Porsche following Audi, pulls factory team out of ALMS
by Drew Phillips on Dec 15th 2008 at 3:34PM
Click above for a high-res gallery of the ALMS race at Laguna Seca
The American Le Mans Series took another blow this past weekend with announcement that Porsche is pulling out of the P2 category, although it will continue to support the 911 GT3 RSR in GT2. This follows Audi's announcement that they will not compete in the series after the 12 Hours of Sebring in March. The possibility of private entries for both Audi and Porsche still remains, although it now looks as though Acura will be the favorite in the prototype categories with both P1 and P2 entries. Mazda has also stepped up its efforts for 2009, joining forces with Dyson Racing for a two-car P2 program. More on Porsche's announcement and the status of the ALMS series following the jump.
Gallery: 2008 ALMS at Laguna Seca
Photos copyright ©2008 Drew Phillips / Weblogs, Inc.
[Source: ALMS]
PRESS RELEASE:
It's been a roller coaster of a week for the American Le Mans Series. Last Friday, Audi served up a curve ball worthy of Sandy Koufax when, seemingly out of the blue, it revealed it would not compete in the 2009 Series after the Mobil 1 Twelve Hours of Sebring presented by Fresh from Florida. Coming on the heels of the not-unexpected news that Porsche had elected not to compete in LMP2 next year on a factory level, Audi's announcement was - if not devastating - worrisome news.Seven days later, however, Mazda and Dyson Racing confirmed they will join forces in 2009 for a two-car LMP2 effort. While Mazda's decision to double its effort with one of the Series' top independent teams hardly balances-out the loss of two manufacturers who regularly fielded six prototypes in recent seasons, it goes a long way to nullify the perception that the Series is hemorrhaging manufacturers. In fact, given that BMW confirmed its plans for a GT2 program a fortnight ago and that Porsche's commitment to GT2 remains steadfast, the number of auto makers committed to the '09 schedule remains essentially unchanged from last year. And with a new, two-car LMP1 program and a continuing (if reduced) LMP2 effort, Acura is more committed to the Series then ever.Still, there's no denying prototype racing circa 2009 will lack some of the pizzaz of recent seasons. Where once Porsche and Acura went toe-to-toe in an LMP2 battle that, often as not, threatened Audi (and occasionally Peugeot) for overall victory, now it will be a surprise if Acura does not win more or less at its leisure in LMP1 with any opposition from LMP2 for the overall victory offered by Mazda and, er, Acura. On the other hand, GT2 figures to be more fiercely-contested ever, what with the welcome addition of BMW and (after Le Mans) Corvette with ANOTHER manufacturer in the wings. Indeed, this figures to be a dream season for GT2: not only a battle royal among a host of the world's leading auto makers, but an opportunity to emerge from the shadows of the prototypes.
No two ways about it, though, Audi will be missed. Just why the German automaker opted for a Sebring-only American Le Mans Series program this year is hard to define. Audi was sending all the right signals to the Series last year, from its less than top-secret decision to develop a successor to the mighty R10 TDI to Dr. Wolfgang Ullrich's upbeat comments at the post-season banquet about competing with Acura in 2009. While the worldwide economic meltdown is an obvious reason, nowhere in its official statements did Audi even mention the worrisome economic environment as a factor in its decision. Some have opined there must be more to this than meets the eye; that Audi would hardly have taken on the design and development of the R15 just to race at Sebring and Le Mans. And if Audi's '09 focus is beating Peugeot in Turbo Diesel Smackdown III at Le Mans, wouldn't competing in the American Le Mans Series after Sebring be the best way to develop the R15?Not necessarily. For after Sebring come St. Petersburg, Long Beach and Miller Motorsports Park - the latter the only one of the three on a pure road circuit and thus the only one remotely close to approximating the environment of le Sarthe. Perhaps the plan is to dispense with those street races and focus on Le Mans in '09 before embarking on a more ambitious program for 2010 - a variation on Audi's modus operandi with the R10 which, it will be recalled, debuted at Sebring in '06, was replaced by the venerable R8 at Houston, Mid-Ohio and Lime Rock, then returned to complete the post-Le Mans part of the schedule prior to a complete seasons in '07 and '08.Then again, some have connected the dots and concluded Audi has other fish to fry in North America, namely an IndyCar Series that is actively pursuing additional manufacturers for the 2011 season, the centennial of the Indianapolis 500. Audi's name has been frequently mentioned in association with the ICS; indeed, Audi is widely seen as the manufacturer most likely to join Honda competing at the pinnacle of American open wheel racing. What is known, however, is that Mazda is taking what was already the most comprehensive commitment to American racing by an automotive manufacturer to the next level. To its support of grass roots competition, the MX-5 Cup, Skip Barber National and MazdaSpeed Challenge series, Star Mazda and Formula Atlantic, now add a top shelf prototype program to which the stars of the MazdaSpeed Motorsports Development ladder can aspire...and rest assured Audi's departure hardly leaves the American Le Mans Series manufacturers cupboard bare.
Monday, December 15, 2008
Friday, October 17, 2008
One of Big 3 Might Not Survive
Daniel Howes: Commentary
One of Big 3 may not survive
The truth about Detroit's painful automotive transformation, marked by new products, concessionary labor deals, asset sales, plant closings and job cuts, is that none of it will be enough soon enough.
Instead, a global credit crisis, plunging consumer confidence and abysmal corporate finances are forcing once-proud companies and their senior executives to flail for even more disruptive answers. They won't be any easier to find than back in the 1950s, when Detroit's independent automakers -- Packard and Studebaker, Nash and Hudson -- hastily married up in an effort to fend off the market power of General Motors Corp. and Ford Motor Co.
They failed. Today's thinking atop the automakers: Do almost anything to avoid bankruptcy, dismembering operations, invalidating decades of promises to employees and retirees, gutting a 70-year relationship with the United Auto Workers and staining the legacies of men named Ford Jr. and Mulally, Wagoner and Nardelli.
The details of a would-be "merger" between GM and Chrysler LLC or whoever else, or the fact that GM also talked to Ford, are far less important than confirmation that Chrysler's owners want out and that GM is desperately looking for a Plan B because it is running out of cash and time, which these days are one and the same thing.
How else to read GM's feeble attempt to knock down reports of tie-up talks with Chrysler and Ford? Or the implication that increasingly dire circumstances could force it to seek a "bailout" from the feds? Or Barack Obama's call for speeding low-cost loans to Detroit's automakers? Or the fact that GM is asking two Detroit pension funds to buy its Renaissance Center headquarters and then lease it back -- all so the General can pocket somewhere between $250 million and $500 million?
All options are options. You know things are serious, that GM's cash burn is accelerating and its options are limited, when a presidential nominee ups the bailout ante Monday and GM's CFO last week personally makes an investment pitch to pension reps for Detroit's cops, firefighters and city employees.
Another reality: Chrysler's owner, Cerberus Capital Management LP, wants to make a deal -- with anyone -- that will free it from the black hole that is a Detroit-based automaker. Lest there be any doubt, the private equity shop would gladly sacrifice Chrysler, its employees and retirees to GM's corporate ax if it can extricate itself from an industry it never fully understood.
Using the word "merger" to describe a combination of GM and Chrysler is verbal dishonesty of the worst kind. Whole swaths of Chrysler engineering, manufacturing and product development would be collapsed into GM; redundant support staffs would be trimmed; more plants would be closed and more jobs cut; Chrysler communities would be devastated.
And GM would eliminate a competitor in a "neutron bomb" kind of deal that eliminates jobs and the people in them but leaves valued hard assets and, presumably, Chrysler's corporate cash hoard intact. Which is the point.
Chrysler wouldn't be merging with GM so much as be submitted for its own execution. In exchange, Cerberus would assume total control of GM's GMAC finance arm, a business the financial engineers at Cerberus better understand and assume will return someday to normalcy and profitability.
The Big Lie in all this is how disingenuous Cerberus has been since the get-go: Cerberus's commitment to Chrysler, reiterated repeatedly by its hired hands and founder Stephen Feinberg, apparently lasts only as long as they say it does -- that is, long enough for Cerberus to cut its losses and for CEO Bob Nardelli and his top boys in Auburn Hills to reap their change-in-control payouts.
GM needs more brands, more plants and more dealers like it needs another credit crunch. Would the incremental volume of, say, merging Dodge Ram pickups with Chevy Silverados or combining the Chrysler minivan platform with GM's crossovers -- a multi-year undertaking -- deliver revenue worth waiting for? And would it come too late?
