Chrysler Critics : President Obama takes on GM

With Chrysler and General Motors completing their bankruptcy proceedings and continuing on with their restructuring, it may seem ridiculous that President Barack Obama still finds the need to defend the government bailout of the two companies.

But that is exactly what he did during a speech at a Michigan community college recently. Obama said that if nothing was done, then the economy would have experienced a catastrophe due to the massive loss of jobs.

More details can be found here. What do you think? The bankruptcy's pretty much a done deal.
Read More......

Update : Darryl Hazel to leave Ford customer service unit

Two senior Ford Motor Co. executives announced their retirements today, triggering the assignment of a batch of new responsibilities for several other executives.

Retiring are:

• Darryl Hazel, 61, senior vice president and president of the Ford Customer Service Division, will leave after 37 years with the automaker. Hazel also has headed the Lincoln Mercury and Ford brands. Ford said Hazel will serve as a special adviser to Ford on “global service initiatives” through the end of 2009, reporting to marketing chief Jim Farley.

• Peter Daniel, 62, senior vice president and controller, leaves after 38 years with Ford. His departure is effective Oct. 1.

Executives with new responsibilities include:

• Farley, 47, becomes group vice president of global marketing and Canada, Mexico and South America operations. He keeps his marketing duties and adds operational responsibility for those non-U.S. units as of Sept. 1. He will report to CEO Alan Mulally on marketing issues and report to Mark Fields, Ford’s president of the Americas, on his new operational duties.

His new responsibilities mean that Ray Day, vice president of communications, will begin reporting to Mulally instead of Farley.

“Jim has made great progress connecting with our customers and building a strong foundation for our success in North America,” Mulally said in a statement. “He will continue to lead marketing globally, focusing on building the Ford brand around the world and working closely with our product development organization on strategy and planning.”

• Bob Shanks, 56, becomes vice president and controller of Ford Motor Co. on Sept. 1. He had been vice president and controller of Ford’s Americas operations. He will report to CFO Lewis Booth.

• Dave Schoch, 58, will become controller of the Americas on Sept. 1. He had been head of Canada, Mexico and South America. He will report to Fields.

• Ken Czubay, 60, will get the expanded role of vice president of U.S. marketing, sales and service. He will now report to Fields.

• Frederiek Toney, 53, will succeed Hazel and become vice president of the Ford Customer Service Division and a corporate officer as of Sept. 1. He will report to Czubay.

Said Mulally: “We will miss Peter and Darryl but are very fortunate to have a deep and talented management team poised to continue our progress toward building an exciting and profitably growing Ford.”
Read More......

NEW : House approves measure to aid GM, Chrysler dealerships

The U.S. House of Representatives approved a measure that tries to help automobile dealerships hit by the bankruptcies of Chrysler and General Motors.

The House voted 219-208 for a $24.2 billion spending bill for the fiscal year starting Oct. 1. The legislation includes controversial provisions that try to restore the economic rights of those auto dealerships that have been closed or are facing such a prospect as a result of the GM and Chrysler bankruptcies.

The bill’s future in the Senate is uncertain, and the Obama administration strongly opposes it because the cuts were deemed necessary as part of the government-financed restructuring of GM and Chrysler.

Chrysler shut down 789 dealerships during its six-week bankruptcy, which ended June 10. Before it filed for court protection on June 1, GM told about 1,300 dealerships that their franchise agreements wouldn’t be renewed when they expire in October 2010.

The legislation would return dealerships to their previous status. If automakers want to continue with the cuts, they’d have to go through state courts.

Chrysler, in a statement before today’s vote, said its bankruptcy accelerated a dealer reduction that began more than a decade ago.

"If Congress reverses this process, it flies in the face of a U.S. vehicle market that has declined 40 percent since 2007," Vice President Peter Grady said in a statement on the company's blog.

"Indeed, the U.S. dealer network was built to serve a market that once sold 16 million vehicles a year. Those days are gone."

U.S. auto sales averaged 16.4 million annually this decade through last year. This year’s sales have been running at an annual rate below 10 million.
Read More......

NEW 2010 Ford Flex with EcoBoost

With the 2010 model year, Ford is marking the start of its EcoBoost initiative, a plan that will dramatically effect the company's entire lineup in the coming years. By using turbocharging and direct injection with smaller-displacement engines, Ford says it can offer better performance and fuel economy. The company expects it will put 1.3 million EcoBoost engines on the road by 2013 and offer the technology in 90 percent of its models.

