I found this youtube video on the new Think electric vehicle...
Check it out...
Link: http://www.youtube.com/watch?v=65SQ-hnV1IM
Enjoy Today!
Is Apple getting ready to reveal its secret car?
6 years ago
Tuesday, April 29, 2008
I have done more "Think" ing... was that corny?
The Think vehicle line up is coming soon to an electric outlet near you...
04/22/2008 07:21 AM
Norwegian Electric Car Company Arrives in U.S.
SustainableBusiness.com News
Norwegian electric car producer Think has established TH!NK North America in partnership with leading clean-tech investors RockPort Capital Partners and Kleiner Perkins Caulfield & Byers (KPCB).
The new venture was announced at the 2008 FORTUNE Brainstorm Green Conference held in Pasadena, California, that brought chief executives from all over North America together to talk about the business opportunities of "going green."
"The TH!NK city is the world's only crash-tested and highway-certified electric vehicle and is ideal for markets such as California where we will initiate demonstration projects offering an exceptionally safe and fun car to drive," said Jan-Olaf Willums, CEO of Think Global. "We are proud to partner with the two pioneering investors in the clean tech field and to launch TH!NK city in North America with them."
TH!NK city is emission free and 95% recyclable, according to a company release. It reaches a top speed of 100 km (65 miles) per hour and can drive up to 180 km (110 miles) on a single charge. TH!NK city meets all European and U.S. federal motor vehicle safety requirements.
Ray Lane, a Kleiner Perkins Managing Partner and Chairman of TH!NK North America, said, "The transportation industry is undergoing its largest transformation since Henry Ford built the Model T. Today we are witnessing a seminal event--the first highway-capable electric vehicle intended for mass production, representing a big step toward a zero emission transportation industry."
At the Geneva Motorshow earlier this year, Think announced a strategic partnership with energy giant General Electric (NYSE: GE), also an investor in Think. At the show, Think unveiled its future car, the TH!NK Ox, the first 4/5-seater fully-electric vehicle which is slated to begin production in 2010/11.
Think has also established partnerships in the U.S. with battery suppliers A123 and EnerDel.
The TH!NK city is currently produced in Norway and international sales are scheduled to begin in Scandinavia, with Switzerland and France also being the initial focus areas. Sales, other than initial trial and demonstration projects, will begin in the North American market in 2009.
Vicki Northrup, an electric car veteran, has been retained by TH!NK North America as Operations Manager and will initially be based out of TH!NK North America's Menlo Park office.
About Think Global
Think designs, develops, manufactures and markets environmentally friendly vehicles and technologies. The company has more than 17 years of experience in developing and producing electric vehicles and there are about 1,200 vehicles driving on Norwegian roads today. The latest TH!NK city is the fifth-generation electric vehicle that has been produced in Norway. Series production of the newly designed TH!NK city car started late last year and the first cars will be delivered to Norwegian customers. The capacity of its first assembly plant in Aurskog, outside Oslo, is presently being increased to 10,000 cars per year. Think expects to be producing at full capacity sometime during 2009. Enthusiastic owners with the vision and resources want to make Think the "car company of the 21st century."
About Kleiner Perkins Caulfield & Byers
Kleiner Perkins Caulfield & Byers (http://www.kpcb.com) is leading the venture community to invest in and accelerate Green technology solutions and policy innovations. The firm has been active in Greentech initiatives since 1999. KPCB has committed more than $200 million to ventures across the globe that offer green technology products and services, such as better biofuels, renewable energy generation, cleaner transportation, improved energy storage, and higher energy efficiency technologies. More than half the firm's investing professionals are involved in Greentech investments.
Since its founding in 1972, KPCB has backed entrepreneurs in over 475 ventures, including AOL, Amazon.com, Citrix, Compaq Computer, Electronic Arts, Genentech, Genomic Health, Google, Intuit, Juniper Networks, Netscape, Lotus, Sun Microsystems and Symantec. More than 150 of the firm's portfolio companies have gone public. The firm has offices in Menlo Park, California, Beijing, China and Shanghai, China.
About RockPort Capital
RockPort Capital Partners, founded in 2000, is one of the pioneering Cleantech/Greentech VC funds and focuses exclusively on the Energy and Power, Advanced Materials and Process and Prevention technology sectors. With offices in Boston, MA and Menlo Park, CA, RockPort has invested, to date, over $300M in more than 40 portfolio companies with breakthrough technologies that deliver significant economic value to large potential markets. For more information, visit: http://www.rockportcap.com.
Think... not just for scholors anymore... Check out this Think electric vehicle...
This is an article written in 2007 regarding the "Think" electric automobile . I just love forward thinking individuals, businessmen and inventors. Our dependence on crude oil will end, it is now just a matter of time, dedication, effort and ingenuity.... READ ON...
Have you driven a Fjord lately?Think's zippy little Web-enabled, carbon-free electric driving machine could help reverse 100 years of automotive history, writes Business 2.0 magazine.
By Todd Woody, Business 2.0 Magazine assistant managing editor
July 31 2007
(Business 2.0 Magazine) -- Three pinstriped London investors stand outside an electric car factory in the green fields of the Norwegian countryside, waiting their turns to test-drive a stylish two-seater called the Think City.
But first, Think CEO Jan-Olaf Willums takes the wheel. While the moneymen fiddle with their BlackBerrys, Willums, looking slightly rumpled like the academic he once was, turns the ignition, and the stub-nosed coupe silently rolls toward an open stretch of pavement. Suddenly he punches the pedal, and the car takes off like a shot, the AC motor instantaneously transferring power to the wheels. The only sound is the squealing of tires as Willums throws the little car into a tight turn and barrels back toward his startled guests.
THINKING DIFFERENT: Jon-Olaf Williams, the CEO of Think, will see the City but lease its battery as part of a 'mobility fee' that may include insurance and Wi-Fi access.
SMARTER ASSEMBLY REQUIRED: The City is built from prefabricated parts, allowing Think to place its factories near key markets.
STIRLING SOLUTION: Dean Kamen's heat engine could extend the Think's range by hundreds of miles, turning the car into a mobile generator.
Video
More video
"That looks fun," Frode Aschim of Range Capital Partners says with a grin. Minutes later, he slides into the driver's seat and speeds away.
10 'greenest' cars
Did someone kill the electric car? You wouldn't know it on this bright May morning in Scandinavia, where the idea of a mass-produced battery-powered vehicle is being resurrected and actual cars are scheduled to begin rolling off the production line by year's end.
The London VCs are just the latest visitors to make the trek to Think to meet Willums, a onetime oilman turned venture capitalist, sustainability guru, and solar entrepreneur.
Tesla Motors CEO Martin Eberhard flew to Oslo to take a spin and sent back his people to hammer out a deal to supply Think with high-power lithium-ion batteries. An executive from PG&E (Charts, Fortune 500), the giant California utility, dropped by during his vacation to talk about giving Think a foothold in the Golden State. Dean Kamen, inventor of the Segway scooter, paid a visit, became an investor, and is now working on what could be the next breakthrough in automotive technology (more on that later).
Shuttling between Oslo and California, Willums has raised $78 million from Silicon Valley and European investors captivated by the genial, soft-spoken Norwegian's vision of a carbon-neutral urban car. You might spot him at Buck's, the VC hangout in Woodside, or at a tech conference in Napa. Four months after Willums's investment group acquired Think last year, he was hammering out its strategy at a brainstorming session hosted by Google.
Willums's pitch is this: He's not just selling an electric car; he's upending a century-old automotive paradigm, aiming to change the way cars are made, sold, owned, and driven.
Taking a cue from Dell (Charts, Fortune 500), the company will sell cars online, built to order. It will forgo showrooms and seed the market through car-sharing services like Zipcar. Every car will be Internet-and Wi-Fi-enabled, becoming, according to Willums, a rolling computer that can communicate wirelessly with its driver, other Think owners, and the power grid.
In other words, it's Web 2.0 on wheels. "We want to sell mobility," Willums says. "We don't want to sell a thing called the Think."
That's a lot to ride on one tiny car. And it's a big gamble for consumers, particularly freeway-driving, SUV-loving Americans. But global warming, the boom in green energy, and the changing economics of electric car production -- doing for $100 million what Detroit does for $1 billion -- have unleashed forces that won't be as easy to crush as the EV1 electric car scrapped by General Motors (Charts, Fortune 500) in 2003.
"There is a fundamental shift happening that is going to require new business models," says Ed Kjaer, an electric vehicle veteran who runs the EV program for Southern California Edison. "The timing is right. We are on a path now toward electric cars, and there is no going back."
Todd Woody's Green Wombat blog
We've been down this road before, of course, most famously in the 1990s, when General Motors spent upwards of $1 billion to develop the EV1, a teardrop-shaped electric car designed to comply with a California zero-emissions regulation. Less well-known was Ford's foray into the electric car market -- the one that led directly to Willums.
Lagging its Detroit rival, Ford (Charts, Fortune 500) in 1999 had acquired Norwegian electric car startup Pivco, which it renamed Think Nordic. In the mid-'90s, Pivco had produced a small urban EV called the Citi, about 40 of which were sent to San Francisco as part of a pilot car-sharing program. "They were horrible little vehicles," recalls Tom Turrentine, a research scientist at the University of California at Davis's Institute of Transportation Studies.
But just before Ford bought the company, Pivco had rolled out a new version of the car. Renamed the City, it was a big step up. Among those leasing the car was a former Stanford graduate student named Sergey Brin. "We drove one a long time ago," Google co-founder Larry Page says. "Sort of a milk-carton-material car."
With its eye on the California market, Ford pumped $150 million into the company to design a next-generation City that met European and U.S. safety standards. But when it looked like the automakers were going to kill the California regulation, Ford promptly sold Think to a Swiss electronics company.
By 2006, Think was in bankruptcy. Willums, meanwhile, was about to leave his firm for private foundation work, having made a mint from his investment in REC, an $8 billion Norwegian solar energy company. But the little electric car manufacturer caught his eye.
"So I called the two other key investors in REC about buying Think," says Willums, 60. "We didn't know anything about the car business. But we knew how to build successful businesses."
Willums picked up Think, its factory, and Ford's nearly completed design for a new-model City for the fire-sale price of about $15 million. That freed him to think about how to create a 21st-century car company. Much had changed since Ford sold Think: Global warming was dominating the headlines, the Iraq war had Americans on edge about energy security, and governments were beginning to provide generous tax breaks for electric cars.
"We felt it would be more fun and more profitable to think radically different," Willums says.
One week after his offer for Think was accepted in March 2006, Willums happened to be in Berkeley, where he hooked up with Joel Makower, a well-connected Bay Area green business consultant. Through contacts at Google (Charts, Fortune 500), Makower arranged for Think to hold a brainstorming session at the Googleplex in Mountain View.
The question on the table, Makower says, was this: "If you could build a car company from the ground up, with all we know about the Web and mass customization and social responsibility and localization and sustainability and viral marketing, what would that look like?"