GM's directors aren't keen to embrace a Chrysler deal with Cerberus because they realize the remedy for what ails GM won't come from swallowing a competitor. It'll come from buying enough time to survive the imminent shakeout because -- and I wish I could say otherwise -- one of Detroit's Big Three may not.
Daniel Howes' column runs Tuesdays, Thursdays and Fridays. He can be reached at (313) 222-2106 or dchowes@detnews.com.
One of Big 3 may not survive
The truth about Detroit's painful automotive transformation, marked by new products, concessionary labor deals, asset sales, plant closings and job cuts, is that none of it will be enough soon enough.
Instead, a global credit crisis, plunging consumer confidence and abysmal corporate finances are forcing once-proud companies and their senior executives to flail for even more disruptive answers. They won't be any easier to find than back in the 1950s, when Detroit's independent automakers -- Packard and Studebaker, Nash and Hudson -- hastily married up in an effort to fend off the market power of General Motors Corp. and Ford Motor Co.
They failed. Today's thinking atop the automakers: Do almost anything to avoid bankruptcy, dismembering operations, invalidating decades of promises to employees and retirees, gutting a 70-year relationship with the United Auto Workers and staining the legacies of men named Ford Jr. and Mulally, Wagoner and Nardelli.
The details of a would-be "merger" between GM and Chrysler LLC or whoever else, or the fact that GM also talked to Ford, are far less important than confirmation that Chrysler's owners want out and that GM is desperately looking for a Plan B because it is running out of cash and time, which these days are one and the same thing.
How else to read GM's feeble attempt to knock down reports of tie-up talks with Chrysler and Ford? Or the implication that increasingly dire circumstances could force it to seek a "bailout" from the feds? Or Barack Obama's call for speeding low-cost loans to Detroit's automakers? Or the fact that GM is asking two Detroit pension funds to buy its Renaissance Center headquarters and then lease it back -- all so the General can pocket somewhere between $250 million and $500 million?
All options are options. You know things are serious, that GM's cash burn is accelerating and its options are limited, when a presidential nominee ups the bailout ante Monday and GM's CFO last week personally makes an investment pitch to pension reps for Detroit's cops, firefighters and city employees.
Another reality: Chrysler's owner, Cerberus Capital Management LP, wants to make a deal -- with anyone -- that will free it from the black hole that is a Detroit-based automaker. Lest there be any doubt, the private equity shop would gladly sacrifice Chrysler, its employees and retirees to GM's corporate ax if it can extricate itself from an industry it never fully understood.
Using the word "merger" to describe a combination of GM and Chrysler is verbal dishonesty of the worst kind. Whole swaths of Chrysler engineering, manufacturing and product development would be collapsed into GM; redundant support staffs would be trimmed; more plants would be closed and more jobs cut; Chrysler communities would be devastated.
And GM would eliminate a competitor in a "neutron bomb" kind of deal that eliminates jobs and the people in them but leaves valued hard assets and, presumably, Chrysler's corporate cash hoard intact. Which is the point.
Chrysler wouldn't be merging with GM so much as be submitted for its own execution. In exchange, Cerberus would assume total control of GM's GMAC finance arm, a business the financial engineers at Cerberus better understand and assume will return someday to normalcy and profitability.
The Big Lie in all this is how disingenuous Cerberus has been since the get-go: Cerberus's commitment to Chrysler, reiterated repeatedly by its hired hands and founder Stephen Feinberg, apparently lasts only as long as they say it does -- that is, long enough for Cerberus to cut its losses and for CEO Bob Nardelli and his top boys in Auburn Hills to reap their change-in-control payouts.
GM needs more brands, more plants and more dealers like it needs another credit crunch. Would the incremental volume of, say, merging Dodge Ram pickups with Chevy Silverados or combining the Chrysler minivan platform with GM's crossovers -- a multi-year undertaking -- deliver revenue worth waiting for? And would it come too late?
GM's directors aren't keen to embrace a Chrysler deal with Cerberus because they realize the remedy for what ails GM won't come from swallowing a competitor. It'll come from buying enough time to survive the imminent shakeout because -- and I wish I could say otherwise -- one of Detroit's Big Three may not.
Daniel Howes' column runs Tuesdays, Thursdays and Fridays. He can be reached at (313) 222-2106 or dchowes@detnews.com.
Other Chrysler Suitors... as if GM wasn't bad enough!
GM not only Chrysler suitor
Renault-Nissan, Fiat, Tata have been in contact; Cerberus says it's open to making a deal
Christine Tierney and David Shepardson / The Detroit News
Cerberus Capital Management LP began entertaining offers for Chrysler less than a year after acquiring the smallest and most vulnerable of Detroit's automakers.
In recent months, as the industry's outlook has worsened, Cerberus officials have discussed deals involving Chrysler LLC with General Motors Corp. and with the Renault-Nissan alliance, according to sources familiar with the negotiations. They also have had contacts with Fiat SpA of Italy and India's Tata Motors, the sources said.
After news of the GM-Cerberus talks broke Friday, Chrysler Chairman and CEO Bob Nardelli confirmed to employees Monday that the company was talking to potential partners.
"I can tell you that we have approached and have been approached by third parties who are interested in exploring future possibilities with Chrysler," he said in a note to employees.
Sources close to the negotiations say most of the discussions have been on hold since the recent turmoil in the financial markets.
Compared with the merger frenzy of the late 1990s, the tone of the talks is more cautious and guarded, the sources said. But some of them said Cerberus seemed eager to conclude a deal.
Delphi Corp. Chairman Robert S. Miller told The Detroit News on Monday that the talks between carmakers reflected the "serious financial pressures the industry is facing."
With U.S. auto sales tumbling this year to their lowest level in more than 15 years, and Detroit's automakers all losing money, Miller said there was mounting "pressure toward consolidation, just like we saw in the steel industry or the airline business."
Now privately owned, Chrysler does not publish its financial results. But the automaker has suffered the sharpest sales drop of any major player in the U.S. market. Its sales have fallen 25 percent so far this year, twice the rate of the overall market's decline.
Most of the discussions involving Chrysler arose out of its product-sharing negotiations with other automakers, such as Nissan Motor Co. and Volkswagen AG.
But the talks with Nissan expanded beyond vehicle projects in February, when Nissan, Chrysler and Cerberus officials met in Japan to discuss the possibility of a deeper relationship. Cerberus executives have been leading the negotiations with Renault-Nissan since the late spring.
Cerberus, Renault, Nissan and Fiat declined to comment.
But Carlos Ghosn, CEO of Renault SA and Nissan, has sought for a long time to add a North American partner to the French-Japanese alliance.
Sources familiar with the talks say Ghosn is monitoring the discussions dispassionately, while Nissan Executive Vice President Carlos Tavares is pushing for a deal. Ghosn's No. 2 at Renault, Patrick Pelata, is said to be cool to the idea and opposed to assuming the risks of an equity stake. Renault is investing more than $1 billion in Russia's AvtoVAZ.
The sources said "multiple scenarios" have been discussed. Estimates of savings resulting from any combination of the carmakers' automotive operations are "certainly encouraging," though not on the scale of the benefits that would have been generated by the Renault-Nissan-GM deal proposed two years ago, one of the sources said.
At the Paris Car Show earlier this month, Ghosn said the recent shocks to the markets and banking system had made merger and acquisition activity less likely, not more. "I think that initiatives, in terms of alliances, are frozen for a very simple reason: Everyone is scared of credit crunch and cash problems," he told reporters.
While GM's management opposed a link-up with Renault-Nissan in 2006, Chairman Rick Wagoner and President Fritz Henderson are interested in exploring a deal with Chrysler, said industry sources. The discussions, which began about a month ago, have been described as preliminary.
However, members of GM's board are questioning the logic of combining two struggling automakers, said a source familiar with the board discussions.
Industry analysts say the shift in the thinking of top GM executives reflects profound changes in the industry that have darkened the challenging prospects for Detroit's automakers.
"For the U.S. automakers, already wounded by dramatic U.S. sales declines, falling market share, eroding mix, rising commodity and regulatory costs, and weakening balance sheets, the latest blows to global markets have all the appearances of being fatal," Deutsche Bank analyst Rod Lache wrote in a report issued Monday.
"At this point, we do not believe that U.S. automakers have the internal means to avert a liquidity crisis. They simply cannot reduce costs or capital spending sufficiently, without causing additional impairment to their businesses," he said. "Media reports over this weekend indicating that GM had initiated merger talks with Ford (Motor Co.) and that it is now in discussions with Chrysler reinforce our belief that U.S. automakers have run out of internal options. Therefore, they have begun to seek external sources of savings and liquidity."
