to kill the G8 with the demise of Pontiac. If GM had taken the Pontiac and ruined it by creating a compromised Caprice it would have ruined the legacy of the G8. Now, Pontiac has had an unparalleled swan song and the brand will go out on top through the spirit of the G8 GXP.

So I thank you, Bob.

rp

A New Face Joins The Party: 2010 Saab 9-5 Photos Leaked

Saab has had very interesting history in the U.S. and in recent years it seems the brand simply dwindled into products that lacked innovation, originality and style. This all was punctuated with General Motor’s sale of the marque, to Koenigsegg, this past June.

Source: autozeitung.de

With this sale there is hope. While cars became more diluted and began sharing components with GM, there was something lost in the mix. Probably the last great product turned out by Saab was the 9-3 Viggen but I cannot be entirely sure because I never drove or tested it. So, it has been either 10 years since the last great car or 20 plus.

The recently driven 9-3 Aero SportCombi, February 2009, had a delightful drivetrain and amenities; however, it just lacked a stellar interior. It seemed very GM and not very Saab and this speaks volumes from where the Swede came. Do not get me wrong, it would be a fantastic car for a discriminating, quirky buyer but I do not believe its awesome drivetrain and mediocre everything else could be a driving force behind a sale. Especially, when the competition is as strong as ever.

Saab’s departure from GM is probably the best thing that has happened to the jet builder. And, to no one better than Koenigsegg: A proper, Swedish manufacturer that produces cars that are unique and people want to drive. For the survival of the Saab entity, this is crucial.

Source: autozeitung.de

Behold, the new 2010 9-5.

Bearing a modified Saab façade, this new car seems to show a departure for the company. Where a significant chunk of their autos have been hatchbacks, the 9-5 was the beginning of a contemporary, executive car that was a sedan. Their first outing, the Saab 9000, was a reasonably grotesque-looking hatch. Hurray for sedans!

Sporting a new and larger grille, it harkens back to some of Saab’s recent design cues but it does not emulate them entirely. A welcomed change. This is where the similarities to past Saabs are abandoned.

Source: autozeitung.de

From the A-pillar back, the car is completely unlike anything put out – by Saab – before. Interestingly enough, the Swedes implemented a clamshell roof design as seen on Nissan’s GT-R and ironically enough the Koenigsegg CCX(R). And, they did it right with the blacked-out A-pillar. Two thumbs up. This blacked-out treatment continues along the roofline until it reaches the brushed aluminum C-pillar. It is a successful attempt at really selling that “floating roof.”

But, this the first integration of this design that I have seen on a four-door saloon. I cannot tell if it works or if it comes off as sort of tacky, as seen in Kia’s Soul.

2010’s 9-5 wears a minimalistic side profile with exception of the line at the bottom of the doors. Tastefully integrated into what appears to be a piece of brushed aluminum at the bottom of the front fender, this line extends to the rear and tapers off in the rear door. It is a fantastic example of a design cue that takes away from its visual height and heft.

Source: autozeitung.de

Coming around the rear of the new 9-5, a couple of aspects stand out. The first is the prominent LED bar, which extends across the back end of the 9-5, and adjoining piece of brushed aluminum. This LED bar appears to light up as seen in one of the photos but it remains uncertain if this will light up the entire length of the LED bar.

Source: autozeitung.de

Secondly, the line that evaporates into the rear door near the side rocker appears again in the rear bumper. A simple, elegant execution. This creates a nice flow from the front to the rear rather than have disjointed and miscalculated lines. Once again this line serves the purpose of removing visual heft from the rear view of the car.

Source: autozeitung.de

Now, one area Saab always carries over is the interior and they have reworked it quite a bit this go around. Drawing some inspiration and aspects of the 9-4X concept, the 2010 9-5 seems to have more of a flow to it. Instead of looking comparable to Zach Morris’ telephone in the early 90s, the new Saab interior has finally arrived in the 21^st century.