Hybrid vs. diesel vs. flex-fuel
Think's factory in the rural town of Aurskog is more reminiscent of Ikea than of Henry Ford, with its louvered wood exterior, bright open spaces, and shiny surfaces. There's nary a drop of oil or smudge of grease on the factory floor. This is an assembly plant, and the company puts together the Think City much the way a child builds a model car.
"It's a rather low investment," says Think managing director Ole Fretheim. "We can put up new factories quite easily."
He points to the black steel chassis of a City standing on a nearby pallet; it's shipped preassembled from Thailand. At one station, workers attach the car's aluminum frame -- made in Denmark -- and drop in a French motor. At another station, prefabricated rust-and dent-resistant polymer-plastic body panels produced in Turkey are hung on the frame of a nearly completed car.
The modular design means that Think can change body styles -- a prototype of a sporty convertible is parked in one corner of the factory -- without major retooling. It also means that Think can set up shop near its primary markets so it doesn't have to export the finished cars.
I get behind the wheel of one of 10 prototype coupes. With baby-seal-eye headlights and a rakish rear, the black test car is about 2 feet shorter than a Mini Cooper but 6 inches taller, giving it a surprisingly spacious feeling -- an effect that is magnified by the glass hatch that stretches from roof to bumper and that makes parking just about idiotproof.
Start the car up, and the only sound is the annoying hum of its vacuum-pump-powered hydraulic brakes (to be replaced on the production version). Put the pedal to the metal and the City zooms off. It's no Tesla Roadster -- the current battery is speed-limited to 62 miles an hour. But it is nimble and quick and goes about 112 miles on a single charge. And it hits the red line on the fun quotient.
Which is the point, according to Willums. "The customers are the trendsetters, the early adopters, the people who had to have a Prius," he says in lilting, Norwegian-accented English. "We're definitely not the only car you own. The main thing we want to sell is not a car but a whole concept around the car: carefree, carbon-free mobility."
That means no showrooms or obnoxious salespeople. Want to test-drive the City? Send a text message to find the nearest Think About car-sharing franchise. If you like what you see, you customize and order your City online.
"The idea of the future is, Never build a car before it's paid for," Willums says. "Once you have the image that yours is a car to be discovered, people will be happy to wait for just the right car."
Because each vehicle is Internet-ready, you can text-message your vehicle to, say, check its battery charge. The City will e-mail you when it's time for it to be serviced. "If someone has a great idea for a software link to the Think, we say bring it," Willums says. "It's the users who come up with those features. We just give them the platform."
Think plans to sell the car but lease the battery as a way to overcome one of the biggest conundrums of electric cars. The battery is by far the most expensive component of the City, which will list for about $34,000 in Norway. Take the battery out of the equation, and Willums says he can sell the car for about $15,000 to $17,000 in the United States, with a "mobility fee" of $100 to $200 a month that might also include services like insurance and wireless Internet access.
Each car will come equipped with a Web-enabled "black box" to monitor the battery's performance. When the car loses some of its range as the battery degrades, Think will offer buyers the option of replacing it at the same cost or paying a lower monthly fee.
Capricorn Investment Group, a Palo Alto private equity firm that has invested in both Think and Tesla, intends to launch a battery-leasing company to jump-start that market. "You have a natural way to create a total maintenance package," says Capricorn co-founder and partner Ion Yadigaroglu. "You're not going to pay the gas station; you'll pay us a monthly fee to use a battery that our company owns, which can be replaced in later years."
Where's the market for the old batteries? One answer might reside in the basement of PG&E's corporate headquarters in downtown San Francisco. Against one wall, a nickel metal hydride battery salvaged from a wrecked Prius sits plugged into a standard utility meter. When a switch is thrown, the meter begins to spin backward as the battery feeds electricity into the grid.
PG&E plans to buy thousands of plug-in hybrid and electric car batteries that have outlived their usefulness for transportation but still retain capacity. The utility will install them in the basements of office towers and at electrical substations to store green energy produced by wind farms and solar arrays.
"It will make vehicle batteries cheaper," says Sven Thesen, PG&E's supervisor for clean-air transportation, who recently visited Willums in Norway to discuss collaborating with Think.
Mass production will also lower the cost of batteries. In May, Think cut a $43 million deal with Silicon Valley electric car startup Tesla to buy a version of the lithium-ion battery packs that the California company is using to power its forthcoming Roadster.
Like Tesla, Think is capitalizing on the billions spent to create such batteries for laptops and mobile phones. "I think those guys are very savvy businesspeople and are likely to pull it off," Tesla CEO Eberhard says of Willums et al. Tesla's batteries will not only bestow some Silicon Valley cachet on Think -- Brin and Page are Tesla investors -- but also give the City the oomph to do 85 to 95 mph on the highway, according to Willums.
PG&E signs world's largest solar deal
But better batteries are only the beginning. If Dean Kamen has his way, the Think will change our relationship with the energy grid itself.
When I reach the top of a winding driveway leading to Westwind, Kamen's estate outside Manchester, N.H., I'm greeted by an employee rolling along on a Segway. Then Kamen, dressed in jeans and short sleeves, a smartphone holstered on his hip, comes whipping around a corner on a small black motorcycle that sounds like the starship Enterprise going to warp factor 8. It's an electric scooter equipped with a Stirling heat engine that is charging the vehicle's battery, providing virtually greenhouse-gas-free travel.
The iconoclastic inventor, who made his first fortune developing medical devices, has spent more than $40 million creating Stirling engines that can tap almost any fuel source, from restaurant grease to cow dung. He wants to equip the City with one, extending its range by hundreds of miles.
Kamen met Willums about a year ago and later visited Think in Norway. "He's a fun, gregarious, good guy," Kamen says. "Next thing I know, I'm getting sucked into this, and he's sending me a car, and -- son of a bitch -- I've got this car here and I'm putting a Stirling engine in!"
The navy-blue City is parked next to a 1913 Model T and an 1898 steam-driven car. Kamen opens a panel in the floor of the City's cargo area to reveal a silver cylindrical object -- a larger version of the Stirling engine that powers his scooter.
"You can plug the car into the wall to charge the batteries, or you can plug into this," Kamen says, noting that when it's connected to the City, his Stirling engine will meet indoor air-quality standards.
Kamen takes the City for a drive. "This little sucker will move," he says, talking a mile a minute as he accelerates past his wind turbine and down a hill. Right now this is just a hobby for the inventor, but Kamen thinks the car could be the killer app to move toward his vision of the future: mass-produced Stirling engines powering the world's off-the-grid villages.
If Kamen makes the Stirling work in an electric vehicle, Willums will get another power plant for his open-source car and a way to overcome drivers' fears that they'll run out of electrons in the middle of nowhere.
And that's just the start. Both men see the City as part of a network of mobile generators that can draw energy from the power grid and send electricity back during periods of peak demand. "If you have enough Thinks out there, you would literally change the architecture of the grid," Kamen says.
But for that to happen, you need a partner accustomed to managing vast amounts of data over global networks, a company like the one run by Kamen's pals Brin and Page. A couple of days after my visit to his New Hampshire home, Kamen flies to California to have dinner with the Google guys, carrying the schematics of his Think/Stirling hybrid.
"They're interested," Kamen tells me the next week. "Sergey loved his old Think. He's way enthusiastic about the new car."
Go green. Get rich
Brin and Page took the first step toward Googling the grid on a sunny day in June when the search giant unveiled the vehicle-to-grid charging stations it had built with PG&E in a solar-panel-covered carport at the Googleplex.
While a gaggle of reporters looked on, Brin plugged a retractable power cord into a converted Toyota Prius. When he pressed a key on a laptop, a wireless signal instructed the car to send electricity stored in its battery back to PG&E. "People haven't been thinking of this on a large scale," Page says. "If you have a million of these cars, or tens of millions, it'll have a huge impact."
Google.org, the company's philanthropic arm, is creating a fleet of plug-in hybrids for an employee car-sharing program. Dan Reicher, Google.org's director of climate and energy initiatives, says he would consider including the Think City. "It's a very cool car," he says.
That's music to Willums's ears. He might describe the City as a computer on wheels, but in truth what he's selling is a rolling iPod -- a hip, desirable chunk of plastic and metal with Zenlike simplicity. Think plans to roll out its first cars in Norway in early 2008, then expand to other European countries. The Continent should be a rich market for Willums, given that electric car owners there often qualify for generous tax breaks and such perks as free parking.
The U.S. market, where he hopes to sell the City in selected cities in 2009, is more problematic. Turrentine, the UC Davis EV expert, wonders if the City can hold its own on U.S. highways. Even the company's supporters hesitate when asked about the prospects of selling an urban two-seater EV in the land of the SUV.
"I don't know. I don't know," says Tesla's Eberhard. "I'd like them to, obviously, because I want to sell truckloads of batteries to them. It could do well in San Francisco. It could do well in Manhattan."
One key hurdle: creating an infrastructure of charging stations. Hal LaFlash, PG&E's director of emerging clean-technology policy, thinks EV owners could well end up charging their cars at their office parking lots. Car-sharing services like Zipcar and Flexcar offer another opportunity. "The car-sharing market has certain pickup points, and we can work with them on charging infrastructure," LaFlash says.
Back in his Oslo office, Willums acknowledges those challenges. But he senses a shift in the wind -- one that Detroit and Tokyo have been slow to pick up on. The British and Norwegians, eager to prove their green cred, want to place fleet orders, he says. And one U.S. company, which he declines to identify, would like 400 cars. His goals are modest; he's talking about making 20,000 Citys a year. But even that would make Think the world's biggest electric car company.
Perhaps one indicator of people's willingness to think differently about cars is sitting outside in the parking lot. It's the dusty old-model Think in which Willums has been tooling around Oslo for the past four years.
"I drive two cars, a Volvo station wagon and the Think," says Willums, a car collector whose stable includes a '61 Austin Healey. "I use the Think every day. The others stay in the garage."
But first, Think CEO Jan-Olaf Willums takes the wheel. While the moneymen fiddle with their BlackBerrys, Willums, looking slightly rumpled like the academic he once was, turns the ignition, and the stub-nosed coupe silently rolls toward an open stretch of pavement. Suddenly he punches the pedal, and the car takes off like a shot, the AC motor instantaneously transferring power to the wheels. The only sound is the squealing of tires as Willums throws the little car into a tight turn and barrels back toward his startled guests.
THINKING DIFFERENT: Jon-Olaf Williams, the CEO of Think, will see the City but lease its battery as part of a 'mobility fee' that may include insurance and Wi-Fi access.
SMARTER ASSEMBLY REQUIRED: The City is built from prefabricated parts, allowing Think to place its factories near key markets.
STIRLING SOLUTION: Dean Kamen's heat engine could extend the Think's range by hundreds of miles, turning the car into a mobile generator.
Video
More video
"That looks fun," Frode Aschim of Range Capital Partners says with a grin. Minutes later, he slides into the driver's seat and speeds away.
10 'greenest' cars
Did someone kill the electric car? You wouldn't know it on this bright May morning in Scandinavia, where the idea of a mass-produced battery-powered vehicle is being resurrected and actual cars are scheduled to begin rolling off the production line by year's end.