The deterioration in the U.S. auto industry began shortly after Cerberus acquired Chrysler from Daimler AG in August 2007 for $7.2 billion.
"I don't think when they put this deal together that they had any inkling what this industry was shaping up to be," said Joe Phillippi, president of AutoTrends Consulting Inc. in Short Hills, N.J. "I think they were totally blindsided by the fall in the market."
With a preponderance of large vehicles in its lineup, Chrysler was badly hurt by the surge in fuel prices at the start of the year. The credit squeeze compounded its problems, Phillippi said.
Cerberus owns many manufacturing firms. But the New York-based private equity firm was unlikely to be a long-term investor in Chrysler, Phillippi said. Its founder "Stephen Feinberg is a financier."
One person briefed on the talks said Cerberus expected to retain a stake in Chrysler in the event of a sale. The firm has other automotive holdings, including the parts supplier Tower Automotive, and it owns 51 percent of GMAC Financial Services.
From the outset, Chrysler has been in talks with many other automakers, including Russian and Chinese firms, about capacity- and platform-sharing projects. Its executives have met counterparts at many other carmakers, including Tata and Fiat, after negotiating deals and transactions.
But Nardelli's comments mark the first official confirmation that Cerberus was discussing potentially more far-reaching deals for Chrysler.
You can reach Christine Tierney at ctierney@detnews.com.
Renault-Nissan, Fiat, Tata have been in contact; Cerberus says it's open to making a deal
Christine Tierney and David Shepardson / The Detroit News
Cerberus Capital Management LP began entertaining offers for Chrysler less than a year after acquiring the smallest and most vulnerable of Detroit's automakers.
In recent months, as the industry's outlook has worsened, Cerberus officials have discussed deals involving Chrysler LLC with General Motors Corp. and with the Renault-Nissan alliance, according to sources familiar with the negotiations. They also have had contacts with Fiat SpA of Italy and India's Tata Motors, the sources said.
After news of the GM-Cerberus talks broke Friday, Chrysler Chairman and CEO Bob Nardelli confirmed to employees Monday that the company was talking to potential partners.
"I can tell you that we have approached and have been approached by third parties who are interested in exploring future possibilities with Chrysler," he said in a note to employees.
Sources close to the negotiations say most of the discussions have been on hold since the recent turmoil in the financial markets.
Compared with the merger frenzy of the late 1990s, the tone of the talks is more cautious and guarded, the sources said. But some of them said Cerberus seemed eager to conclude a deal.
Delphi Corp. Chairman Robert S. Miller told The Detroit News on Monday that the talks between carmakers reflected the "serious financial pressures the industry is facing."
With U.S. auto sales tumbling this year to their lowest level in more than 15 years, and Detroit's automakers all losing money, Miller said there was mounting "pressure toward consolidation, just like we saw in the steel industry or the airline business."
Now privately owned, Chrysler does not publish its financial results. But the automaker has suffered the sharpest sales drop of any major player in the U.S. market. Its sales have fallen 25 percent so far this year, twice the rate of the overall market's decline.
Most of the discussions involving Chrysler arose out of its product-sharing negotiations with other automakers, such as Nissan Motor Co. and Volkswagen AG.
But the talks with Nissan expanded beyond vehicle projects in February, when Nissan, Chrysler and Cerberus officials met in Japan to discuss the possibility of a deeper relationship. Cerberus executives have been leading the negotiations with Renault-Nissan since the late spring.
Cerberus, Renault, Nissan and Fiat declined to comment.
But Carlos Ghosn, CEO of Renault SA and Nissan, has sought for a long time to add a North American partner to the French-Japanese alliance.
Sources familiar with the talks say Ghosn is monitoring the discussions dispassionately, while Nissan Executive Vice President Carlos Tavares is pushing for a deal. Ghosn's No. 2 at Renault, Patrick Pelata, is said to be cool to the idea and opposed to assuming the risks of an equity stake. Renault is investing more than $1 billion in Russia's AvtoVAZ.
The sources said "multiple scenarios" have been discussed. Estimates of savings resulting from any combination of the carmakers' automotive operations are "certainly encouraging," though not on the scale of the benefits that would have been generated by the Renault-Nissan-GM deal proposed two years ago, one of the sources said.
At the Paris Car Show earlier this month, Ghosn said the recent shocks to the markets and banking system had made merger and acquisition activity less likely, not more. "I think that initiatives, in terms of alliances, are frozen for a very simple reason: Everyone is scared of credit crunch and cash problems," he told reporters.
While GM's management opposed a link-up with Renault-Nissan in 2006, Chairman Rick Wagoner and President Fritz Henderson are interested in exploring a deal with Chrysler, said industry sources. The discussions, which began about a month ago, have been described as preliminary.
However, members of GM's board are questioning the logic of combining two struggling automakers, said a source familiar with the board discussions.
Industry analysts say the shift in the thinking of top GM executives reflects profound changes in the industry that have darkened the challenging prospects for Detroit's automakers.
"For the U.S. automakers, already wounded by dramatic U.S. sales declines, falling market share, eroding mix, rising commodity and regulatory costs, and weakening balance sheets, the latest blows to global markets have all the appearances of being fatal," Deutsche Bank analyst Rod Lache wrote in a report issued Monday.
"At this point, we do not believe that U.S. automakers have the internal means to avert a liquidity crisis. They simply cannot reduce costs or capital spending sufficiently, without causing additional impairment to their businesses," he said. "Media reports over this weekend indicating that GM had initiated merger talks with Ford (Motor Co.) and that it is now in discussions with Chrysler reinforce our belief that U.S. automakers have run out of internal options. Therefore, they have begun to seek external sources of savings and liquidity."
The deterioration in the U.S. auto industry began shortly after Cerberus acquired Chrysler from Daimler AG in August 2007 for $7.2 billion.
"I don't think when they put this deal together that they had any inkling what this industry was shaping up to be," said Joe Phillippi, president of AutoTrends Consulting Inc. in Short Hills, N.J. "I think they were totally blindsided by the fall in the market."
With a preponderance of large vehicles in its lineup, Chrysler was badly hurt by the surge in fuel prices at the start of the year. The credit squeeze compounded its problems, Phillippi said.
Cerberus owns many manufacturing firms. But the New York-based private equity firm was unlikely to be a long-term investor in Chrysler, Phillippi said. Its founder "Stephen Feinberg is a financier."
One person briefed on the talks said Cerberus expected to retain a stake in Chrysler in the event of a sale. The firm has other automotive holdings, including the parts supplier Tower Automotive, and it owns 51 percent of GMAC Financial Services.
From the outset, Chrysler has been in talks with many other automakers, including Russian and Chinese firms, about capacity- and platform-sharing projects. Its executives have met counterparts at many other carmakers, including Tata and Fiat, after negotiating deals and transactions.
But Nardelli's comments mark the first official confirmation that Cerberus was discussing potentially more far-reaching deals for Chrysler.
You can reach Christine Tierney at ctierney@detnews.com.
GM Could Use Chrysler's Cash Reserves
GM could use Chrysler's cash
Money key reason for merger discussions
Robert Snell / The Detroit News
General Motors Corp. doesn't need Chrysler LLC's brands, workers or plants, but if the companies merged, the Auburn Hills automaker's $11.7 billion in cash could help GM survive the worst sales market in 15 years, analysts said Monday.
The cash, which Chrysler said it had on June 30, and an estimated cost savings of about $6 billion through combining automotive operations, is a key reason why GM and Chrysler-parent Cerberus Capital Management LP are discussing a possible merger that otherwise makes little sense for either company, analysts said.
Barclays Capital analyst Brian Johnson said GM needs $10.3 billion in fresh cash through next year, at which point the automaker could see significant savings from a new union contract and a possible sales boost from fuel-efficient models such as the Chevrolet Cruze and Volt, an extended-range electric car. A deal with Cerberus could quench GM's cash quest, said auto analyst Erich Merkle of Crowe Horwath.
"It's the smell of money," attracting GM's interest in any deal, Merkle said. "GM needs cash to live to fight another day."
Officials at both GM and Cerberus have declined to comment about their discussions.
Meanwhile, GM's shares rebounded Monday, jumping $1.62, or more than 33 percent, to close at $6.51 following news of steps being taken by major governments to support the global banking system.
But merger talks -- which have stalled amid the Wall Street turmoil -- did not improve the automaker's credit rating or convince analysts that GM would benefit from a potential Cerberus deal.
Standard & Poor's didn't budge Monday from last week's decision to place GM's credit rating on CreditWatch with negative implications, which means the rating could fall further into junk status.
Any merger would not solve GM's immediate challenge raising cash, said Robert Schulz, S&P's credit analyst.