The Flex crossover is one of the first Fords to get EcoBoost. Using a 3.5-liter V-6, the Flex achieves V-8 performance with V-6 fuel economy. The Flex EcoBoost (which is only available with all-wheel drive) achieves the same fuel economy as the base all-wheel-drive Flex, which is rated at 16/22 mpg.

PowertrainThe technology in Ford's EcoBoost engines isn't revolutionary, but the company's plan for such widespread adoption is unique. In the 3.5-liter V-6, two turbochargers spin as fast as 170,000 rpm to force more air into the engine while fuel injectors spray gasoline into the cylinders at 2175 psi. Adding more air and fuel allows extra power to be squeezed out of each combustion event.

There are plenty of automakers that might detune a performance engine by 10 to 20 hp in the family crossover, but the Flex receives the same 355 hp that will move the Ford Taurus SHO, the Lincoln MKS, and the Lincoln MKT. Ford has decided that its first EcoBoost engine needs to place more emphasis on performance than fuel economy in order to build a positive impression of the technology. Future Ford engines using turbochargers and direct injection may focus more on the fuel economy side of the equation. Torque is rated at 350 lb-ft and spans from 1500 to 5250 rpm. It's that plateau-flat torque curve that creates an exciting and effective blast when the throttle is planted. Ford estimates 0-to-60-mph acceleration occurs in about 7 seconds.



EcoBoost Flexes all receive a manual-shift mode for the six-speed automatic transmission, along with steering-wheel-mounted shift paddles. The paddles are a great addition for the performance engine but could use some refinement. When the gear selector is left in drive, the paddles can't be used to effect a downshift. In manual mode, the transmission is happy to provide downshifts at a fairly quick pace but sometimes isn't restrictive enough (yes, we just said that). Multiple times, we asked for one too many downshifts, and the Flex obliged by dropping down a gear - right on top of redline. To top it off, the coarse, dull finish on the plastic paddle shifters looks out of place compared with the rest of the well-trimmed cabin.

More than an engine upgradeThe Flex with EcoBoost is more than just a Flex with a different engine. The engineering team has also modified the suspension with stiffer springs, higher damping rates, and a ride height that has been lowered by ten millimeters. Combined with the already-low ride height and excellent body control, the subtle changes make this Flex one of the best handling crossovers on the market and do a good job of disguising its 4839-pound weight.

Ford has also equipped EcoBoost Flexes with electric power steering (the base Flex will continue to use a hydraulic system). The primary advantage is that Ford can now incorporate its Active Park Assist (see below), but the system also adds a feature called Pull-Drift Compensation. When a driver has the steering wheel slightly turned to keep the vehicle straight on a crowned road or in strong crosswinds, the computer recognizes it and activates drift compensation. By adding small amounts of torque to keep the wheel off-center, the driver can reduce the amount of effort to keep the wheel cocked and car straight.



The enthusiast's crossoverFord touts EcoBoost's advantages with a pragmatic slant: better towing with above-average fuel economy. We agree that those are admirable attributes. But driving the winding roads of the Rockies outside of Boulder, Colorado, we came to admire the Flex EcoBoost as something else: an enthusiast's crossover. Combined with confident body control and surprising handling, the torque-monster engine creates a fun driving experience. All-wheel drive provides sure footing, and the paddle shifters allowed us to run up and down through the gears and keep boost at the ready.

To emphasize the Flex's towing credentials, Ford took us to Estes Park, Colorado, at an elevation of approximately 7500 feet. Towing trailers that were loaded with 2500 pounds of ATVs and dirt bikes, we ran up mountain roads in a GMC Acadia, a Dodge Durango Hemi, and a Ford Flex EcoBoost. While the normally aspirated engines--a 3.6-liter V-6 in the Acadia and a 5.7-liter V-8 in the Dodge Durango--wheezed from a lack of air, the Ecoboost's turbochargers kept the Flex steaming ahead. At sea level, the Hemi and the EcoBoost are on a much more level playing field - but the earth is not flat. The Flex can pull up to 4500 pounds and comes standard with a trailer sway control system when equipped with the towing package.



Different crossover, same styleInside and out, the turbocharged Flex looks very much like the same vehicle that was introduced last year. Unique to the EcoBoost crossover are twenty-inch painted aluminum wheels and chrome-tipped dual exhausts.

EcoBoost will only be offered in SEL and Limited trims. That means you'll automatically get power driver and passenger seats, dual-zone automatic climate control, a six-disc CD player, and Sync, which incorporates media player control and phone integration. Stepping up to the Limited adds voice-activated navigation with back-up camera, ambient lighting, HID headlights, and LED taillights. All EcoBoost Flexes found on dealers' lots will also include the convenience package highlighted by adjustable pedals, a power liftgate, and a 110-volt power outlet.