The London VCs are just the latest visitors to make the trek to Think to meet Willums, a onetime oilman turned venture capitalist, sustainability guru, and solar entrepreneur.
Tesla Motors CEO Martin Eberhard flew to Oslo to take a spin and sent back his people to hammer out a deal to supply Think with high-power lithium-ion batteries. An executive from PG&E (Charts, Fortune 500), the giant California utility, dropped by during his vacation to talk about giving Think a foothold in the Golden State. Dean Kamen, inventor of the Segway scooter, paid a visit, became an investor, and is now working on what could be the next breakthrough in automotive technology (more on that later).
Shuttling between Oslo and California, Willums has raised $78 million from Silicon Valley and European investors captivated by the genial, soft-spoken Norwegian's vision of a carbon-neutral urban car. You might spot him at Buck's, the VC hangout in Woodside, or at a tech conference in Napa. Four months after Willums's investment group acquired Think last year, he was hammering out its strategy at a brainstorming session hosted by Google.
Willums's pitch is this: He's not just selling an electric car; he's upending a century-old automotive paradigm, aiming to change the way cars are made, sold, owned, and driven.
Taking a cue from Dell (Charts, Fortune 500), the company will sell cars online, built to order. It will forgo showrooms and seed the market through car-sharing services like Zipcar. Every car will be Internet-and Wi-Fi-enabled, becoming, according to Willums, a rolling computer that can communicate wirelessly with its driver, other Think owners, and the power grid.
In other words, it's Web 2.0 on wheels. "We want to sell mobility," Willums says. "We don't want to sell a thing called the Think."
That's a lot to ride on one tiny car. And it's a big gamble for consumers, particularly freeway-driving, SUV-loving Americans. But global warming, the boom in green energy, and the changing economics of electric car production -- doing for $100 million what Detroit does for $1 billion -- have unleashed forces that won't be as easy to crush as the EV1 electric car scrapped by General Motors (Charts, Fortune 500) in 2003.
"There is a fundamental shift happening that is going to require new business models," says Ed Kjaer, an electric vehicle veteran who runs the EV program for Southern California Edison. "The timing is right. We are on a path now toward electric cars, and there is no going back."
Todd Woody's Green Wombat blog
We've been down this road before, of course, most famously in the 1990s, when General Motors spent upwards of $1 billion to develop the EV1, a teardrop-shaped electric car designed to comply with a California zero-emissions regulation. Less well-known was Ford's foray into the electric car market -- the one that led directly to Willums.
Lagging its Detroit rival, Ford (Charts, Fortune 500) in 1999 had acquired Norwegian electric car startup Pivco, which it renamed Think Nordic. In the mid-'90s, Pivco had produced a small urban EV called the Citi, about 40 of which were sent to San Francisco as part of a pilot car-sharing program. "They were horrible little vehicles," recalls Tom Turrentine, a research scientist at the University of California at Davis's Institute of Transportation Studies.
But just before Ford bought the company, Pivco had rolled out a new version of the car. Renamed the City, it was a big step up. Among those leasing the car was a former Stanford graduate student named Sergey Brin. "We drove one a long time ago," Google co-founder Larry Page says. "Sort of a milk-carton-material car."
With its eye on the California market, Ford pumped $150 million into the company to design a next-generation City that met European and U.S. safety standards. But when it looked like the automakers were going to kill the California regulation, Ford promptly sold Think to a Swiss electronics company.
By 2006, Think was in bankruptcy. Willums, meanwhile, was about to leave his firm for private foundation work, having made a mint from his investment in REC, an $8 billion Norwegian solar energy company. But the little electric car manufacturer caught his eye.
"So I called the two other key investors in REC about buying Think," says Willums, 60. "We didn't know anything about the car business. But we knew how to build successful businesses."
Willums picked up Think, its factory, and Ford's nearly completed design for a new-model City for the fire-sale price of about $15 million. That freed him to think about how to create a 21st-century car company. Much had changed since Ford sold Think: Global warming was dominating the headlines, the Iraq war had Americans on edge about energy security, and governments were beginning to provide generous tax breaks for electric cars.
"We felt it would be more fun and more profitable to think radically different," Willums says.
One week after his offer for Think was accepted in March 2006, Willums happened to be in Berkeley, where he hooked up with Joel Makower, a well-connected Bay Area green business consultant. Through contacts at Google (Charts, Fortune 500), Makower arranged for Think to hold a brainstorming session at the Googleplex in Mountain View.
The question on the table, Makower says, was this: "If you could build a car company from the ground up, with all we know about the Web and mass customization and social responsibility and localization and sustainability and viral marketing, what would that look like?"
Hybrid vs. diesel vs. flex-fuel
Think's factory in the rural town of Aurskog is more reminiscent of Ikea than of Henry Ford, with its louvered wood exterior, bright open spaces, and shiny surfaces. There's nary a drop of oil or smudge of grease on the factory floor. This is an assembly plant, and the company puts together the Think City much the way a child builds a model car.
"It's a rather low investment," says Think managing director Ole Fretheim. "We can put up new factories quite easily."
He points to the black steel chassis of a City standing on a nearby pallet; it's shipped preassembled from Thailand. At one station, workers attach the car's aluminum frame -- made in Denmark -- and drop in a French motor. At another station, prefabricated rust-and dent-resistant polymer-plastic body panels produced in Turkey are hung on the frame of a nearly completed car.
The modular design means that Think can change body styles -- a prototype of a sporty convertible is parked in one corner of the factory -- without major retooling. It also means that Think can set up shop near its primary markets so it doesn't have to export the finished cars.
I get behind the wheel of one of 10 prototype coupes. With baby-seal-eye headlights and a rakish rear, the black test car is about 2 feet shorter than a Mini Cooper but 6 inches taller, giving it a surprisingly spacious feeling -- an effect that is magnified by the glass hatch that stretches from roof to bumper and that makes parking just about idiotproof.
Start the car up, and the only sound is the annoying hum of its vacuum-pump-powered hydraulic brakes (to be replaced on the production version). Put the pedal to the metal and the City zooms off. It's no Tesla Roadster -- the current battery is speed-limited to 62 miles an hour. But it is nimble and quick and goes about 112 miles on a single charge. And it hits the red line on the fun quotient.
Which is the point, according to Willums. "The customers are the trendsetters, the early adopters, the people who had to have a Prius," he says in lilting, Norwegian-accented English. "We're definitely not the only car you own. The main thing we want to sell is not a car but a whole concept around the car: carefree, carbon-free mobility."
That means no showrooms or obnoxious salespeople. Want to test-drive the City? Send a text message to find the nearest Think About car-sharing franchise. If you like what you see, you customize and order your City online.
"The idea of the future is, Never build a car before it's paid for," Willums says. "Once you have the image that yours is a car to be discovered, people will be happy to wait for just the right car."
Because each vehicle is Internet-ready, you can text-message your vehicle to, say, check its battery charge. The City will e-mail you when it's time for it to be serviced. "If someone has a great idea for a software link to the Think, we say bring it," Willums says. "It's the users who come up with those features. We just give them the platform."
Think plans to sell the car but lease the battery as a way to overcome one of the biggest conundrums of electric cars. The battery is by far the most expensive component of the City, which will list for about $34,000 in Norway. Take the battery out of the equation, and Willums says he can sell the car for about $15,000 to $17,000 in the United States, with a "mobility fee" of $100 to $200 a month that might also include services like insurance and wireless Internet access.
Each car will come equipped with a Web-enabled "black box" to monitor the battery's performance. When the car loses some of its range as the battery degrades, Think will offer buyers the option of replacing it at the same cost or paying a lower monthly fee.
Capricorn Investment Group, a Palo Alto private equity firm that has invested in both Think and Tesla, intends to launch a battery-leasing company to jump-start that market. "You have a natural way to create a total maintenance package," says Capricorn co-founder and partner Ion Yadigaroglu. "You're not going to pay the gas station; you'll pay us a monthly fee to use a battery that our company owns, which can be replaced in later years."
Where's the market for the old batteries? One answer might reside in the basement of PG&E's corporate headquarters in downtown San Francisco. Against one wall, a nickel metal hydride battery salvaged from a wrecked Prius sits plugged into a standard utility meter. When a switch is thrown, the meter begins to spin backward as the battery feeds electricity into the grid.
PG&E plans to buy thousands of plug-in hybrid and electric car batteries that have outlived their usefulness for transportation but still retain capacity. The utility will install them in the basements of office towers and at electrical substations to store green energy produced by wind farms and solar arrays.
"It will make vehicle batteries cheaper," says Sven Thesen, PG&E's supervisor for clean-air transportation, who recently visited Willums in Norway to discuss collaborating with Think.
Mass production will also lower the cost of batteries. In May, Think cut a $43 million deal with Silicon Valley electric car startup Tesla to buy a version of the lithium-ion battery packs that the California company is using to power its forthcoming Roadster.
Like Tesla, Think is capitalizing on the billions spent to create such batteries for laptops and mobile phones. "I think those guys are very savvy businesspeople and are likely to pull it off," Tesla CEO Eberhard says of Willums et al. Tesla's batteries will not only bestow some Silicon Valley cachet on Think -- Brin and Page are Tesla investors -- but also give the City the oomph to do 85 to 95 mph on the highway, according to Willums.
PG&E signs world's largest solar deal
But better batteries are only the beginning. If Dean Kamen has his way, the Think will change our relationship with the energy grid itself.
When I reach the top of a winding driveway leading to Westwind, Kamen's estate outside Manchester, N.H., I'm greeted by an employee rolling along on a Segway. Then Kamen, dressed in jeans and short sleeves, a smartphone holstered on his hip, comes whipping around a corner on a small black motorcycle that sounds like the starship Enterprise going to warp factor 8. It's an electric scooter equipped with a Stirling heat engine that is charging the vehicle's battery, providing virtually greenhouse-gas-free travel.
The iconoclastic inventor, who made his first fortune developing medical devices, has spent more than $40 million creating Stirling engines that can tap almost any fuel source, from restaurant grease to cow dung. He wants to equip the City with one, extending its range by hundreds of miles.
Kamen met Willums about a year ago and later visited Think in Norway. "He's a fun, gregarious, good guy," Kamen says. "Next thing I know, I'm getting sucked into this, and he's sending me a car, and -- son of a bitch -- I've got this car here and I'm putting a Stirling engine in!"
The navy-blue City is parked next to a 1913 Model T and an 1898 steam-driven car. Kamen opens a panel in the floor of the City's cargo area to reveal a silver cylindrical object -- a larger version of the Stirling engine that powers his scooter.
"You can plug the car into the wall to charge the batteries, or you can plug into this," Kamen says, noting that when it's connected to the City, his Stirling engine will meet indoor air-quality standards.
Kamen takes the City for a drive. "This little sucker will move," he says, talking a mile a minute as he accelerates past his wind turbine and down a hill. Right now this is just a hobby for the inventor, but Kamen thinks the car could be the killer app to move toward his vision of the future: mass-produced Stirling engines powering the world's off-the-grid villages.