"We would be skeptical that a GM-Chrysler transaction could easily address our primary concern by resulting in a substantial increase of current liquidity for the parties involved," Schulz said.
GM is burning through at least $1 billion a month. It had access to about $21 billion cash and $5 billion in available credit at the end of June and is in the midst of cutting $10 billion in costs by the end of 2009 and raising $5 billion through asset sales and borrowing.
Those cost-cutting moves intensified Monday when GM announced it was closing plants in Grand Rapids and Janesville, Wis. The moves affect about 2,500 hourly workers at plants that produce sport-utility vehicles and parts for pickups and SUVs.
The Grand Rapids facility will close by the end of 2009 while the Janesville factory will close ahead of schedule in December. GM officials had said in June the Janesville plant, along with three others, would close in 2010 as demand slumped for pickups and SUVs.
It was unclear exactly how much money GM will save by idling those plants.
S&P believes GM has enough cash and available credit for the rest of 2008 but the deteriorating industry -- GM's sales are down 18.1 percent this year -- will be challenging next year
Meanwhile, analysts remained skeptical about any GM/Chrysler deal three days after merger talks first surfaced.
Any short-term gain from acquiring Chrysler could come at the expense of long-term health, said Deutsche Bank analyst Rod Lache.
"The fact that there is so much product/geographic overlap between the companies is precisely the reason for the large ... savings potential in a GM/Chrysler combination," Lache wrote in a research paper Monday.
A merger would not have a significant benefit or address shared problems such as too many dealers, damaged brands, falling sales, overcapacity and inability to raise cash, said Aaron Bragman, an auto analyst with Global Insight.
A combined company would have larger market share and be in a stronger bargaining position with the United Auto Workers. Another round of talks is likely considering GM's struggles, he said.
"The negatives far outweigh the positives for any potential merger of GM and Chrysler," Bragman wrote in a research paper published Monday.
"The details of what a combined GM/Chrysler would look like point to a company that would immediately be in an even worse position than either of these companies are alone."
The real winner might be Cerberus if it swaps Chrysler for the 49 percent share of GMAC Financial Services owned by GM, Bragman said.
Cerberus, a private equity fund, acquired 51 percent of GMAC in a $14.1 billion deal in 2006.
The recently passed $700 billion Wall Street bailout bill is designed to buy up bad securitized mortgages and lobbyists are pushing to extend the bailout to include bad auto loans.
"That one-two punch would go a long way towards restoring the profitability of GMAC, making it an attractive business to have," Bragman said.
Money key reason for merger discussions
Robert Snell / The Detroit News
General Motors Corp. doesn't need Chrysler LLC's brands, workers or plants, but if the companies merged, the Auburn Hills automaker's $11.7 billion in cash could help GM survive the worst sales market in 15 years, analysts said Monday.
The cash, which Chrysler said it had on June 30, and an estimated cost savings of about $6 billion through combining automotive operations, is a key reason why GM and Chrysler-parent Cerberus Capital Management LP are discussing a possible merger that otherwise makes little sense for either company, analysts said.
Barclays Capital analyst Brian Johnson said GM needs $10.3 billion in fresh cash through next year, at which point the automaker could see significant savings from a new union contract and a possible sales boost from fuel-efficient models such as the Chevrolet Cruze and Volt, an extended-range electric car. A deal with Cerberus could quench GM's cash quest, said auto analyst Erich Merkle of Crowe Horwath.
"It's the smell of money," attracting GM's interest in any deal, Merkle said. "GM needs cash to live to fight another day."
Officials at both GM and Cerberus have declined to comment about their discussions.
Meanwhile, GM's shares rebounded Monday, jumping $1.62, or more than 33 percent, to close at $6.51 following news of steps being taken by major governments to support the global banking system.
But merger talks -- which have stalled amid the Wall Street turmoil -- did not improve the automaker's credit rating or convince analysts that GM would benefit from a potential Cerberus deal.
Standard & Poor's didn't budge Monday from last week's decision to place GM's credit rating on CreditWatch with negative implications, which means the rating could fall further into junk status.
Any merger would not solve GM's immediate challenge raising cash, said Robert Schulz, S&P's credit analyst.
"We would be skeptical that a GM-Chrysler transaction could easily address our primary concern by resulting in a substantial increase of current liquidity for the parties involved," Schulz said.
GM is burning through at least $1 billion a month. It had access to about $21 billion cash and $5 billion in available credit at the end of June and is in the midst of cutting $10 billion in costs by the end of 2009 and raising $5 billion through asset sales and borrowing.
Those cost-cutting moves intensified Monday when GM announced it was closing plants in Grand Rapids and Janesville, Wis. The moves affect about 2,500 hourly workers at plants that produce sport-utility vehicles and parts for pickups and SUVs.
The Grand Rapids facility will close by the end of 2009 while the Janesville factory will close ahead of schedule in December. GM officials had said in June the Janesville plant, along with three others, would close in 2010 as demand slumped for pickups and SUVs.
It was unclear exactly how much money GM will save by idling those plants.
S&P believes GM has enough cash and available credit for the rest of 2008 but the deteriorating industry -- GM's sales are down 18.1 percent this year -- will be challenging next year
Meanwhile, analysts remained skeptical about any GM/Chrysler deal three days after merger talks first surfaced.
Any short-term gain from acquiring Chrysler could come at the expense of long-term health, said Deutsche Bank analyst Rod Lache.
"The fact that there is so much product/geographic overlap between the companies is precisely the reason for the large ... savings potential in a GM/Chrysler combination," Lache wrote in a research paper Monday.
A merger would not have a significant benefit or address shared problems such as too many dealers, damaged brands, falling sales, overcapacity and inability to raise cash, said Aaron Bragman, an auto analyst with Global Insight.
A combined company would have larger market share and be in a stronger bargaining position with the United Auto Workers. Another round of talks is likely considering GM's struggles, he said.
"The negatives far outweigh the positives for any potential merger of GM and Chrysler," Bragman wrote in a research paper published Monday.
"The details of what a combined GM/Chrysler would look like point to a company that would immediately be in an even worse position than either of these companies are alone."
The real winner might be Cerberus if it swaps Chrysler for the 49 percent share of GMAC Financial Services owned by GM, Bragman said.
Cerberus, a private equity fund, acquired 51 percent of GMAC in a $14.1 billion deal in 2006.
The recently passed $700 billion Wall Street bailout bill is designed to buy up bad securitized mortgages and lobbyists are pushing to extend the bailout to include bad auto loans.
"That one-two punch would go a long way towards restoring the profitability of GMAC, making it an attractive business to have," Bragman said.
GM Absorb Chrysler...
One plan: GM may absorb Chrysler
Possible scenario would eliminate rival, reduce excess capacity; pact similar to AMC purchase.
David Shepardson, Christine Tierney and Alisa Priddle / The Detroit News
General Motors Corp. could swallow Chrysler LLC and end the Auburn Hills automaker's 83-year existence under one scenario being discussed by GM and Chrysler's owner, Cerberus Capital Management LP, said a source briefed on the talks.
Such a deal, similar to Chrysler's 1987 acquisition of American Motors Corp., would allow GM to pick up some of Chrysler's 2.7 million in annual sales -- while avoiding the bulk of Chrysler's costs, the source said.
GM, Cerberus and Chrysler all declined to comment.
Sources familiar with the negotiations say the talks still are in early stages, and many combinations are being considered.
Analysts say a deal along the lines of Chrysler's purchase of AMC, which eliminated Detroit's No. 4 automaker as an entity and all its brands except Jeep, would make sense for GM.
Such a deal would differ from the 1998 acquisition of Chrysler by Germany's Daimler-Benz AG, which left the U.S. carmaker operating intact as a separate division. Instead, Chrysler would be completely absorbed into GM and melded into its car making and other operations over time.
"That would be the likely scenario, if such a thing were to happen," said Aaron Bragman, an analyst at Global Insight.
Besides the Jeep brand and Chrysler's minivans, the company has few assets of value to its bigger rival, he said.
"For GM, the only reason to absorb Chrysler would be to eliminate a competitor," he said.
Many industry experts believe GM's interest in Chrysler, both now and in 2007, when DaimlerChrysler AG put the American unit up for sale, reflected its goal to reduce the excess capacity in the U.S. auto industry that has hurt all of Detroit's carmakers.
"The others (automakers) will be delighted to have Chrysler just die and take 1.5 million units out of the industry, which is about what the excess is," said Gerald Meyers, former chairman of AMC and now a professor at the University of Michigan.