Park it, JeevesThe headlining technology in the EcoBoost Flex is Ford's Active Park Assist, a system that identifies parallel parking spots and then steers the Flex into them. Lexus has offered a similar system on the LS460 for several years, but Lexus's system is notoriously finicky, often canceling the process in the middle of a parking maneuver.

We tested Ford's system by parallel parking a Flex in a generous-sized space between two customized Flex SEMA show cars. To start, simply push a button and cruise the street. The Flex searches for a parallel parking space on the right side of the street. If you're on a one-way street and want the Flex to check the left side, simply turn on your left turn signal.

When a spot has been identified, the system alerts you with a ding, and the display in the dash lets you know that you need to continue forward a few more feet. Another audible alert will tell you when it's time to put the transmission in reverse. At that point, the hands go in the lap as the Flex takes control of the steering wheel. As the driver, however, you're still responsible for the gas and the brake pedal. If you want to try parallel parking at 40 mph, Active Park Assist will try to keep up with you.

As you ease on the gas pedal, the wheel steering spins to lock and the eventually back in the other direction. What with the magically spinning steering wheel, a series of audible beeps, and the live action in the rear-view camera screen, it can be easy to lose focus. Don't forget to hit the brakes, or you'll smack the car behind you. To complete the maneuver, shift back to drive and allow the Flex to move to the center of the spot.



The Ford system works surprisingly well. When we're finished, the Flex is perfectly centered in the spot, just inches from the curb. While the Lexus system uses cameras to identify spaces and obstacles, Ford's system uses four ultrasonic sensors at each corner of the vehicle. It also helps that Ford gives the driver full control over the gas and the brake, so you don't have to tolerate slug-speed parking. Had our space been smaller, it's possible that the Flex would have requested multiple shifts between reverse and forward to get into the spot, but it would in all likelihood still do a better job than you would. The Active Park Assist Technology will also be offered on the Lincoln MKS sedan and MKT crossover in 2010 and is only available on EcoBoost models of the Flex.

Premium performance, premium priceTechnically, the Flex with EcoBoost will start at $36,115, but you'll have to special order that vehicle from the dealer. As mentioned, Ford is building all of its stock Flexes with additional equipment that it figures most buyers will want. That means the cheapest EcoBoost Flex SEL in stock on dealer's lots will run $39,995. Limited models start at $42,785 with the tacked-on options. Those are big numbers, but Ford does have a rare product on its hands, because this crossover offer V-8-like performance. Competition such as the Chevrolet Traverse, the Honda Pilot, and the Toyota Highlander still offer V-6 engines.

Ford hopes that EcoBoost will give even more buyers reason to shift from their large SUVs to a crossover. For those able to foot the bill, the Ford Flex with EcoBoost is an engaging, unique offering in the crossover segment.





Read More......

NEWS Audi A5 Sportback 2010

Do you lust after an Audi A5, but need something with some extra doors and space to handle the family? Good news: Audi has just the car for you.

Well, not quite. Such a car--the 2010 Audi A5 Sportback shown here--is indeed destined for production, but not the New World. Audi says the shapely fastback doesn't mesh well with its U.S. market plans, and as such, the car will essentially be forbidden fruit for the time being.

Although it looks quite similar to the new BMW 5-series Gran Turismo, the A5 Sportback is considerably smaller. At 15.45 feet long, the A5 is a foot shorter than the Bimmer, and is closer in size to an A4.

Those accustomed to riding in the back of an A4 will complain the rear seat is slightly smaller (it's been pulled forward in light of the rakish roof), but luggage space isn't compromised one iota. The Sportback offers 16.9 cubic feet of cargo space, but that number expands to 34.6 cubic feet--nearly two-thirds of that offered in the A4 Avant--with the rear seats down. Unlike the 5-series GT, access to the cargo bay is available only through a full-size hatch.


Although it's labeled as an A5, the Sportback's engine offerings have more in common with the A4 range. The 180-hp, 2.0-liter turbocharged I-4 is the A5 Sportback's base engine, available in a front-wheel-drive model with either a six-speed manual transmission or a CVT. A 211-hp version is also available, but only with Audi's Quattro all-wheel-drive system and a seven-speed dual-clutch transmission. The A4's direct-injection 3.2-liter V-6 serves as the premium gas engine, and is available only with Quattro and the S-tronic dual-clutch transmission.