If Kamen makes the Stirling work in an electric vehicle, Willums will get another power plant for his open-source car and a way to overcome drivers' fears that they'll run out of electrons in the middle of nowhere.
And that's just the start. Both men see the City as part of a network of mobile generators that can draw energy from the power grid and send electricity back during periods of peak demand. "If you have enough Thinks out there, you would literally change the architecture of the grid," Kamen says.
But for that to happen, you need a partner accustomed to managing vast amounts of data over global networks, a company like the one run by Kamen's pals Brin and Page. A couple of days after my visit to his New Hampshire home, Kamen flies to California to have dinner with the Google guys, carrying the schematics of his Think/Stirling hybrid.
"They're interested," Kamen tells me the next week. "Sergey loved his old Think. He's way enthusiastic about the new car."
Go green. Get rich
Brin and Page took the first step toward Googling the grid on a sunny day in June when the search giant unveiled the vehicle-to-grid charging stations it had built with PG&E in a solar-panel-covered carport at the Googleplex.
While a gaggle of reporters looked on, Brin plugged a retractable power cord into a converted Toyota Prius. When he pressed a key on a laptop, a wireless signal instructed the car to send electricity stored in its battery back to PG&E. "People haven't been thinking of this on a large scale," Page says. "If you have a million of these cars, or tens of millions, it'll have a huge impact."
Google.org, the company's philanthropic arm, is creating a fleet of plug-in hybrids for an employee car-sharing program. Dan Reicher, Google.org's director of climate and energy initiatives, says he would consider including the Think City. "It's a very cool car," he says.
That's music to Willums's ears. He might describe the City as a computer on wheels, but in truth what he's selling is a rolling iPod -- a hip, desirable chunk of plastic and metal with Zenlike simplicity. Think plans to roll out its first cars in Norway in early 2008, then expand to other European countries. The Continent should be a rich market for Willums, given that electric car owners there often qualify for generous tax breaks and such perks as free parking.
The U.S. market, where he hopes to sell the City in selected cities in 2009, is more problematic. Turrentine, the UC Davis EV expert, wonders if the City can hold its own on U.S. highways. Even the company's supporters hesitate when asked about the prospects of selling an urban two-seater EV in the land of the SUV.
"I don't know. I don't know," says Tesla's Eberhard. "I'd like them to, obviously, because I want to sell truckloads of batteries to them. It could do well in San Francisco. It could do well in Manhattan."
One key hurdle: creating an infrastructure of charging stations. Hal LaFlash, PG&E's director of emerging clean-technology policy, thinks EV owners could well end up charging their cars at their office parking lots. Car-sharing services like Zipcar and Flexcar offer another opportunity. "The car-sharing market has certain pickup points, and we can work with them on charging infrastructure," LaFlash says.
Back in his Oslo office, Willums acknowledges those challenges. But he senses a shift in the wind -- one that Detroit and Tokyo have been slow to pick up on. The British and Norwegians, eager to prove their green cred, want to place fleet orders, he says. And one U.S. company, which he declines to identify, would like 400 cars. His goals are modest; he's talking about making 20,000 Citys a year. But even that would make Think the world's biggest electric car company.
Perhaps one indicator of people's willingness to think differently about cars is sitting outside in the parking lot. It's the dusty old-model Think in which Willums has been tooling around Oslo for the past four years.
"I drive two cars, a Volvo station wagon and the Think," says Willums, a car collector whose stable includes a '61 Austin Healey. "I use the Think every day. The others stay in the garage."
TRULY AMAZING... I HAD TO SHARE IT WITH YOU... Dean Kamen at the TED Convention...
CHECK OUT THE LINK BELOW TO SEE DEAN DISCUSS THIS MOST REMARKABLE INVENTION...
Link: http://www.ted.com/talks/view/id/82
Speakers Dean Kamen: Inventor
Dean Kamen landed in the limelight with the Segway, but he has been innovating since high school, with more than 150 patents under his belt. Recent projects include portable energy and water purification for the developing world, and a prosthetic arm for maimed soldiers.
Why you should listen to him:
Dean Kamen is an innovator, but not just of things. He hopes to revolutionize attitudes, quality of life, awareness. While an undergraduate, he developed the first portable infusion device, which delivers drug treatments that once required round-the-clock hospital care. And, through his DEKA Research and Development, which he cofounded in 1982, he developed a portable dialysis machine, a vascular stent, and the iBOT -- a motorized wheelchair that climbs stairs (Stephen Colbert took one for a spin).
Yes, he's a college dropout, but he's a huge believer in education, and in 1989 established the nonprofit FIRST (For Inspiration and Recognition of Science and Technology) to inspire teenagers to pursue careers in science. FIRST sponsors lively annual competitions, where students form teams to create the best robot.
His focus now is on off-grid electricity and water purification for developing countries; another recent project, previewed at TED2007, is a prosthetic arm for maimed soldiers (read an update here). He's also working on a power source for the wonderful Think car. And, with more funding in the works, we haven't seen the last of the Segway.
"Lots of people talk and dream about changing the world. But inventor Dean Kamen is actually doing it."CBS News
Sunday, April 27, 2008
Welcome to China... Bugatti... and did you bring the $3.6 million dollars...
Beijing 2008: 1st Bugatti Veyron in China sells for $3.6m
by Noah Joseph
If you were looking for the new epitome of capitalism's slow-but-steady takeover of communism in China, we've got it for you right here. Bugatti brought its million-euro hyper-car this year to the Auto China show in Beijing, drawing hoards of spectators in its appropriate bright red paint job. What's more is that within two hours of the car's debut, Bugatti had already sold one.
The customer will fly to Bugatti's Molsheim headquarters to pick out the color scheme and options (apparently no one told him he could do it online), and pay a whopping 25 million yuan (approximately $3.6 million, more than twice the sticker price) for the privilege of owning the first Veyron in China. Mao who?
Click on the images below and the press release after the jump for more on the Veyron's unveiling in Beijing.
Gallery: Beijing 2008: Bugatti Veyron [Source: Bugatti and Gasgoo]
PRESS RELEASE:
Bugatti launches Veyron in China
At a media conference on press day at the Beijing Motor Show Dr. Franz-Josef Paefgen, President of Bugatti Automobiles S.A.S. , officially declared Bugatti's entry into the Chines market. „We are delighted to be here", said Dr. Paefgen. „It is a historic moment for the legendary Bugatti brand: it is the first time that Bugatti presents a car in mainland China."
The Bugatti Veyron will be on of the highlights of the Beijing Motor Show. Bugatti's has selected Bentley China, a subsidary of the Dah Chong Hong Holdings Ltd., as its General Distributor in mainland China. The DCH Group takes up Bugatti's sales- and service responsibilities in Beijing, Shangai and Shenzhen.
*courtesy www.autoblog.com
Thursday, April 24, 2008
FORD! $100 Million in the first quarter of 2008 and Billions to go to make up for all the losses...
This just in as reported by The Associated Press, Ford Motor Company announced a $100 million dollar 2008 first quarter profit, largely on strong sales from Europe and South America. It is no secret that the U.S. economy is slowing and the auto industry is feeling the pressure, just ask your neighborhood car dealer.
As reported it was Ford's first profitable quarter since the second quarter of 2007 after a full year loss of $2.7 Billion dollars in 2007, Ford CEO Alan Mulally cautioned that the remainder of 2008 will be tough but feels that Ford's turnaround plan is working.
In Ford's statement it lowered it's U.S vehicle vehicle sales forecast .
Excluding special items, the company said it earned $525 million after taxes, or 20 cents per share, this beat Wall Street's expectations, most analyst predicted a loss. The profit is more significant because Ford Motor Company had a pretax loss of $45 million dollars in Ford's core North American auto market.
Ford had offered early retirement and buyout offers to it's employees and was disappointed that it only received 4200 takers, much fewer than expected. A company spokesman Mark Truby said that Ford may offer additional buyout and early retirement packages on a plant by plant basis to help reduce its blue-collar work force.
Ford reported first quarter revenue was down to $39.4 billion from $43 billion dollars a year ago partly due to the sale of Jaguar-Land Rover and Aston Martin sales divisions. If you exclude the sale, the revenue would have been up a little bit the company reported.
Ford went on to state that it made $257 million in pretax profit from South America, up from $113 million a year ago. and in Europe, it made $739 million. Volvo had a pretax loss of $151 million, as compared with a profit of $94 million dollars a year ago. This was the first time that Ford broke out earnings for Volvo.
We are still waiting... Will action trump talk... Can GM finally get it together with it's hybrid and electric vehicles...
When GM Vice Chairman Bob Lutz speaks, controversy usually follows closely behind. Unlike many high ranking executives Lutz often wanders off the defined script such as when he recently commented on global warming being a crock of .... I sure wouldn't want to be one of the PR handlers having to spin his words. In his latest chat with Detroit News columnist Manny Lopez, the electrification of vehicles was obviously front and center as it often is these days at GM. The EV1, of course, comes up and the accuracy of Lutz's claims will certainly seem open to debate. As recounted by Lutz via Lopez, GM tried and tried to find buyers for the EV1 but no matter how much they dropped the price, only about 800 people were willing to step forward. That was the reason for leasing the vehicles, according to Lutz. That statement seems highly dubious if EV1 fans are to be believed. Certainly the market for the EV1 was extremely limited because of its practical limitations and the high cost, but it sure seems like more than 800 people were interested. Or maybe its a case of the hindsight that revealed there were actually 40 million people at Woodstock. Lopez and Lutz apparently also talked about how out of touch some (actually most, based on my own experience) people are with the realities of building a car. That's an area we try to address here on ABG regularly by discussing the technology that makes these modern machines go and what it takes to make it happen. One-off prototypes are easy to build but they aren't going to cut it when you have to meet modern customer and regulatory expectations. On a final note, Lutz revealed that the first Volt mule is now running with a lithium battery pack in it.
Wednesday, April 23, 2008
More good news for GM... Uhh! wait a minute maybe not...
Both General Motors and Toyota have released their global sales figures for the first quarter of 2008, and for those who like to keep tabs on which automaker is the biggest in the world when it comes to sales, we have new news. The last time we convened for this discussion, both GM and Toyota were in a dead heat for the title of World's Best-Selling Automaker in 2007, though GM was eventually found to have sold more by the slimmest of margins. It seems that this time Toyota has firmly taken the lead in Q1 2008, selling 2.41 million vehicles worldwide to GM's 2.25 million. The Detroit News notes that Toyota also outsold GM in Q1 2007 before GM went on to win the year outright, which just goes to show that things can change over the next nine months. GM is actually enjoying record sales outside of the U.S. in the Asia Pacific region, Europe and Latin American, Africa and the Middle East. Its own domestic market is what continues to drag down GM's numbers, with sales off 10% in the U.S. through March. Sales in the U.S. for Toyota through March were also down, but only by 4.4%. We reiterate like we always do when talk of this global sales crown comes up – it means very little in the grand scheme of things who sells more cars globally. But titles like this can be used to good effect in marketing and for bolstering an automaker's internal morale, so don't expect either one to admit they don't want the mantle of World's Best-Selling Automaker.