Such a deal would surely worsen Michigan's economic woes, eliminating thousands more auto jobs in Metro Detroit, canceling contracts with suppliers and prompting more plant closures.
The source familiar with the negotiations told The Detroit News that GM could cut costs by eliminating much of Chrysler's staff and gradually shifting production of Chrysler vehicles to use more GM components.
Lincoln Merrihew, an analyst with TNS Automotive in Boston, said he didn't see the Dodge or Chrysler brands surviving if such a deal were concluded. "In the situation the Big Three face, you're looking for hard-core, quick economies of scale," he said.
At Chrysler's Auburn Hills headquarters, morale is bleak as employees fear huge job losses in any GM deal, while the top bosses installed by Cerberus are expected to leave with fortunes.
GM, struggling with huge losses and a liquidity squeeze, might use Chrysler's cash -- $11.7 billion at the end of June -- to close Chrysler dealers and some of its businesses, as well as shore up GM's finances, analysts say.
Sources close to the negotiations say Chrysler might survive -- or at least fare better -- in a three-way deal with the Renault-Nissan alliance.
But it is unclear whether the French-Japanese partnership still is interested in Chrysler.
Renault SA is in debt, and executives are studying whether Nissan Motor Co. has enough cash to comfortably afford a deal in this difficult economic environment.
Carlos Ghosn, the CEO of Renault and Nissan, is said to have been more inclined to do a deal with Cerberus a few months ago.
At GM, many top executives support acquiring Chrysler, but only in a deal like Chrysler's acquisition of AMC from Renault.
Renault agreed in 1987 to sell its 46.1 percent stake in AMC, and AMC's board sold the remainder to Chrysler in a $1.2 billion deal, the biggest merger in the U.S. auto industry at the time. Chrysler ended all of AMC's car lines, keeping only the Jeep brand.
In their discussions, GM and Cerberus also have looked at their shared ownership of GMAC Financial Services since 2006, when GM sold 51 percent to Cerberus. Cerberus wants to acquire the rest, but GM wants GMAC focused on its auto sales business.
This week, after GMAC's announcement that it would consider auto loans only for customers with high credit ratings many wondered whether Cerberus was putting pressure on GM.
At Cerberus, officials deny any ulterior motive. GMAC spokeswoman Gina Proia said the decision to increase credit requirements was a result "of the current market environment that has reduced access to funds and increased the cost of funds."
Robert Snell contributed. You can reach Christine Tierney at ctierney@detnews.com.
Possible scenario would eliminate rival, reduce excess capacity; pact similar to AMC purchase.
David Shepardson, Christine Tierney and Alisa Priddle / The Detroit News
General Motors Corp. could swallow Chrysler LLC and end the Auburn Hills automaker's 83-year existence under one scenario being discussed by GM and Chrysler's owner, Cerberus Capital Management LP, said a source briefed on the talks.
Such a deal, similar to Chrysler's 1987 acquisition of American Motors Corp., would allow GM to pick up some of Chrysler's 2.7 million in annual sales -- while avoiding the bulk of Chrysler's costs, the source said.
GM, Cerberus and Chrysler all declined to comment.
Sources familiar with the negotiations say the talks still are in early stages, and many combinations are being considered.
Analysts say a deal along the lines of Chrysler's purchase of AMC, which eliminated Detroit's No. 4 automaker as an entity and all its brands except Jeep, would make sense for GM.
Such a deal would differ from the 1998 acquisition of Chrysler by Germany's Daimler-Benz AG, which left the U.S. carmaker operating intact as a separate division. Instead, Chrysler would be completely absorbed into GM and melded into its car making and other operations over time.
"That would be the likely scenario, if such a thing were to happen," said Aaron Bragman, an analyst at Global Insight.
Besides the Jeep brand and Chrysler's minivans, the company has few assets of value to its bigger rival, he said.
"For GM, the only reason to absorb Chrysler would be to eliminate a competitor," he said.
Many industry experts believe GM's interest in Chrysler, both now and in 2007, when DaimlerChrysler AG put the American unit up for sale, reflected its goal to reduce the excess capacity in the U.S. auto industry that has hurt all of Detroit's carmakers.
"The others (automakers) will be delighted to have Chrysler just die and take 1.5 million units out of the industry, which is about what the excess is," said Gerald Meyers, former chairman of AMC and now a professor at the University of Michigan.
Such a deal would surely worsen Michigan's economic woes, eliminating thousands more auto jobs in Metro Detroit, canceling contracts with suppliers and prompting more plant closures.
The source familiar with the negotiations told The Detroit News that GM could cut costs by eliminating much of Chrysler's staff and gradually shifting production of Chrysler vehicles to use more GM components.
Lincoln Merrihew, an analyst with TNS Automotive in Boston, said he didn't see the Dodge or Chrysler brands surviving if such a deal were concluded. "In the situation the Big Three face, you're looking for hard-core, quick economies of scale," he said.
At Chrysler's Auburn Hills headquarters, morale is bleak as employees fear huge job losses in any GM deal, while the top bosses installed by Cerberus are expected to leave with fortunes.
GM, struggling with huge losses and a liquidity squeeze, might use Chrysler's cash -- $11.7 billion at the end of June -- to close Chrysler dealers and some of its businesses, as well as shore up GM's finances, analysts say.
Sources close to the negotiations say Chrysler might survive -- or at least fare better -- in a three-way deal with the Renault-Nissan alliance.
But it is unclear whether the French-Japanese partnership still is interested in Chrysler.
Renault SA is in debt, and executives are studying whether Nissan Motor Co. has enough cash to comfortably afford a deal in this difficult economic environment.
Carlos Ghosn, the CEO of Renault and Nissan, is said to have been more inclined to do a deal with Cerberus a few months ago.
At GM, many top executives support acquiring Chrysler, but only in a deal like Chrysler's acquisition of AMC from Renault.
Renault agreed in 1987 to sell its 46.1 percent stake in AMC, and AMC's board sold the remainder to Chrysler in a $1.2 billion deal, the biggest merger in the U.S. auto industry at the time. Chrysler ended all of AMC's car lines, keeping only the Jeep brand.
In their discussions, GM and Cerberus also have looked at their shared ownership of GMAC Financial Services since 2006, when GM sold 51 percent to Cerberus. Cerberus wants to acquire the rest, but GM wants GMAC focused on its auto sales business.
This week, after GMAC's announcement that it would consider auto loans only for customers with high credit ratings many wondered whether Cerberus was putting pressure on GM.
At Cerberus, officials deny any ulterior motive. GMAC spokeswoman Gina Proia said the decision to increase credit requirements was a result "of the current market environment that has reduced access to funds and increased the cost of funds."
Robert Snell contributed. You can reach Christine Tierney at ctierney@detnews.com.
Thursday, August 7, 2008
Head of Italian Car Design Dies
Chief executive of Pininfarina dies in accident
The Associated Press
Thursday, August 7, 2008
MILAN, Italy: Andrea Pininfarina, the chief executive of the Italian car design firm founded by his grandfather that counts Ferraris and Alfa Romeos among its creations, died Thursday in a road accident near the northern Italian city of Turin.
Pininfarina was driving a scooter along a provincial highway when he struck a car whose driver failed to stop at an intersection, Luigi Semenzato, the police chief in the town of Trofarello south of Turin, told Sky Tg24 television news.
The driver "didn't see the Vespa coming," Semenzato told Sky.
Pininfarina, 51, was the third generation to run Pininfarina SpA, founded in 1930 by his grandfather Battista "Pinin" Farina — who combined his nickname and last name to create the company's name and new family name.
Pininfarina SpA has designed cars for Fiat, Alfa Romeo, Cadillac and Volvo, among many others, but is perhaps most closely associated with Ferrari, designing nearly all of Ferrari's models since the 1950s. They include the convertibles California Spider and Daytona Spider.
Andrea Pininfarina took over as CEO in 2001, and in 2006 also became chairman of the board of directors, a position previously held by his father, Sergio Pininfarina, who is a senator for life in the Italian parliament.
Andrea Pininfarina studied mechanical engineering at the Polytechnic of Turin and started his career in the United States with Freuhauf Corp. in 1982, before returning to the family business a year later.
He was a frequent visitor to Ferrari headquarters and nurtured close relationships with the technical experts. He was also a former vice president of the Confindustria industrial lobby, and his death was felt throughout the business community.
"Italy, Turin and the entire Fiat Group have lost a symbol of entrepreneurialism, a man who carried on, and introduced innovations to, the work of his grandfather Pinin and his father Sergio," Fiat chairman and Ferrari President Luca Cordero di Montezemolo, a former Confindustria president, said in a statement.