Source: autozeitung.de

A large, centrally mounted display looks quite fitting. Assuming Saab did not make an obtuse system, it should be a blast to use. Seats appear supportive, carbon fiber-look trim – coupled with brushed aluminum – adorns the cabin and monitors are placed in the rear of the front seats. Topping this off is a spacious backseat, albeit it looks like headroom may be slim for taller passengers. But, I have realized something else that has me worried.

Take a closer look at the switch gear, particularly on the center stack; it is sourced from General Motors. So, it is clear this creation was dreamt up not entirely from our Swedish buddies but with some aid from GM.

Source: autozeitung.de

This makes me wonder, how good will this car be? Although we have seen notable improvements across GM’s brands – specifically their respective vehicle’s driving dynamics – they still remain to have quality issues. Will this spread to the 2010 9-5? Doubtful, but thankfully this will hopefully be the last GM-inspired Saab to grace the planet.

Thank goodness for the sake of Saab. Hopefully Koenigsegg will inspire the downtrodden brand to produce more bespoke vehicles and take heed of their potential.

Source: autozeitung.de

At any rate, Saab is already on the “right path.” Usually Saab would have just spit out the last generation 9-5 with a slightly modified grille. Now they have a totally unique vehicle and that is a start. Next step, Saab-specific interior bits.

Let’s hope it drives as good as it looks.

rp

GM Exploring China

If you did not see this coming a mile away, well, then I am shocked.

With General Motors struggling to find profitability it appears as though they may turn to China to manufacture a larger amount of their products due to cheaper labor. Can we blame them? No, this is just doing good business.

In my humble opinion, the UAW has forced GM to look abroad, in desperate times, to avoid harsh labor contracts and high hourly wages.

A soundbyte from consumer advocate Ralph Nader sums it up:

"We'll look back on this bankruptcy, as a death star that has emerged to empty out jobs in communities all over the country."

Read the AutoSpies story and watch the CNN clip here.

Source: Boston.com

rp

So Why Is Ford Smiling?

Source: Marijan Murat/European Pressphoto Association

For the past few months, I’ve been getting e-mail messages from Ford public relations, alerting me to the new Fusion Hybrid’s excellent fuel mileage and its Facebook campaign for the upcoming Fiesta. Ford is pushing both cars hard, especially the Fiesta, which won’t arrive in America until next year. But it’s tough getting good news out when there’s so much desperate news out there. So it doesn’t surprise me that Alan Mulally, Ford’s chief executive, and Bill Ford, the company’s executive chairman, wanted to get their word out on the same day that President Obama issued an ultimatum to G.M. and Chrysler.

Read more here.

rp

Toyota Can Finally Take Over The US Car Market

Toyota’s share of the US light vehicle market is 18% and Honda’s is 10%. GM’s share of its home market is about 22%. Fifty-five years ago, the No.1 US car company had 54% of the US market. By this time next year, GM’s piece of the American car pie could drop another 50%, bringing it closer to Honda’s.

Source: dragtimes.com

It seems improbable that GM could lose that many customers so fast. But, Rick Wagoner, recently departed CEO of the company told Congress last December that consumers won’t buy vehicles from a bankrupt company. Some of the people at the hearings figured Wagoner was bluffing, trying to convince Washington that a Chapter 11 filing would bring an end to the firm’s ability to market its products because customers could turn to cars made by competitors which were in reasonably good financial shape. But, most research done recently indicates that Wagoner was probably right, at least right enough that GM’s sales could be clobbered by consumers who believe that their warranties will be worthless and that their dealers will disappear.


Read more here.

rp

Obama extends short federal lifeline to GM, Chrysler

President Obama announced Monday that struggling automotive giants General Motors and Chrysler will be given a "limited" period of time to "restructure in a way that would justify an investment of additional taxpayer dollars."

Source: BusinessWeek.com

The federal government will give GM "adequate working capital" over the next 60 days to work in conjunction with the administration in developing a better recovery plan, he said.

Read more here.

rp

Cadillac CTS-V: The Next American Classic?

It's not every day you find a car that offers 556 horsepower and 551 foot-pounds of torque, especially one that's a four-door sedan.