[Source: The Detroit News]
Sunday, April 20, 2008
Just who is Regina Lewis... and why is she an authority on the retail auto industry?
Just caught a glimpse of a segment about car deals "Cracking the car buying code- online" ooooooo ahhhhhh.... on the Today Show and Regina Lewis an AOL Consumer Advisor "Internet Specialist" was the expert authority on car deals. Her whole insight was that she talked with a salesperson, this is the expert that was choosen and her research, background and technical expertise is based on a conversation with a salesperson, not the sales manager not the general sales manager not the general manager but a sales person.
I looked her up and she says she is an AOL consumer advisor, TV contributor, tech trend expert and host of DIY Network's Tech out my house, what I failed to see is any reference to the retail auto industry, but maybe she visited a service department, oh, oh, oh, she purchased a car before, yea that makes her an expert. Her expertise is akin to "I read a law magazine and it said do this in court", the assumption by Regina Lewis is that we should take her word that what she is saying is indeed fact, but she flatm out has her facts wrong, kind of like practicing medicine without a license, maybe not that far but she is no expert, although in this case she did talk with a sales person.
There is no code, there is no secret society writing script and policy for dealers to follow, only the manufacturers whims and fancies. Although I believe that a consumer advocate should have a voice, but there view points should be based on fact and I grow tired that consumers have so much information that guides and steers them in the wrong direction and there view points continue to raise anxiety and fear when a consumer visits a dealers showroom. Articles and broadcasts continue to perpetuate the notion that a car dealer is withholding something, all because a consumer advocate who passes themselves off as an expert says, this is what a consumer should expect when they visit a showroom and when it doesn't happen, because it can't happen the dealer is the villain. When in fact the information was wrong.
Case in point, Regina Lewis says that "Location matters" her words: "Keep in mind, car deals often vary regionally, so when you're doing your online research, it's a good idea to type in multiple zip code[sic] (maybe an hour away or one state over). Could be worth the drive if the incentives are better."
FACT: There are regional, state, local and dealer ad group incentives, however they are geographically assigned by zip codes. if you do not live in the area in which the incentive is available, you don't get the incentive.... period, unless you lie and make up an address in a neighboring state and your taxes and paperwork is assigned to that new address and then you have to register and plate your purchase at your new address that you lied about and then you have to change your address and re-register and plate your vehicle and in some states you may have to pay the difference in sales tax possibly... OK, I think I made my point.
Regina Lewis presents this as an option when in fact it can't happen, however the car dealer is left trying to defend themselves and once again looking as if the are lying, because her expertise (using the term loosely) has created a bad experience for the consumer who is probably demanding the incentive that they can't get and does not understand why they can't get it because Regina Lewis said that they can get it...whew.
Regina Lewis states- "The real math"..."70 percent to 90 percent of customer rebates from car manufacturers trickle down as discounts to car buyers..."
FACT: 100% percent of customer rebates from car manufacturers trickle down to the consumer, if a dealer does not honor the rebate and keeps it as Regina Lewis is implying they would be in violation of there Sales and Service Agreement with the dealers respective manufacturer.
Regina Lewis states- "Going the eBay route"... "Many buyers feel they're paying $1800.00 less than the official Kelly Blue Book value of the vehicle (the industry standard for the going-rate of any given vehicle)
FACT: The key word here is 'feel'... a good deal is a state of mind and eBay much like any good sales tool creates an atmosphere in which consumers feel as if they WIN... I think this is eBay's new slogan... 'WIN it on eBay or something like that'. It doesn't mean that the deal they received was the best deal that they could have achieved somewhere else, perception is half the sales battle and many consumer oriented places go to great lengths to create the impression that they are the low price leader, when in fact they probably aren't. Regina Lewis goes on to state that Kelly Blue Book is the industry standard, in fact there are many books that are used to determine a vehicles value, NADA, Black Book etc... but a vehicles value to the dealer in which you are trading your vehicle looks at other criteria that is not in a book, a book is merely a guide, other criteria would be local auctions, and the dealers own success rate in selling a particular used vehicle. For instance a dealer who sells a lot of 2001 Ford F150's XLT's may be willing to pay a little more for your trade than someone who doesn't have a high demand at there dealership for that brand of vehicle, i.e the local Honda dealership.
I wholeheartedly believe that every consumer needs to do there research, however I tire of consumer advocates who continue to perpetuate half trues and false information that merely confuses consumers and further creates an atmosphere of distrust and anxiety between consumers and car dealerships.
If you choose to report on something please get the facts straight before you report, but of course it will take the major news bureaus and television news agencies to demand more from there experts but therein lies the problem, from what I see these agencies hire financial analyst, consumer advocates and other journalist, when in fact they should engage a real expert to report the facts in the respective field, particularly as it relates to the retail auto industry, I am continually amazed that these organization will continue to report on these automotive consumer issues and they do not engage the services of someone who has a background in the field, they would not do it in another field such as the medical profession or legal profession.
I would ask that consumers demand that they get the real answers to there questions not some watered down half true version from a non expert posing as an expert.
Enjoy Today!
Just when you thought you had seen it all... A CAR ORCHESTRA... how do people come up with this stuff...
Cars perform as an orchestra
I don't know why... but it certainly makes life interesting...
Enjoy Today!
That Car Guy
Friday, April 18, 2008
Good Idea or Stupid Idea? Chevrolet's Drive In Fitting Room...
I just have to know everyone's opinion on this concept... I always wonder do the advertising and marketing people use focus groups for this stuff or do they just throw it out there because they think it is a good idea. I just have to know your thoughts...
Luckily this is in the UK being test marketed...
Give it to me straight, don't hold back...
Here is the story:
Chevy caters to insecurity, trials drive-in fitting room
Posted Apr 11th 2008 1:04PM by Damon Lavrinc
Posted Apr 11th 2008 1:04PM by Damon Lavrinc
In what has to be the most ridiculous or utterly ingenious marketing ploy to date, Chevrolet has set up a drive-in fitting room outside a London dealership to allow consumers to "try on" their car before they buy. According to GM's research and marketing hacks, three out of four consumers consider their car to be a status symbol, despite 95-percent of people having no idea what they look like inside their car. As strange and admittedly vain as this campaign is, we can't help but think that it isn't an entirely bad idea. However, we doubt that it's going to make the trek across the pond and redefine our dealership experience.GM's full press release is available after the jump.
A touch of style is being brought to the car forecourt today with the launch of the world's first drive-in fitting room, which allows motorists to check out what they look like in their car before they commit to purchase.Despite three out of four (72 per cent) of drivers saying they use their car as a status symbol – wanting other drivers to view it as a reflection of the owner's personality and success – 95 per cent admit they have no idea what they actually look like behind the wheel.* That is until now...To help car buyers make the right purchasing decision, Chevrolet has created a bespoke drive-in fitting room. The curtained-off room allows buyers to "try on" the car by driving it onto a central revolve placed in front of three giant mirrors. A remote-control handset allows drivers to rotate the revolve to get a 360 degree view of what they actually look like in their motor. The unique fitting room is being trialled in a South London forecourt.Nicky Hambleton-Jones, presenter of Channel 4's makeover show 10 Years Younger, commented:"You wouldn't dream of buying a dress or suit without trying it on first so why should it be any different when it comes to buying a car – after all you never know who might pull up next to you at the lights. Most people have no idea what they actually look like behind the wheel, but seeing as the car is an expression of your personality, it's important to make sure you get the model that complements your style. Well done Chevrolet for creating the first drive-in fitting room letting us literally try on our cars – and bringing a much needed touch of glamour to forecourts."Susan Kalair of Chevrolet comments:"We're excited to be the first car brand to introduce a drive-in fitting room. It's such a simple idea but with 95 per cent of motorists saying they have no idea what they look like in their car, we think it could prove a drive-away hit."
Regional results:Percentage of drivers who use their cars as a status symbol – wanting other drivers to view it as a reflection of the owner's personality and success (by region):* Yorkshire – 82 per cent* Scotland – 80 per cent* North East – 77 per cent* London – 75 per cent* = West Midlands – 73 per cent* = South West – 73 per cent* South East – 72 per cent* East Midlands – 69 per cent* Wales – 65 per cent* North West – 63 per cent* East – 62 per centPercentage of drivers who admit they have no idea what they actually look like behind the wheel (by region):* Scotland – 99 per cent* East Midlands – 98 per cent* = North West – 97 per cent* = West Midlands – 97 per cent* = South East – 97 per cent* North East – 95 per cent* = Wales – 94 per cent* = London – 94 per cent* East – 93 per cent* Yorkshire – 92 per cent* South West – 89 per cent
Wednesday, April 16, 2008
Even More Recalls... Honda Recalls 353,000 Accord Sedans...
Honda recalls 353,000 Accord sedans
Windshield wiper corrosion could lead to electrical failure
WASHINGTON - Honda Motor Co. is recalling 353,000 Accord sedans over possible corrosion in the windshield wiper motor.
Honda said Wednesday the recall involves Accords from the 2003 model year. The automaker says water could enter an area near the windshield wiper motor and cause corrosion.
The corrosion could cause the electrical circuit breaker inside the motor area to fail and could prevent the motor from working, potentially leading to a crash.
No injuries or crashes have been attributed to the wiper problem.
Dealers will inspect the windshield wiper motor and install a cover over the motor if no signs of corrosion are present. If there is corrosion, they will replace the motor.
Owners may contact Honda at (800) 999-1009.
ALERT!!! ALERT!!! Hyundai Recalling 390,000 Sonatas...
Hyundai to Recall 390,000 Sonata Cars in U.S.
By CHEON JONG-WOO, AP
Posted: 2008-04-16 16:36:46
SEOUL (Reuters) - Hyundai Motor Co, South Korea's top auto maker, said on Wednesday it plans to recall some 390,000 units of the Sonata sedan in the United States to fix a defect in the cars' air bag systems.The recall covers 2006-2008 model year Sonatas that were produced at its Alabama factory, Hyundai spokesman Jake Jang said in a telephone interview.
There have been no injury reports related to the problem, he said.Copyright 2008 The Associated Press. The information contained in the AP news report may not be published, broadcast, rewritten or otherwise distributed without the prior written authority of The Associated Press.
Tuesday, April 15, 2008
WELCOME TO MY WORLD! Haggling... Not just for Car Dealers anymore...
Haggling making a comeback?
Video URL: http://video.msn.com/video.aspx?mkt=en-US&brand=&vid=bf8e9ef2-b0b8-4995-8551-340f6fd14626
This was inevitable, Retail competition forcing other retailers to lower their prices, wait till someone starts accepting trade-ins...
The fun will really begin when consumers start demanding Government enforced sticker prices (it could happen, we live in a liberal society) on all merchandise when they discover the mark up on the goods and services that they have been paying exhorbenant prices for over the years. I almost forgot about the banking, finance and credit card industries and the hidden fees and mark ups on there services, a bank will make you feel good when you deposit the money... and I always loved the practice of charging you to access your money, let's get this straight, I gave you my money to hold in a non-interest bearing account and you charge me for retrieving in the form of a fee, what a great industry.