Pininfarina is survived by his wife and three children, according to Italian media reports.
There was no immediate announcement of funeral arrangements.
The Associated Press
Thursday, August 7, 2008
MILAN, Italy: Andrea Pininfarina, the chief executive of the Italian car design firm founded by his grandfather that counts Ferraris and Alfa Romeos among its creations, died Thursday in a road accident near the northern Italian city of Turin.
Pininfarina was driving a scooter along a provincial highway when he struck a car whose driver failed to stop at an intersection, Luigi Semenzato, the police chief in the town of Trofarello south of Turin, told Sky Tg24 television news.
The driver "didn't see the Vespa coming," Semenzato told Sky.
Pininfarina, 51, was the third generation to run Pininfarina SpA, founded in 1930 by his grandfather Battista "Pinin" Farina — who combined his nickname and last name to create the company's name and new family name.
Pininfarina SpA has designed cars for Fiat, Alfa Romeo, Cadillac and Volvo, among many others, but is perhaps most closely associated with Ferrari, designing nearly all of Ferrari's models since the 1950s. They include the convertibles California Spider and Daytona Spider.
Andrea Pininfarina took over as CEO in 2001, and in 2006 also became chairman of the board of directors, a position previously held by his father, Sergio Pininfarina, who is a senator for life in the Italian parliament.
Andrea Pininfarina studied mechanical engineering at the Polytechnic of Turin and started his career in the United States with Freuhauf Corp. in 1982, before returning to the family business a year later.
He was a frequent visitor to Ferrari headquarters and nurtured close relationships with the technical experts. He was also a former vice president of the Confindustria industrial lobby, and his death was felt throughout the business community.
"Italy, Turin and the entire Fiat Group have lost a symbol of entrepreneurialism, a man who carried on, and introduced innovations to, the work of his grandfather Pinin and his father Sergio," Fiat chairman and Ferrari President Luca Cordero di Montezemolo, a former Confindustria president, said in a statement.
Pininfarina is survived by his wife and three children, according to Italian media reports.
There was no immediate announcement of funeral arrangements.
Monday, May 12, 2008
Lamborghini to Open North American HQ in Southern Cal
Lamborghini picks L.A. for U.S. HQ
queryvar="lamborghini,picks,la,for,us,hq";
Mark Rechtin Automotive News May 12, 2008 - 12:01 am EST
LAS VEGAS -- Turns out you can’t spell Lamborghini without L.A.
Automobili Lamborghini has created a separate sales arm for its North American operations --the first such business unit outside of Italy. It will be headquartered in the beachside Los Angeles suburb of Santa Monica.
North America represented 41 percent of Lamborghini’s 2,406 units sold in 2007. However, California represented about one-third of North American sales. Taken singly, California would have been the second-largest nationality, larger than sales in either Italy or Germany.
Although there was much debate whether to place the U.S. headquarters in Los Angeles or on the East Coast, the importance of the California market won out, said Stephan Winkelmann, CEO of Automobili Lamborghini.
“While we will have to wait until the afternoons to call California from Italy, it was the best decision,” Winkelmann said at an interview here, at the media launch of the redesigned Gallardo LP560-4.
“California is where the future trends are. It’s where our PR agency is. It’s where many of our buyers are,” he added.
For 2007, Lamborghini posted a net pre-tax profit of 47.1 million euros ($72.8 million at current exchange rates) on revenues of 467 million euros ($721.7 million), up from an 18.1 million euro ($28.0 million) profit on 346.3 million euros ($535.2 million) in revenues in 2006.
Said Winkelmann: “It’s the first time we’ve ever earned real money.”
queryvar="lamborghini,picks,la,for,us,hq";
Mark Rechtin Automotive News May 12, 2008 - 12:01 am EST
LAS VEGAS -- Turns out you can’t spell Lamborghini without L.A.
Automobili Lamborghini has created a separate sales arm for its North American operations --the first such business unit outside of Italy. It will be headquartered in the beachside Los Angeles suburb of Santa Monica.
North America represented 41 percent of Lamborghini’s 2,406 units sold in 2007. However, California represented about one-third of North American sales. Taken singly, California would have been the second-largest nationality, larger than sales in either Italy or Germany.
Although there was much debate whether to place the U.S. headquarters in Los Angeles or on the East Coast, the importance of the California market won out, said Stephan Winkelmann, CEO of Automobili Lamborghini.
“While we will have to wait until the afternoons to call California from Italy, it was the best decision,” Winkelmann said at an interview here, at the media launch of the redesigned Gallardo LP560-4.
“California is where the future trends are. It’s where our PR agency is. It’s where many of our buyers are,” he added.
For 2007, Lamborghini posted a net pre-tax profit of 47.1 million euros ($72.8 million at current exchange rates) on revenues of 467 million euros ($721.7 million), up from an 18.1 million euro ($28.0 million) profit on 346.3 million euros ($535.2 million) in revenues in 2006.
Said Winkelmann: “It’s the first time we’ve ever earned real money.”
Wednesday, April 9, 2008
Heffner Performance's Latest Gallardo Video
Video of Jason Heffner's newest addition to his twin turbo line...
http://www.germancarblog.com/2008/04/lamborghini-gallardo-spyder-heffner.html
http://www.germancarblog.com/2008/04/lamborghini-gallardo-spyder-heffner.html
Tuesday, March 4, 2008
Tips On Pumping Gas
TIPS ON PUMPING GAS I don't know what you guys are paying for gasoline.... but here in California we are also paying higher, up to $3.50 per gallon. But my line of work is in petroleum for about 31 years now, so here are some tricks to get more of your money's worth for every gallon.. Here at the Kinder Morgan Pipeline where I work in San Jose, CA we deliver about 4 million gallons in a 24-hour period thru the pipeline One day is diesel the next day is jet fuel, and gasoline, regular and premium grades. We have 34-storage tanks here with a total capacity of 16,800,000 gallons. Only buy or fill up your car or truck in the early morning when the ground temperature is still cold. Remember that all service stations have their storage tanks buried below ground. The colder the ground the more dense the gasoline, when it gets warmer gasoline expands, so buying in the afternoon or in the evening....your gallon is not exactly a gallon. In the petroleum business, the specific gravity and the temperature of the gasoline, diesel and jet fuel, ethanol and other petroleum products plays an important role. A 1-degree rise in temperature is a big deal for this business. But the service stations do not have temperature compensation at the pumps. When you're filling up do not squeeze the trigger of the nozzle to a fast mode. If you look you will see that the trigger has three (3)stages: low, middle, and high. In slow mode you should be pumping on low speed, thereby minimizing the vapors that are created while you are pumping. All hoses at the pump have a vapor return. If you are pumping on the fast rate, some other liquid that goes to your tank becomes vapor. Those vapors are being sucked up and back into the underground storage tank so you're getting less worth for your money. One of the most important tips is to fill up when your gas tank is HALF FULL or HALF EMPTY. The reason for this is, the more gas you have in your tank the less air occupying its empty space. Gasoline evaporates faster than you can imagine. Gasoline storage tanks have an internal floating roof. This roof serves as zero clearance between the gas and the atmosphere, so it minimizes the evaporation. Unlike service stations, here where I work, every truck that we load is temperature compensated so that every gallon is actually the exact amount. Another reminder, if there is a gasoline truck pumping into the storage tanks when you stop to buy gas, DO NOT fill up--most likely the gasoline is being stirred up as the gas is being delivered, and you might pick up some of the dirt that normally settles on the bottom. Hope this will help you get the most value for your money. DO SHARE THESE TIPS WITH OTHERS! WHERE TO BUY USA GAS, THIS IS VERY IMPORTANT TO KNOW. READ ONGas rationing in the 80's worked even though we grumbled about it. It might even be good for us! The Saudis are boycotting American goods. We should return the favor. An interesting thought is to boycott their GAS. Every time you fill up the car, you can avoid putting more money into the coffers of Saudi Arabia . Just buy from gas companies that don't import their oil from the Saudis. Nothing is more frustrating than the feeling that every time I fill-up the tank, I am sending my money to people who are trying to kill me, my family, and my friends. I thought it might be interesting for you to know which oil companies are the best to buy gas from and which major companies import Middle Eastern oil. These companies import Middle Eastern oil: Shell........................... 205,742,000 barrels Chevron/Texaco........ 144,332,000 barrels Exxon/Mobil.............. 130,082,000 barrels Marathon/Speedway.. 117,740,000 barrels Amoco............................62,231,000 barrels Citgo gas is from South America , from a Dictator who hates Americans. If you do the math at $30/barrel, these imports amount to over $18 BILLION! (oil is now $90 - $100 a barrel Here are some large companies that do not import Middle Eastern oil: Sunoco................0 barrels Conoco..................0 barrels Sinclair.................0 barrels BP/Phillips.............0 barrels Hess.....................0 barrels ARC0.....................0 barrels If you go to Sunoco.com, you will get a list of the station locations near you. All of this information is available from the Department of Energy and each is required to state where they get their oil and how much they are importing. But to have an impact, we need to reach literally millions of gas buyers. It's really simple to do. Now, don't wimp out at this point.... keep reading and I'll explain how simple it is to reach millions of people!! I'm sending this note to about thirty people. If each of you send it to at least ten more (30 x 10 = 300)...and those 300 send it to at least ten more (300 x 10 = 3,000) .. and so on, by the time the message reaches the sixth generation of people, we will have reached over THREE MILLION consumers !!!!!!! If those three million get excited and pass this on to ten friends each, then 30 million people will have been contacted! If it goes one level further, you guessed it .... THREE HUNDRED MILLION PEOPLE!!! Again, all you have to do is send this to 10 people. How long would all that take?