As the A5 Sportback is tailor-made for Europe, a number of diesels are also part of the model mix. Volkswagen's ubiquitous 2.0-liter turbo-diesel I-4 serves as the base engine, while 2.7-liter and 3.0-liter turbo-diesel V-6s offer buyers additional power. To further boost fuel economy, both the 2.0-liter gasoline and diesel engines come with a start/stop system on models with manual transmissions.

Europeans should see the A5 Sportback in dealers this September, but we'll have to wait until 2010 to see a Sportback--a larger A7 model--arrive on our shores.



Read More......

News : Mercedes Benz Sls 2011

We're flat-out on Germany's Sachsenring race track in the new Mercedes SLS AMG, chassis number 00045, a mildly camouflaged pre-production model. Ahead is an SL65 AMG Black Series--twin-turbo V-12, 670 hp, 738 lb-ft of torque--driven by Tobias Moers, head of AMG's r&d division, seasoned race instructor and today's pace-setter. Filling his mirrors, our red gullwing keeps pushing harder and harder, even though its normally aspirated 6.2-liter V-8 is rated at a comparably modest 571 hp and 479 lb-ft. The Sachsenring has plenty of slow corners, lots of climbs and descents, two long straights and two very fast and very blind fourth-gear bends.

As our session progresses, this track is becoming a nightmare for the wide, fat SL, and dreamland for the light and nimble SLS. Despite the Black Series car's four more cylinders, 100 extra hp and 259 lb-ft of added torque, it's punished by its 551-lb weight penalty. The SLS not only uses a significantly lighter double-wishbone aluminium suspension, it also boasts a featherweight spaceframe body which tips the scales at a mere 531 lbs. Perhaps even more significant is the weight distribution. In contrast to the nose-heavy SL, the new gullwing places only 48 percent of its mass on the front axle and 52 percent on the driven wheels.

In this match, the Black Series SL doesn't stand a chance. It understeers early, and after only ten laps it has practically run out of front tires. The momentum gained on the straights can never compensate the speed lost on the approach to and through the infield.

The SLS is a totally different animal. It is 49 inches low and 76 inches wide, with cab-backward proportions that emphasize the front-mid-engine layout. The boxy light-alloy skin is draped over a long, 105-inch wheelbase. The gullwing doors open at a large 70-degree angle, but even when fully deployed, the maximum clearance is a scalp-threatening 5 feet, so that short people can still reach the inner grab handles from their seats. The power-operated buckets, which feature lightweight magnesium backrests, are comfortable and supportive. The steering wheel's squared off bottom is a bit of a nuisance through the esses, and in a car this sporty, the shift paddles should be attached to the column--not the wheel.

Instead of a conventional transmission lever, the SLS features a small T-handle gear selector. Push it forward to engage reverse, pull it backwards to select drive, hit the button marked P for park. To the left are five buttons marked engine start, transmission mode (controlled efficiency, sport, sport plus, manual), ESP (on, off or sport), rear spoiler (it automatically extends at 75 mph) and AMG (to store your favorite settings). The familiar Comand system controls the various communication, navigation and entertainment functions. Like every AMG car, the SLS offers a choice of in-dash readouts which relay the coolant, engine and gearbox oil temperatures, the current ESP setting and the most recent lap and trip times. Above the two large main round instruments, there is a supplementary digital LED rev counter with one amber warning segment at 6900 rpm and two red warning dots which come on at 7100 and 7200 rpm.

The exterior design of the new gullwing incorporates modern and retro elements. The large grille, the side cooling gills, and the signature doors all mimic the original 1954 silver arrow. The cleverly packaged and neatly finished interior charms with its rather unique cocoon effect provided by the clamshell doors and the extra-tall sills. The cabin feel is snug but by no means claustrophobic. Standard equipment includes keyless ignition, heated seats trimmed in soft Designo leather, parking aids complete with rear-view camera, and lightweight pedals with rubber studs. Extra money buys speakers by Bang & Olufsen, carbon fiber trim, memory seats, a DVD changer, and your choice of multi-hued color schemes with contrasting stitching and piping. This is definitely not your father's Benz.

Thumbs up Let's go! This time, there is no Black Series lead car. We're on our own now, for eight more hot laps. Time to hit the AMG button and summon the preferred set-up: transmission in sport plus, ESP in sport. There is no choice of setting for the dampers or the steering, the latter of which takes only 2.7 turns from lock to lock. In sport plus, the seven-speed dual clutch transmission swaps the gears with the same brutality as in the Ferrari California, and it also blips the throttle during downshifts. Engine and gearbox are connected via a carbon-fiber torque tube, which distributes the power to the rear wheels via a 100 percent mechanical limited-slip differential.