The retail automobile industry has operated under intense pressure from consumers and consumer advocates, let's see them tackle these other industries when there pricing matrix is opened up for scrutiny and review. Is it any wonder that a furniture retailer can discount a sofa 50% and still make a profit, or a clothing retailer or an electronics company, we can all do the math. Now we will witness the opening of a Pandora's box of good salacious, old fashioned price gouging and the retail auto industry won't be the topic of conversation.
In no way do I defend any retail auto dealers unethical practices, I believe the more informed a consumer is the better off the industry will be, the problem is there are not enough informed consumers, so what may lead one to believe that they may have been deceived by a auto retailer, may in fact have been above board, however the customer did not fully understand what was happening financially to sell them a vehicle (i.e finance companies discounting a finance contract to the auto dealer). This is a practice that is virtually unknown to a consumer and not well reported on.
For example, a customer who has substandard (non-prime) credit wants to purchase a vehicle, however there credit is less than perfect, for a number of reasons, the finance contract is financed by a lending company that will purchase the contract for a discount fee (sometimes a flat fee or a percentage of the financed amount, which could be as high as 30%). This fee is not negotiable between the dealer and the finance customer (plus the lender gets all of the interest) it is the cost of doing business with the lender. This fee may end up being passed along to the customer in the form of a higher priced vehicle or other items added to the vehicle, so that there is enough profit in the deal to make a sale to the customer. A customer would possibly not fully understand this discount and therefore believes that the car dealer just marked up the price because the customer could not arrange financing on there own. I will talk more about these practices in other articles to completely explain why certain things happen at car dealerships.
But back to the topic, this is going to be real good for consumers or will result in more mandating by our government, I hope that the government stays out of it and let the free enterprise system work...
My thoughts...
Enjoy Today!
And the Battle begins... Nissan GT-R vs. Corvette Z06...
*2009 Nissan GTR
*2008 Chevrolet Corvette Z06Nissan GT-R vs. Corvette Z06
By KRISTIAN ALEXIS
Read more on AskMen.com:
Top 10 Most Expensive 2008 Cars
Top 10 2008 Dream Cars
In the same way that The Beatles needed The Stones, 50 Cent needed Kanye and Larry Bird needed Magic, a healthy competition between powerhouses of an equal echelon can increase ratings, fan statistics and sales on both sides of the fence, while motivating each to bring their A-game. With so much capital potential presented, it's no wonder why the benefits of a friendly rivalry have filtered into the JDM and Domestic supercar classes, none with more hype than Nissan's Godzilla GT-R and GM's giant Chevy Corvette Z06.The Nissan GT-R's anticipatory buzz is at a record high with its slated release steadily approaching. The Chevy Corvette, with its popular styling and bold performance, has been core to the American car canvass for 55 years and only continues this well-worn tradition in '08 with the advanced Z06. Whether your allegiance is sworn to hot imports or stateside rides, surely you can appreciate the wrench time put into both efforts.The score at the end of six categories is all that separates these powerhouses in this car vs. car between the 2009 Nissan GT-R and the 2008 Chevrolet Corvette Z06.
See 2009 Nissan GTR Photos
Nissan GT-RMSRP (base): $69,850Engine: 3.8-liter, 32-valve, V38, V6Horsepower: 480 hp @ 6,400 rpmTorque: 434 lb-ft @ 5,200 rpmMPG: City: 15; Highway: 21Performance - 19/20The Nissan GT-R is arranged atop a broadened aluminum deck, attributing much of its cornering capability to its 109.4 inch girth. Suspension guru, Bilstein, provides the five-link, independent configuration known as DampTronic, aided by an ECU governed stability control. Solely offered in AWD trim, the GT-R ride is as smooth as glass, utilizing the ATTESA ET-S (Advanced Total Traction Engineering System for All-Electronic Torque Split). The run-flat RE070A rubber was made possible by Bridgestone and the award-winning stopping package is a product of Brembo's innovation.Cited as being one of the most unconventional engine displays, the twin-turbine with an intercooler, 3.8-liter, 32-valve, V38, V6 block with plasma sealing may very well induce shallow breathing and rubbery knees. The 'tween- sized aluminum motor allows for 480 horsepower at 6,400 rpm, with 434 lb-ft of torque from a well-spread 3,200 rpm to 5,200 rpm. With the hammer down the GT-R owns the drag strip, with a 0-60 mph time of 3.5 seconds, an 11.7 second quarter mile and a max speed of 193 mph. The beastly coupe is harnessed by a Borg Warner, six-plate, dual-clutch, seven-speed automatic gearbox and its correlating magnesium paddle shifters that make the transmission on the Nissan GT-R unlike any you've ever experienced before.Exterior - 17/20The design appeal of the modern Nissan GT-R lies in its pressingly aggressive stature and needle-sharp detailing. Initially designated as a concept rendition at the Tokyo Auto Show (in 2006), much of that sketch has found its way onto the final assembly lines. Die-cast aluminum composite is found from the returning crimson GT-R badge to the hood, doors, rear deck spoiler, and trunk lid , while much of the bumpers are crafted with polypropylene plastic to grate the excess weight off the mass index. The blacked-out grille, acute headlamps and stout, raised fenders only add to the ominous effect that the Nissan GT-R emits. The "battle god of Japan" also features its signature quad-tail afterburners and four orbed taillights.
See 2009 Nissan GTR Photos
Interior - 8/10The Nissan GT-R's cabin is cavernous and offers ample room for maneuvering, save for the rear split bench that can only comply with children or mid-sized adults at best. The spongy, yet firm, bolstered cowhide upholstery is a welcome amenity and is aggressively accented by the polished aluminum sport trim. Being sure not to abandon functionality, the pilot's chair is adorned with an inconspicuous inclined curvature, strategically located nigh the small of the back for pronounced rigidity with a bit of give in harsh turns. The dials on the operator-friendly HUD are brilliant in both color and dimension, and lend visual pop to the Nissan GT-R's cockpit. The center meters were a collaborative effort put forth by Nissan and Polyphony Digital, a name easily recognized by gamers worldwide as the source behind PlayStation's simulation series, Gran Turismo. Resembling a virtual information paradise, the electronic gauges are the most comprehensive we've seen in some time; displaying engine coolant temperature, oil temperature, oil pressure, transmission oil pressure, turbo boost psi, torque split, throttle position, steering angle, and longitudinal/lateral G-force. There is also a data library that tracks and updates in real time to keep the driver well informed.Sound system/goodies - 6/10As if the outstanding engine output wasn't entertaining enough, even supercars come with an exuberant scroll of multimedia bells and whistles attached. The GT-R appeases all with its lightning quick and responsive CARWINGS navigation system for its Japanese market and a slightly less capable interpretation of the system stateside. Both appeal to the techie in all of us with a paramount 30 GB hard disk drive, showcasing a simple-to-manage touch pad in addendum to more traditional navigational switches. The monitor interface is uber versatile and not only suits your directional demands, but also makes the most of a separate Music Box hard drive, six-disc, in-dash CD changer, DVD player and hands-free Bluetooth 2 audio technology. Nissan will utilize an accolade-worthy, premium Bose sound system, with two forward-facing sub woofers gracing the rear center armrest in junction with conventional door speakers -- 11 in total. All speakers are mounted in aluminum die-cast pods and provide the enriched quality expected of the brand.Bang for your buck - 19/20The Nissan GT-R was employed to recapture the supercar title and to readily quench the North American arena's thirst for the celebrated "Skyline." With a fuel consumption rate of 15 city mpg and 21 highway, and the underhood savvy to out-motor the Ferrari 430, Porsche 911 Turbo and Lamborghini Gallardo, the $70,000 asking sticker is a steal.Driving experience - 18/20The GT-R delivers the race-bred technology and styling of a ride far more exotic than a JDM, while maintaining the long trek agreeability of the Altimas and Maximas of the Nissan catalog. Not to mention you'll be driving a GT-R ... an actual GT-R. For any gearhead, that alone is the best part of the experience.Overall score - 87/100The engineers have really nurtured what was once a concept model from blueprint to assembly line as the Nissan GT-R collects.
See 2008 Corvette Z06 Photos
Chevrolet Corvette Z06MSRP (base): $71,386Engine: 7.0-liter, 32-valve LS7 V8Horsepower: 505 hp @ 6,200 rpmTorque: 475 lb-ft @ 6,300 rpmMPG: City: 16; Highway: 22Performance - 18/20The Chevrolet Corvette Z06 adds a degree of separation from the entry tier C6 by being structured around an amended hydro-formed aluminum base, and is exclusively outfitted in a RWD format. The 106-inch wheelbase remains a staple from all other Corvette trims, as does the short-long arm suspension and transverse leaf spring blueprint. Lending assistance to the already pillow-esque dampers and abundant rolling stock is the cross-perforated, four-wheel disc brake setup, complete with Delphi four-channel ABS. An air of race influence is derived from the naturally aspirated, 7.0-liter, 32-valve, LS7, small block V8, with dry sump oil lubrication and employs AE44 magnesium alloy in the engine cradle. A hearty 505 horsepower at 6,200 rpm and 475 lb-ft of torque is the result of the engine's 427 cubic-inch geometry. Intended as a slightly diluted variant of the C6.R, with a wide-open throttle you'll see upwards of 195 mph, a sub 12-second quarter mile, and 0-60 mph in 3.7 ticks. A limited slip differential accompanies the six-speed manual transmission.Exterior - 17/20The body paneling of the all new Corvette Z06 was meticulously sculpted, with every component deliberately intended to improve the aerodynamics by transferring air more efficiently and minimizing lift. Resting atop the 10-spoke wheels is an extended front fascia with a widened grille, a splitter surfacing the bottom and "Gurney lips," which create an absurd amount of downforce. Preventing the engine from getting too balmy, a larger cold-air hood scoop was implemented to accommodate the air input system. A fixed-roof body was integrated to supplement rigidity, as the capacious rear flared fenders and brake cooling scoop aft of the wheels are elemental in aiding the coupe's symmetry. Rounding out the order is the taller, "shopping cart" spoiler that adds to the wind-splitting effect, but may throw some consumers off.