Saturday, March 1, 2008
Adam Corolla To Host Top Gear USA
Rumormill: Adam Carolla to host Top Gear USA?
Posted Mar 1st 2008 7:56AM by Merritt JohnsonFiled under: Lifestyle, Celebrities
Recent news about NBC's quest to create a Top Gear for the United States has brought forth rumors of potential hosts. First, names like Jay Leno and Jerry Seinfield were offered up to great debate. Now another name with an extensive hosting resume but no previous ties to the peacock network is heading up the leader board. That name is Adam Carolla, formerly of Loveline and The Man Show. Carolla is no stranger to the land of automotive enthusiasm, either. He owns a BRE replica Datsun 510 that once graced the cover of Grassroots Motorsports. The rest of the horses in his stable aren't too shabby either, like an E30 BMW M3, for instance. No official word has come out of NBC on the matter, but an excited Carolla decided to spill the beans on his radio show, anyway.
Posted Mar 1st 2008 7:56AM by Merritt JohnsonFiled under: Lifestyle, Celebrities
Recent news about NBC's quest to create a Top Gear for the United States has brought forth rumors of potential hosts. First, names like Jay Leno and Jerry Seinfield were offered up to great debate. Now another name with an extensive hosting resume but no previous ties to the peacock network is heading up the leader board. That name is Adam Carolla, formerly of Loveline and The Man Show. Carolla is no stranger to the land of automotive enthusiasm, either. He owns a BRE replica Datsun 510 that once graced the cover of Grassroots Motorsports. The rest of the horses in his stable aren't too shabby either, like an E30 BMW M3, for instance. No official word has come out of NBC on the matter, but an excited Carolla decided to spill the beans on his radio show, anyway.
Audi V12 TDI to show in Geneva
Geneva 2008: Here comes the Audi Q7 V12 TDI!
Posted Mar 1st 2008 7:24PM by Sam AbuelsamidFiled under: SUVs, Geneva Motor Show, Green, Crossovers/CUVs, Audi
Click above for high-res gallery of the Audi Q7 V12 TDIAudi may not have any current plans to offer the monster R8 V12 TDI it showed in Detroit to consumers, but that doesn't mean the 12-cylinder oil burner is going to waste. We first saw Audi's 6L V12 diesel mounted in a Q7 V12 TDI concept at the 2007 Detroit Auto Show, and now it looks like it will be heading to showrooms. Volkswagen's southern branch will be offering the Q7 V12 TDI quattro to customers with enough cash, although exactly how much lettuce will be needed is unknown at this point. Audi plans to start taking pre-orders for the 758 lb-ft, all-wheel-drive seven-seater in the second half of this year. The Germans also haven't said if U.S. dollars will be acceptable for the transaction or Euros will be required. What we do know is that mind-boggling torque figure and the 500 hp peak coming from the V12 oil burner. Even in this large, high-riding SUV, that should be enough to reach 62 mph in 5.5 seconds while going nearly 20 miles on each U.S.-sized gallon of diesel. Transferring that much torque to the asphalt will be the job of four 20-inch wheels, while dissipating speed shall be executed by clamping down on four carbon ceramic rotors. The front calipers have eight pistons each while the rears get by with four. Occupants of the Q7 will get to watch the sky whiz by from any seating position thanks to the optional glass roof, as well. Befitting what will undoubtedly be one of the priciest SUVs on the planet, the interior is done up in all kinds of special materials like bits of carbon fiber and aluminum. We can't wait to try this beastie out on our favorite roads.
Gallery: Audi Q7 TDI Quattro[Source: Audi]PRESS RELEASE
The new Audi Q7 V12 TDI quattro: The Ultimate High-Performance SUV
Audi is taking TDI technology to a whole new level with the Audi Q7 V12 TDI quattro, the most powerful diesel-powered passenger vehicle in its class. The V12 engine under the hood generates 368 kW (500 hp) of power and 1,000 Nm (757.56 lb-ft) of torque from six liters of displacement, enabling the big SUV to perform like a sportscar. The new Audi Q7 V12 TDI quattro represents a combination of superior power and efficient fuel consumption, an Audi hallmark. With its sporty chassis, modified body and exclusive equipment, the Audi Q7 V12 TDI quattro is the consummate high-performance SUV. quattro GmbH, a wholly owned Audi subsidiary, is responsible for production and development of the vehicle. Series production of the Audi Q7 V12 TDI will begin this year.
Audi, the inventor of TDI technology, is penning a new chapter in the history of diesel engines with the Audi Q7 V12 TDI quattro. The world's first V12 diesel engine in a series-production vehicle moves this big, high-performance SUV with supreme confidence and composure. On demand, the six-liter engine catapults the Audi Q7 from zero to 100 km/h (62.14 mph) in 5.5 seconds like a top-class sportscar. Speed is electronically capped at 250 km/h (155.34 mph).
The 12-cylinder diesel engine is no less impressive when it comes to fuel consumption. On average, it requires just 11.9 liters of fuel per 100 km (19.77 mpg), a surprisingly good figure in light of the strength of the engine. The six-liter TDI uses significantly less fuel than any competing gasoline engine in the high-performance SUV sector; thanks to efficient combustion and the complex exhaust emission control system, the Audi Q7 V12 TDI quattro already complies with future emissions standards.
Totally refined, high-tech engine
The V12 TDI captivates its drivers with sheer inexhaustible power and highly cultivated operation – the subtle engine sound takes on a voluminous, strong note when the throttle is open. The six-liter unit is a member of the modern family of Audi V engines, all of which have center-to-center spacing of 90 millimeters (3.54 inches) between cylinders. Instead of the usual 90 degrees, however, its cylinder angle measures 60 degrees. This method of construction is ideal for the V12 as it prohibits any undesirable free inertial forces and moments of inertia.
Another factor contributing to the vehicle's smooth running characteristics is the high rigidity of the crankcase. Made of cast vermicular graphite, it is approximately 15 percent lighter than conventional gray iron. The six-liter unit is extremely compact at just 684 millimeters (26.93 inches) in length. The crankshaft is held in place by a rigid main bearing bracket. The V12 TDI's engine capacity of 5,934 cc is derived from a bore measurement of 83.0 millimeters (3.27 inches) and a stroke of 91.4 millimeters (3.60 inches), just as in the 3.0 TDI.
The aluminum cylinder heads consist of three elements: the lower section where the intake and escape channels are integrated, the upper section which guides the flow of oil and a reinforced ladder frame containing the two camshafts driven by two simplex chains on the back of the engine. The valves are actuated by low-friction roller cam followers. Map-controlled flaps in the intake channels cause the induced air to swirl. This improves combustion, thus reducing emissions and enhancing performance.
High pressure: 2,000 bar in the common rail system
The common rail injection system, with high-pressure pumps driven by chains, can create pressure of up to 2,000 bar. The high pressure level permits intensive mixture formation of the fuel in the combustion chamber, thereby facilitating especially smooth, acoustically satisfying combustion. Shifting very rapidly and precisely, the eight-hole injectors working on the piezo principle can deliver up to five injections per combustion cycle.
Two turbochargers are positioned on the exterior of the V engine, each supplied with a cylinder bank. Thanks to their adjustable guide vane geometry, they respond quickly even at low engine speeds and reach high levels of efficiency, applying a relative maximum boost pressure of 1.6 bar. Two large charged air coolers reduce the temperature of the compressed air, paving the way for the high output of 500 hp.