First gear runs out of revs before you can say "Wow," second is only suitable for the slowest corner of the track, third is a wonderfully elastic ratio which perfectly matches the engine's 4750-rpm torque peak, fourth successfully conquers fear through the two heart-attack left-handers, fifth is just about all you need to reel in the short downhill stretch and the hunchback start-finish straight.

Unlike the tail-happy C63 and the slightly ponderous SL63 we drove to acquaint ourselves with the track, the SLS AMG is so stable and composed, it feels strangely uneventful and uninvolving. How come Because the new dry sump lubrication helps provide an exceptionally low center of gravity, the transaxle layout ensures an amazingly neutral handling balance, and the staggered-size tires (265/35R19 in the front, 295/30R20 in the back) provide an almost insane amount of grip. As a result, the 3571-lb two-seater is as expressively dynamic in one direction as it is absolutely unshakeable in any other. Although confidence is quickly established, it takes at least half a day--and an eye-opening ride with the former DTM champ Bernd Schneider--to fathom the true potential of this very special Mercedes.

But even then, the prevailing impression is compiled of such pragmatic virtues as compliant ride, accessible performance, perfect balance, enough noise but no undue vibrations or harshness. For a rear-wheel-drive supercar, the SLS is incredibly benign and forgiving.

One key dynamic asset is the steering. Meatier and less damped than in other AMG models, it opens up a new level of man-machine dialogue. It's a precision tool that fuses minimum input and maximum control, even through that adrenalin-pumping 110 mph uphill kink where the coupe's fat rear end wants to play catch and release. Then there's the electronic throttle, which allows you to modulate and time the torque flow to perfection. The free-breathing, high-revving V-8 responds to the driver's right foot like a thoroughbred to the prose of a horse whisperer. Especially in manual mode, where the transmission holds the chosen gear no matter what, the SLS rides the torque surf so expertly that every approach is a trough, every apex is a crest, and every exit is a mighty tidal wave.


To boost the 6.2-liter V-8's power output from 525 hp to 571 hp, AMG developed a new larger-diameter intake plenum, hotter camshafts, a more ambitious lightweight valve train and a low-resistance multiple-pipe exhaust system. Other measures include slimmer forged pistons, reinforced crankshaft bearings, toughened reduced-friction piston liners, a stiffer crankcase, a shorter cooling circuit and a more efficient lubrication. Lighter, torquier and quite a bit more powerful, the tweaked 6.2-liter V-8 actually uses less fuel than the version in the E63 and S63 (though U.S. EPA figures are not yet available). Mercedes is quoting a 0-to-62 mph time 3.8 seconds and a top speed of 197 mph.

Equally impressive are the brakes. One can specify extra-large carbon-ceramic rotors which are immune to high temperatures and offer a 40 percent weight advantage, but even the standard steel discs are very good at neutralizing excess kinetic energy. Despite the commendably short pedal travel, the massive six- and four-pot calipers cover the complete deceleration spectrum from touch-then-go-again to all-anchors-dropped.


No, we don't know yet how the SLS fares on broken pavement, on twisty autobahn sections, or in stop-and-go traffic. If the performance on the track is any indication, the new AMG-Mercedes promises to be one of the true greats.

Look for the SLS to make its public debut at the Frankfurt auto show in September and U.S. sales to start next summer, with production capped at 5000 per year. Next in the five-year cycle of the project is the roadster, which goes on sale in early 2011. Three and a half years later, we are going to see a limited-edition farewell Black Series gullwing. And believe it or not, there is also a zero-emission version in the works for 2012.

Mercedes-Benz SLS AMG - Preliminary Specifications (per manufacturer)

Engine: 6.2-liter, 32-valve DOHC V-8
Power: 563 hp @ 6800 rpm
Torque: 479 lb-ft @ 4750 rpm(7200 rpm max engine speed)

Transmission: 7-speed dual-clutch automatic
Drive: rear-wheel
Wheels: 9.5 x 19 inch front, 11.0 x 20 inch rear
Tire size: 265/35 R19 front, 295/30 R 20 rear

Length: 183 in
Width: 76 in
Wheelbase: 105.5 in
Track front/rear: 66/65 in
Curb weight 3571 lbs

0-62 mph: 3.8 seconds
Top speed: 196 mph
Fuel economy: 18 mpg (city/hwy combined on Euro cycle)

Read More......