See 2008 Corvette Z06 Photos
Interior - 5/10The cockpit of the Corvette Z06 is the setting for a considerable amount of noticeable advancements. Although interior options may seem slim and few when involving the somewhat confined format of a two seater, Chevy has made a valiant charge at extending comfort and convenience. In accordance with its aim for graduated performance and to the dismay of many, engineers did have to order a few components to the chopping block. The sacrifices included bold, fixed, side- bolstered seating, as opposed to the adjustable variants found on rival models. The snug and stalwart, two-tone bucket seats are race inspired, weighing less than standard Corvette seats with the Z06 badge emblazoned in contrasting stitching onto the suede surfacing. Ensuring that your wingman gets a workout, the electronic passenger chair's controls were scrapped in favor of manual cranking, to skim the weight of a power-adjust mechanism. The HUD has a revised gauge cluster with a "track mode" option, providing accurate readouts of the (dry sump) oil pressure and lateral G's achieved. There is a new three-spoke steering wheel, shrunken in diameter for nimble agility, and a reworked acoustic package for more audible in-car feedback of the powertrain.Sound system/goodies - 4/10When cross referencing the checklist of in-class media options, the Corvette Z06 seems primitive and, at best, dismally basic. It too incorporates a Bose audio system and an in-dash, six-disc CD changer, and although it claims to support most media, the Z06 struggles to scan MP3 codes and isn't nearly as refined, complete or sophisticated as the system found in the Nissan GT-R. The navigation module isn't compatible with Bluetooth, but the available OnStar GPS is equipped with a phone service and a Homelink setup, but almost as if it recognizes you're piloting a punchy supercar, the estimated arrival times can seem too expectant of some serious driving. Just shy of being a handicap, there is no easily feasible way to set multiple destinations. Other bonuses include heated seats, side air bags and a telescoping steering wheel.Bang for your buck - 16/20The Chevrolet Corvette Z06 is the fastest and most powerful offering from GM, and it has one of the most devout enthusiast followings to ever come out of Detroit. What it lacks in its marginal cache of electronics, it makes up for in kinetics. An EPA of 16 city and 22 highway aren't exactly-wallet friendly figures, but $71,000 is an acceptable MSRP.
Driving experience - 15/20While the Corvette Z06 can certainly handle motoring from city to country all in the same outing, the mass of audible noise reverberation is excessive and can be annoying on extensive roams. What you're getting here is an all-American drive in an all-American car that will continue to be popular no matter what GM does.Overall score- 75/100The outstanding credentials of the Corvette Z06 are not to be ignored. With minimal quirks, Chevrolet reached a new tier when they created this true American supercar.And the Winner Is ...The Chevy Corvette Z06 has some major grunt and is poised to be a sure hit with domestic and import connoisseurs alike, but falls shy of besting the GT-R on the whole. And really, when we think about it; even a Lambo would pale in comparison to the much-coveted Nissan GT-R right now
By KRISTIAN ALEXIS
Read more on AskMen.com:
Top 10 Most Expensive 2008 Cars
Top 10 2008 Dream Cars
In the same way that The Beatles needed The Stones, 50 Cent needed Kanye and Larry Bird needed Magic, a healthy competition between powerhouses of an equal echelon can increase ratings, fan statistics and sales on both sides of the fence, while motivating each to bring their A-game. With so much capital potential presented, it's no wonder why the benefits of a friendly rivalry have filtered into the JDM and Domestic supercar classes, none with more hype than Nissan's Godzilla GT-R and GM's giant Chevy Corvette Z06.The Nissan GT-R's anticipatory buzz is at a record high with its slated release steadily approaching. The Chevy Corvette, with its popular styling and bold performance, has been core to the American car canvass for 55 years and only continues this well-worn tradition in '08 with the advanced Z06. Whether your allegiance is sworn to hot imports or stateside rides, surely you can appreciate the wrench time put into both efforts.The score at the end of six categories is all that separates these powerhouses in this car vs. car between the 2009 Nissan GT-R and the 2008 Chevrolet Corvette Z06.
See 2009 Nissan GTR Photos
Nissan GT-RMSRP (base): $69,850Engine: 3.8-liter, 32-valve, V38, V6Horsepower: 480 hp @ 6,400 rpmTorque: 434 lb-ft @ 5,200 rpmMPG: City: 15; Highway: 21Performance - 19/20The Nissan GT-R is arranged atop a broadened aluminum deck, attributing much of its cornering capability to its 109.4 inch girth. Suspension guru, Bilstein, provides the five-link, independent configuration known as DampTronic, aided by an ECU governed stability control. Solely offered in AWD trim, the GT-R ride is as smooth as glass, utilizing the ATTESA ET-S (Advanced Total Traction Engineering System for All-Electronic Torque Split). The run-flat RE070A rubber was made possible by Bridgestone and the award-winning stopping package is a product of Brembo's innovation.Cited as being one of the most unconventional engine displays, the twin-turbine with an intercooler, 3.8-liter, 32-valve, V38, V6 block with plasma sealing may very well induce shallow breathing and rubbery knees. The 'tween- sized aluminum motor allows for 480 horsepower at 6,400 rpm, with 434 lb-ft of torque from a well-spread 3,200 rpm to 5,200 rpm. With the hammer down the GT-R owns the drag strip, with a 0-60 mph time of 3.5 seconds, an 11.7 second quarter mile and a max speed of 193 mph. The beastly coupe is harnessed by a Borg Warner, six-plate, dual-clutch, seven-speed automatic gearbox and its correlating magnesium paddle shifters that make the transmission on the Nissan GT-R unlike any you've ever experienced before.Exterior - 17/20The design appeal of the modern Nissan GT-R lies in its pressingly aggressive stature and needle-sharp detailing. Initially designated as a concept rendition at the Tokyo Auto Show (in 2006), much of that sketch has found its way onto the final assembly lines. Die-cast aluminum composite is found from the returning crimson GT-R badge to the hood, doors, rear deck spoiler, and trunk lid , while much of the bumpers are crafted with polypropylene plastic to grate the excess weight off the mass index. The blacked-out grille, acute headlamps and stout, raised fenders only add to the ominous effect that the Nissan GT-R emits. The "battle god of Japan" also features its signature quad-tail afterburners and four orbed taillights.
See 2009 Nissan GTR Photos
Interior - 8/10The Nissan GT-R's cabin is cavernous and offers ample room for maneuvering, save for the rear split bench that can only comply with children or mid-sized adults at best. The spongy, yet firm, bolstered cowhide upholstery is a welcome amenity and is aggressively accented by the polished aluminum sport trim. Being sure not to abandon functionality, the pilot's chair is adorned with an inconspicuous inclined curvature, strategically located nigh the small of the back for pronounced rigidity with a bit of give in harsh turns. The dials on the operator-friendly HUD are brilliant in both color and dimension, and lend visual pop to the Nissan GT-R's cockpit. The center meters were a collaborative effort put forth by Nissan and Polyphony Digital, a name easily recognized by gamers worldwide as the source behind PlayStation's simulation series, Gran Turismo. Resembling a virtual information paradise, the electronic gauges are the most comprehensive we've seen in some time; displaying engine coolant temperature, oil temperature, oil pressure, transmission oil pressure, turbo boost psi, torque split, throttle position, steering angle, and longitudinal/lateral G-force. There is also a data library that tracks and updates in real time to keep the driver well informed.Sound system/goodies - 6/10As if the outstanding engine output wasn't entertaining enough, even supercars come with an exuberant scroll of multimedia bells and whistles attached. The GT-R appeases all with its lightning quick and responsive CARWINGS navigation system for its Japanese market and a slightly less capable interpretation of the system stateside. Both appeal to the techie in all of us with a paramount 30 GB hard disk drive, showcasing a simple-to-manage touch pad in addendum to more traditional navigational switches. The monitor interface is uber versatile and not only suits your directional demands, but also makes the most of a separate Music Box hard drive, six-disc, in-dash CD changer, DVD player and hands-free Bluetooth 2 audio technology. Nissan will utilize an accolade-worthy, premium Bose sound system, with two forward-facing sub woofers gracing the rear center armrest in junction with conventional door speakers -- 11 in total. All speakers are mounted in aluminum die-cast pods and provide the enriched quality expected of the brand.Bang for your buck - 19/20The Nissan GT-R was employed to recapture the supercar title and to readily quench the North American arena's thirst for the celebrated "Skyline." With a fuel consumption rate of 15 city mpg and 21 highway, and the underhood savvy to out-motor the Ferrari 430, Porsche 911 Turbo and Lamborghini Gallardo, the $70,000 asking sticker is a steal.Driving experience - 18/20The GT-R delivers the race-bred technology and styling of a ride far more exotic than a JDM, while maintaining the long trek agreeability of the Altimas and Maximas of the Nissan catalog. Not to mention you'll be driving a GT-R ... an actual GT-R. For any gearhead, that alone is the best part of the experience.Overall score - 87/100The engineers have really nurtured what was once a concept model from blueprint to assembly line as the Nissan GT-R collects.
See 2008 Corvette Z06 Photos
Chevrolet Corvette Z06MSRP (base): $71,386Engine: 7.0-liter, 32-valve LS7 V8Horsepower: 505 hp @ 6,200 rpmTorque: 475 lb-ft @ 6,300 rpmMPG: City: 16; Highway: 22Performance - 18/20The Chevrolet Corvette Z06 adds a degree of separation from the entry tier C6 by being structured around an amended hydro-formed aluminum base, and is exclusively outfitted in a RWD format. The 106-inch wheelbase remains a staple from all other Corvette trims, as does the short-long arm suspension and transverse leaf spring blueprint. Lending assistance to the already pillow-esque dampers and abundant rolling stock is the cross-perforated, four-wheel disc brake setup, complete with Delphi four-channel ABS. An air of race influence is derived from the naturally aspirated, 7.0-liter, 32-valve, LS7, small block V8, with dry sump oil lubrication and employs AE44 magnesium alloy in the engine cradle. A hearty 505 horsepower at 6,200 rpm and 475 lb-ft of torque is the result of the engine's 427 cubic-inch geometry. Intended as a slightly diluted variant of the C6.R, with a wide-open throttle you'll see upwards of 195 mph, a sub 12-second quarter mile, and 0-60 mph in 3.7 ticks. A limited slip differential accompanies the six-speed manual transmission.Exterior - 17/20The body paneling of the all new Corvette Z06 was meticulously sculpted, with every component deliberately intended to improve the aerodynamics by transferring air more efficiently and minimizing lift. Resting atop the 10-spoke wheels is an extended front fascia with a widened grille, a splitter surfacing the bottom and "Gurney lips," which create an absurd amount of downforce. Preventing the engine from getting too balmy, a larger cold-air hood scoop was implemented to accommodate the air input system. A fixed-roof body was integrated to supplement rigidity, as the capacious rear flared fenders and brake cooling scoop aft of the wheels are elemental in aiding the coupe's symmetry. Rounding out the order is the taller, "shopping cart" spoiler that adds to the wind-splitting effect, but may throw some consumers off.