Source: Caroline D'angola

General Motors' 2009 Cadillac CTS-V is taking on rival models by BMW and Daimler, and winning. That's no small feat considering the contenders are the bratwurst-fed, 500-horsepower BMW M5 and the muscular, 507-horsepower Mercedes-Benz E63 from Daimler.

Read more here.

Source: Caroline D'angola

rp

Malibu Hybrid: Better Never Than Late?

The Big Three carmakers must take advantage of government support and release exciting, innovative vehicles. But what's out there, given the new reality that consumers are buying gas-misers?

Source: rp

General Motors' Chevrolet Malibu has had a dicey history. (Remember the whatever-the-hell-is-it Malibu Maxx?) But what we have now is quite different.

Read more here.

rp

Challenger Weighs In On Job Cuts

This past Wednesday, Challenger, Gray & Christmas released their much anticipated job cut data. The results were not too pleasing with terrifically awful trends.

Reaching levels not seen in nearly five years, 112,884 jobs were taken off the table in October. Leading the pack for the month of October were the following industries: financial, automotive, pharmaceutical, industrial goods, computer, and consumer products with each cutting 17,949; 15,692; 8,956; 8,252; 7,548; and 6,946 jobs, respectively.

Data: Challenger, Gray & Christmas
Charting: rp

October’s total is nearly 20 percent higher than September’s job cuts – that is huge! One question I am wondering is, how much worse will it become before it gets better?

After bouncing up and down this summer, it appears as though job cuts are trending upwards since August. This is tremendously disturbing, especially when year-over-year we see that cuts decreased steadily from August to December. With the economic contraction in full swing, it is likely cuts for November will remain above 95,000 for the month.

Data: Challenger, Gray & Christmas
Charting: rp

Looking at this year’s leaders, we see that finance holds the crown, automotive is trailing and picking up steam, while government/non-profit jobs remain at an arm’s length in a distant third.

Cuts in the finance sector, which have slowed down, will most likely continue on their deceleration while I expect the automotive sectors cuts to pick up tremendous steam.

Today, General Motors reported their quarter with an astounding net loss of $2.5 billion. What struck me was the $1.7 billion non-cash charge for the settlement concerning the elimination of post-65 salaried retiree healthcare coverage – ouch. You better believe there are more cuts coming down the line.

Ford, on the other hand, reported a mind-numbing $7.7 billion cash burn for the quarter. This is the kind of thing that makes you slam your head against a desk, full speed. Problem: efforts to counter this mounting burn is being offset by reduced sales. More cuts, more cuts and more cuts are in store for the near-term.

According to Federal Reserve policy-maker Dennis Lockhart, "The U.S. economy in September and October appeared to weaken dramatically ... Problems are now broad-based."

With this knowledge we can only expect auto sales to weaken further, continuing the downward trend and increasingly sputtering GM and F into further trouble. More on this later…

Data: Challenger, Gray & Christmas
Charting: rp

**2008 data is a prediction based upon the author's calculations

Now, assuming that all of that news was absorbed into your skull, let us move onto something which may be considered good news.

Considering the scale of the current economic retrenchment, we see that 2008 will likely not yield over 1.2 million job cuts. According to my calculations we will hover somewhere between 1.04 and 1.1 million cuts for the year. Essentially, we are living 2005 all over again.

The spin on this is it could be much worse, for instance, 2001 which had over 1.9 million job cuts. Only time will tell as November and December send 2008 on its merry way and into the history books.

rp

Automakers Face Catastrophic Week

It is the first week of the month and you know what that means.

New data.

Unfortunately, November's data has shed light into some of the worst numbers in years. That's right; the automakers have officially fallen off a cliff. Believe it.

The US SAAR Total Sales came back atrocious. The Challenger jobs data is disappointing, albeit, it was not expected to be an uplifting report.

Although many were hoping that Obama's victory would spur the markets, it appears after today's close that may not be the result. Granted, it is one day into Obama's victory -- do not jump to conclusions.

GM and F report Friday. I would not be surprised if one of the firms file for Chapter 11 and restructure themselves accordingly. The choice to be made is wait and prolong the pain or make this short and sweet. Kind of like taking off a band-aid.

More detail and predictions to follow.

rp

What Happened to Free Markets?

Another bailout? Again? Could it be possible?

Yes. Unfortunate but true, it is becoming more common talk that we could see another bailout with the automakers stepping into the batter’s box.

As my prior write-up noted, sales remain to struggle even taking into account August’s seasonality. Not very positive looking charts, down below. Year-over-year the “Big three,” have taken on serious debts and have managed to align themselves in an unfavorable position regarding their model offerings.

Now, the United States government has aided in two bailouts - namely Bear Stearns and the Fannie/Freddie debacle – and this has the auto industry feeling as though they deserve their fair share. Thus, this has raised the chatter on a possible automotive industry bailout due to the sizeable losses which have been reported from the domestic builders.

This is a tough situation.

On one hand, the government has to look to protect the workers of the automotive industry and guard the US economy. Remarkably, the US economy has managed to prevail relative to the damage already done. It is a wonder if this could be the final straw.

The other hand paints a different picture, depicting the government star-gazing as the manufacturers fail or consolidate to stay afloat.

American auto manufacturers got away with producing over-sized vehicles for far too long and the industry is paying the piper. To analogize, the American OEMs faltered precisely where the big banks ran astray - they got greedy. General Motors, Ford and Chrysler all had high margin truck portfolios which yielded big rewards; unfortunately, risk reared its ugly head.

The past year has provided some stellar collapses. Real estate, mortgage-backs and now sport utility vehicles. Unfortunately, there are going to be repercussions for these firm’s actions. The only way I can see the playing out is through mergers or consolidations.

Welcome to the SUV bubble.

rp

August SAAR data: A Fluke.

Although we are currently in one of the greatest eras for automobile development and innovation, sales are still tanking.

August’s US SAAR total sales have painted a reasonably grim picture. You may ask, “how?” or “why?” The approximate 1.2 million vehicle sales increase can be seen as artificial due to the incentives that you can find on 2008 models and gas guzzling sport utility vehicles.

Data: Bloomberg

A CNN report implied that due to oil’s recent pull back, currently near $106 per barrel, consumers are starting to get back into sport utility vehicles. Check the 8th and 9th paragraph of that story. I am not sure if I believe that as I do not see gas prices below $3.50 in my region; what would motivate someone to run out and buy a SUV?

Are the incentives that good? What does it matter if you pay your savings back in gas bills during the vested life of the vehicle?

Back to the SAAR data. Another crucial point which must be taken into consideration is that during this time of year, auto dealers are attempting to push out as many of the prior year’s cars out of their inventory before the new models are introduced. There is a seasonal re occurrence and you can see it on the Domestic Sales and Japanese Sales charts.

Data: Bloomberg

Last August, Domestics and Japanese autos saw a nice up-tick in their respective sales. This year, it appears that General Motors is seeing a similar trajectory while Ford and Chrysler are struggling. The Japanese are fairing well with similar trends in respect to last year.

Data: Bloomberg

Essentially, after taking into consideration the seasonality of August’s numbers, as well as the significant increase in incentives I can not foresee this year’s car sales to remain on this upward trend. I am calling August a fluke. It is extremely negative to see that Ford and Chrysler are struggling with sales this past month when there should have been an improvement in sales given the current incentive programs and 2008 model year liquidations.

Out of curiosity I inserted trend lines into these charts and it appears the only company which is doing well sales-wise is Honda. The company, known for its gas-sipping cars, recently surpassed the Ford F-150 as the most sold model in a given month - Three cheers for the Honda Civic. Pretty earth-shattering news for the car world.

If you want to see how bad things have gotten, look at the year-over-year numbers. They will turn anyone who is not squeamish a nice shade of green. US SAAR has declined nearly 16% while the big three, General Motors, Ford and Chrysler lost 20%, 25%, and 34%, respectively. The Japanese are doing much better albeit not well by any means; Toyota’s sales lost 9% YOY while Honda dropped 7% in sales.

The Domestics will have to keep their chin up during this time of distress and pray their new models and changes reverse their losses. Good luck, boys.

Watch for next month's SAAR data to downtrend, I can not see it rising or going flat.

rp