See 2008 Corvette Z06 Photos
Interior - 5/10The cockpit of the Corvette Z06 is the setting for a considerable amount of noticeable advancements. Although interior options may seem slim and few when involving the somewhat confined format of a two seater, Chevy has made a valiant charge at extending comfort and convenience. In accordance with its aim for graduated performance and to the dismay of many, engineers did have to order a few components to the chopping block. The sacrifices included bold, fixed, side- bolstered seating, as opposed to the adjustable variants found on rival models. The snug and stalwart, two-tone bucket seats are race inspired, weighing less than standard Corvette seats with the Z06 badge emblazoned in contrasting stitching onto the suede surfacing. Ensuring that your wingman gets a workout, the electronic passenger chair's controls were scrapped in favor of manual cranking, to skim the weight of a power-adjust mechanism. The HUD has a revised gauge cluster with a "track mode" option, providing accurate readouts of the (dry sump) oil pressure and lateral G's achieved. There is a new three-spoke steering wheel, shrunken in diameter for nimble agility, and a reworked acoustic package for more audible in-car feedback of the powertrain.Sound system/goodies - 4/10When cross referencing the checklist of in-class media options, the Corvette Z06 seems primitive and, at best, dismally basic. It too incorporates a Bose audio system and an in-dash, six-disc CD changer, and although it claims to support most media, the Z06 struggles to scan MP3 codes and isn't nearly as refined, complete or sophisticated as the system found in the Nissan GT-R. The navigation module isn't compatible with Bluetooth, but the available OnStar GPS is equipped with a phone service and a Homelink setup, but almost as if it recognizes you're piloting a punchy supercar, the estimated arrival times can seem too expectant of some serious driving. Just shy of being a handicap, there is no easily feasible way to set multiple destinations. Other bonuses include heated seats, side air bags and a telescoping steering wheel.Bang for your buck - 16/20The Chevrolet Corvette Z06 is the fastest and most powerful offering from GM, and it has one of the most devout enthusiast followings to ever come out of Detroit. What it lacks in its marginal cache of electronics, it makes up for in kinetics. An EPA of 16 city and 22 highway aren't exactly-wallet friendly figures, but $71,000 is an acceptable MSRP.
Driving experience - 15/20While the Corvette Z06 can certainly handle motoring from city to country all in the same outing, the mass of audible noise reverberation is excessive and can be annoying on extensive roams. What you're getting here is an all-American drive in an all-American car that will continue to be popular no matter what GM does.Overall score- 75/100The outstanding credentials of the Corvette Z06 are not to be ignored. With minimal quirks, Chevrolet reached a new tier when they created this true American supercar.And the Winner Is ...The Chevy Corvette Z06 has some major grunt and is poised to be a sure hit with domestic and import connoisseurs alike, but falls shy of besting the GT-R on the whole. And really, when we think about it; even a Lambo would pale in comparison to the much-coveted Nissan GT-R right now
Friday, April 11, 2008
Oh My... All New Camaro Spotted In Germany!!!! Check it out!!!
*AP Photo
We've been seeing Camaro prototypes everywhere since Bob Lutz declared that they will be tested out in public without any camouflage to cover their flanks. Camaro prototypes now hold as much of our interest as spy shots of the next Aveo (not really, but hyperbolic statements like that help make the point). But here we have a new batch of spy shots from a place where the Camaro has yet to set rubber to road: Germany. There's only one reason for a U.S.-spec car to be in Germany, and that's to undergo testing at the famed Nürburgring Nordschleife. GM has made the 'Ring a second home for many of its performance vehicles, and the Camaro will benefit from being thrashed on one of the world's most famous tracks while spy photographers watch with their lenses focused and stop watches in hand. This particular Camaro arrived wearing new shoes, as well. The car is sporting a set of conspicuously bright red Brembo calipers, which perhaps suggests that these stoppers will be an option on the car or standard equipment on the Camaro SS.Evan Agostini)
*Courtesy AP / Auto Blog
Tuesday, April 8, 2008
Everybody Has an Opinion... According to AskMen.com this is there opinion...
BUT FIRST... HERE IS MINE:
It is apparent that a lot of people have opinions on matters, particularly on auto's that others do not share in there viewpoint. It is interesting that this writer/critic has taken his stab at influencing sentiment that his view on the worst concept vehicles, is solid. And for the record, concept vehicles are just that concepts, not production vehicles, just concepts that should inspire and provide a design direction, possibly.
Based on his list here, my opinion (also shared with some people who commented on the article) is that some of the design direction is on track (my opinion again). The commentary challenges the reader to side with him and his logic. However what makes a good design is nearly a crap shoot, there have been focus groups after focus groups on many a design that has flopped and likewise I am confident that there has been lees than solid feedback on other designs that have been hits. So to even imply that one mans judgement (or his com padres) shares in your personal judgement is astounding to me... I suggest as a third maybe fourth party opinion to the magazine.... just take the poll, or just state that it is... just your opinion!
As an example, he states that "the Imperial name was dusted off in a desperate attempt to "Ape" (not sure what that means exactly) the Rolls Royce Phantom", I was at the Detroit Auto Show when the concept was on display and everyone that I talked to indicated whole heartedly that they would be eager to purchase one, I along with my staff was excited at the possibility that Chrysler would produce it. It would surely have put Chrysler in a league that no other domestic manufacturer had traveled and would have livened up and revived the line up coupled with the already exciting 300 at the time. My opinion is Chrysler missed the ball with scrapping that project, they should have scrapped Viper as they would have certainly sold more Imperials.
If you have a chance I would be interested in your opinion on this list...
Enjoy Today!
Worst Concept Cars of 2009
By THOMAS BEY
By THOMAS BEY
We all have to suffer through off-seasons of our favorite sports, but there's barely any downtime on the auto show circuit. Some car makers can't wait and even reveal their concept cars independently of major events. Enthusiasts and the press can't get enough of this, ourselves included. As much as we all appreciate new designs and the efforts of the people behind them, let's be honest: Not all concept cars are showstoppers -- and not in the good way. Some get attention for all the wrong reasons; they make no sense, there's no market for them or they're just plain ugly. Just as every kid in a competition shouldn't get a prize, not every concept car can roll away a winner either. Here are some of the latest double-bagger concepts that made it onto our top 10 worst concept cars list.
Saab 9-4X BioPower
10 - Saab 9-4X BioPowerIt's not that Saab did a bad thing by presenting a concept with all-wheel drive and efficient E85 bioethanol capability -- that's great. What stings is that the troubled automaker devalued their efforts by putting that powertrain in a vanilla crossover that reeks of GM. Not that their car models have a wholly Swedish flavor anymore, but dropping this configuration in the freshened 9-3 or a badly needed 9-5 update would have meant a major step forward instead of a shuffle of indifference sideways.
Kia KND-4
9 - Kia KND-4Maybe the KND-4 will turn out as the next-gen Sportage, maybe it was just a cruel experiment. We're trying to be generous here since this appearance at the Los Angeles Auto Show was allegedly an understudy performance for the Kee concept coupe that was damaged after the Frankfurt show. In fact, the lines aren't all that bad, but the paint; seriously? Fluorescent, neon green paint was the winning color choice? We hate to think of what might have come in second.
Mercedes-Benz Vision GLK
8 - Mercedes-Benz Vision GLKOh good, another SUV. Why Mercedes didn't quit while they were ahead after launching the GL is anyone's guess. Yet evidently not satisfied with four "sport"-utes in their stable, they're going to shove another one in our faces, quite possibly their most forgettable yet. The notched rocker panels and big wheels cry for attention, but just look out of place. When the production version is finalized, those touches may not survive, but then the midsized utility is going to look even more blah than it does already.
See Nissan Forum Concept Photos
7 - Nissan ForumWill minivans ever be cool in America? Forgetting the age-old argument of whether the dearly departed VW vans qualify as such and looking ahead, the Nissan Forum desperately tries to make the mom-jeans crowd blush, but it ain't happening. If this is a twofold attempt to catch their older Scion-loving kids, then strike two. You can't blame Nissan for trying, but really, unless it's a VW who's going to embrace a van?
Volkswagen Routan
6 - Volkswagen RoutanForget what we just said about all VW vans being cool. In our defense, we're pleading denial on the grounds that this isn't really a Volkswagen. Nope, this is a MOPAR with German influence -- again, because that whole Detroit/Deutschland concept had such a happy ending the first time with Mercedes. In reality, it's probably too late to consider this Canadian-built Chrysler with German badges a concept, what with solid sale dates and all. Still, hope springs eternal. Like corporate sponsorship of a modern Woodstock, a Chrysler platform under VW badges is just as disturbing.
Fisker Hybrid
5 - Fisker HybridTo many, Fisker is a vaguely familiar name whose previous cars look just as vaguely familiar. That's because earlier efforts were modified BMWs and Mercedes. This time around, the car is said to be totally unique. And it is, um, unique. Too bad the projected $80,000 sedan only looks good on a moonless night. The strange nose with its too-high grille does the car no favors, and the same goes for the too long, too low midsection; looking stretched and out of sync with the high fenders and short overhangs. On the plus side, this is a plug-in hybrid supposedly capable of 100 mpg. If it pans out, good for them, but it's a big "if" based on these looks. Fisker reports annual production is anticipated at 15,000, which leaves us wondering where they'll keep the unsold 14,999 models.
Chrysler 300C Hollywood
4 - Chrysler 300C HollywoodThe folks calling the shots at Chrysler may have recently changed, but the bad habit of bad 300-based concepts remains the same. Maybe you remember what happened last year when the Imperial name was dusted off in a desperate attempt to ape the Rolls-Royce Phantom. In retrospect, that concept wasn't so bad compared to the half-open, half-closed, fully ugly Hollywood. If you're questioning the inspiration, it comes from the high-end prewar town car configuration. The owner rode in enclosed comfort while the chauffeur had only a windshield for weather protection. It was highly symbolic then, and it's highly pointless now.
Audi Cross Cabriolet Quattro
3 - Audi Cross Cabriolet QuattroSome things are fine on their own but should never be combined. Visiting your parents: good; visiting strip joints: really good; visiting strip joints with your parents: really, really bad. OK, so if you just threw up in your mouth a little, you're not going to like Audi's convertible crossover much better. Drop-top SUVs like the Jeep Wrangler are fine, but Audi is offering the same from an upscale car? We really doubt the market is ready for this answer to a question nobody asked.
See Hummer HX Concept Photos
2 - Hummer HXActions tend to speak louder than defensive rhetoric. A toe-tapping wide stance in the airport drowns out any red-faced damage control, and a smaller Hummer is still a Hummer. The HX looks to be squarely aimed at the Toyota FJ Cruiser/Jeep Wrangler crowd, only without pretense of practicality. That said, it makes sense that Hummer would pursue these buyers and a production HX would likely sell like crazy. However, why does it have to look like a Hot Wheels car that got into Roger Clemens' medicine cabinet?
Maybach Landaulet
1 - Maybach LandauletGreen concepts are spewing from every direction, but conspicuous consumption ain't dead yet. Proving there's always a market for people with more money than taste, Maybach presents the Landaulet for their consideration. There's no doubt an attempt to recall the old Mercedes 600 Pullman Landaulet, which itself looks odd, but at least better in comparison. The new Landaulet comes off less like a $1.3 million interpretation and more like a jilted lover took a chainsaw to her ex's $395,000 Maybach 62. On the practical side, owners have conventional doors and roof rails to isolate them from the little people, while they can recline their rear seats and enjoy Mr. Sun, which contradicts with their spray tans and skin treatments. Best in Show DogsYou have to appreciate the efforts of automotive designers who are trying to be edgy and create the Next Big Thing. Still, not everyone can win. As long as there are auto shows, there will always be a few concepts that look best without spotlights on them, and should have perhaps remained as fleeting ideas and dreams.
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2008 Alpha Cars
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2008 Alpha Cars
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