Outstanding performance paired with exceptional efficiency
The six-liter TDI unit is further impressive proof of the technological leadership embodied in Audi's "Vorsprung durch Technik" slogan. Back in 1989, the brand with the four rings put the TDI principle into series production and has been continually advancing it ever since at the forefront of the field. The most powerful diesel in its class generates an extremely high specific torque of 169 Nm (124.64 lb-ft) per liter of capacity; 1,000 Nm (757.56 lb-ft) is available at a range of 1,750 to 3,250 rpm. Specific power output is 62.0 kW (84.3 hp) – equivalent to that of a sportscar.
The new V12 TDI in the Audi Q7 is closely related to the engine that twice powered the Audi R10 TDI racing car to overall victory in the Le Mans 24 Hours – a 5.5-liter V12 that delivers approximately 480 kW (over 650 hp).
The Audi Q7 V12 TDI quattro's powerful engine torque flows through a rapidly and gently shifting six-speed tiptronic that was specially designed for the six-liter diesel engine's immense torque. The driver can shift the gears of the automatic transmission either with the selector lever or manually with the standard chromed shift paddles on the three-spoke steering wheel.
The quattro drive distributes the power to the front and back wheels in a 40:60 ratio – giving the vehicle a sporty, rear-focused driving style that guarantees maximum agility and driving enjoyment. When needed, the inter-axle differential transfers most of the power to the axle with better traction. Great care has also been devoted to reinforcing all key components in the quattro driveline.
High tech from Audi: The aluminum chassis
The chassis of the Audi Q7 V12 TDI quattro is a marvel of high-tech construction. Elaborate double wishbones guide the front and rear wheels; the axle components are made primarily of aluminum. Thanks to the extreme precision and directness of the servotronic steering, the driver remains in close contact with the road. This is where the handling characteristics, driving safety and comfort of the high-performance SUV set new standards. With maximum ground clearance of 205 millimeters (8.07 inches), the Audi Q7 V12 TDI quattro also proves itself easily capable of handling the demands of rough terrain.
The adaptive air suspension works with sporty new tuning. In combination with electronically controlled shock absorbers incorporating dynamic roll stabilization, the air suspension can be adjusted in three zones ranging from extremely comfortable to highly dynamic. The driver can also adjust ground clearance in five stages via this system and lower the tail end by 71 millimeters (2.80 inches) for comfortable loading.
Standard carbon-fiber ceramic brakes
The ultimate high-performance SUV from Audi takes to the road on sporty 10-spoke wheels of 20 inches in diameter. Alternatively, the wheels are also available in a 20-spoke design or as 21-inch variants in three different designs. Behind the large wheels is a powerful 20-inch brake system. Made of ceramic reinforced with carbon fiber, the internally ventilated disks are notable for their low weight, robust performance and minimum wear. The front disks are gripped by eight-piston brake calipers, while the rear brakes function with four pistons each. The calipers are titanium gray and the front ones bear the "Audi ceramic" logo.
The visual styling of the Audi Q7 V12 TDI quattro gives it an unmistakable look. Daytime running lights consisting of twelve white LEDs per headlight announce the vehicle's presence even at a distance. They are located on the upper edge of the air intake slots, replacing the turn signals that were moved to the bi-xenon headlights. Further honing the vehicle's profile is a chromed grid in the single-frame radiator grill and a shiny underbody protector made of stainless steel. The newly designed bumper groups the side air intake slots into large units.
When viewed from the side, both the 20-inch wheels and the matt aluminum caps on the exterior mirrors catch the eye. The wheel arches have been widened a total of 26 millimeters (1.02 inches) at the front and 30 millimeters (1.18 inches) at the rear; the lower edges of the doors flaunt striking new moldings. The windows are framed by matt aluminum cover strips, the roof rails sport the same look. The taillights are set in a dark-colored background, while the newly designed bumper incorporates two large, oval exhaust tailpipes. At the rear, the underbody protector is also made from stainless steel. A metallic or pearl effect finish comes standard.
Sophisticated: Highlights on board the Audi Q7 V12 TDI
In the interior of the most powerful Audi Q7, passengers will find shiny door sill trim with aluminum inserts and velours carpet. Carbon covers and the aluminum-look selector lever give the center tunnel a high-tech ambience, exclusive wood trim is available as an option. The buttons of the MMI operating system, which has proven a superior concept in numerous independent tests, gleam in silver, the air vents in aluminum, the pedals and footrest in stainless steel. On the speedometer, the range extends up to 310 km/h (192.63 mph).
Verano leather covers the electrically adjustable sport seats, the deluxe center armrest and the armrests in the doors are upholstered with leather as well. The front and rear seats can be heated; a special lighting package softly illuminates the interior.
Also included in the luxurious standard specification are the leather package, leather multi-function sports steering wheel, black roof lining, folding exterior mirrors, DVD navigation system, Bose Surround Sound system with CD changer, Bluetooth mobile phone preparation, alarm system and tire pressure monitoring system. The tailgate opens and closes electronically. Partially overlapping the D-pillars, it gives the vehicle a brawny rear body.
There are four optional high-tech assistance systems for the Audi Q7 V12 TDI quattro: The adaptive cruise control system, Audi lane assist and Audi side assist aid the driver in maintaining the proper distance to the vehicle ahead, staying in lane and changing lane, while Audi parking system advanced incorporates a camera for a clear view behind the vehicle.
The optional Audi music interface offers a convenient iPod interface. Available on request, the B&O Advanced Sound System creates an unparalleled acoustic experience. An even more comfortable interior can be achieved with the advanced leather package that includes, among other things, exclusive leather covering of the instrument panel and center console.
The large glass roof open sky system is available to crown the spacious interior – optionally with four, five, six or seven variable seats – as is a rail system for the cargo area of up to 2,035 liters in size.
Presales of the Audi Q7 V12 TDI will begin in the second half of 2008. The most powerful diesel vehicle in its class is the exclusive top-of-the-line model in the Q7 range.
Posted Mar 1st 2008 7:24PM by Sam AbuelsamidFiled under: SUVs, Geneva Motor Show, Green, Crossovers/CUVs, Audi
Click above for high-res gallery of the Audi Q7 V12 TDIAudi may not have any current plans to offer the monster R8 V12 TDI it showed in Detroit to consumers, but that doesn't mean the 12-cylinder oil burner is going to waste. We first saw Audi's 6L V12 diesel mounted in a Q7 V12 TDI concept at the 2007 Detroit Auto Show, and now it looks like it will be heading to showrooms. Volkswagen's southern branch will be offering the Q7 V12 TDI quattro to customers with enough cash, although exactly how much lettuce will be needed is unknown at this point. Audi plans to start taking pre-orders for the 758 lb-ft, all-wheel-drive seven-seater in the second half of this year. The Germans also haven't said if U.S. dollars will be acceptable for the transaction or Euros will be required. What we do know is that mind-boggling torque figure and the 500 hp peak coming from the V12 oil burner. Even in this large, high-riding SUV, that should be enough to reach 62 mph in 5.5 seconds while going nearly 20 miles on each U.S.-sized gallon of diesel. Transferring that much torque to the asphalt will be the job of four 20-inch wheels, while dissipating speed shall be executed by clamping down on four carbon ceramic rotors. The front calipers have eight pistons each while the rears get by with four. Occupants of the Q7 will get to watch the sky whiz by from any seating position thanks to the optional glass roof, as well. Befitting what will undoubtedly be one of the priciest SUVs on the planet, the interior is done up in all kinds of special materials like bits of carbon fiber and aluminum. We can't wait to try this beastie out on our favorite roads.
Gallery: Audi Q7 TDI Quattro[Source: Audi]PRESS RELEASE
The new Audi Q7 V12 TDI quattro: The Ultimate High-Performance SUV
Audi is taking TDI technology to a whole new level with the Audi Q7 V12 TDI quattro, the most powerful diesel-powered passenger vehicle in its class. The V12 engine under the hood generates 368 kW (500 hp) of power and 1,000 Nm (757.56 lb-ft) of torque from six liters of displacement, enabling the big SUV to perform like a sportscar. The new Audi Q7 V12 TDI quattro represents a combination of superior power and efficient fuel consumption, an Audi hallmark. With its sporty chassis, modified body and exclusive equipment, the Audi Q7 V12 TDI quattro is the consummate high-performance SUV. quattro GmbH, a wholly owned Audi subsidiary, is responsible for production and development of the vehicle. Series production of the Audi Q7 V12 TDI will begin this year.
Audi, the inventor of TDI technology, is penning a new chapter in the history of diesel engines with the Audi Q7 V12 TDI quattro. The world's first V12 diesel engine in a series-production vehicle moves this big, high-performance SUV with supreme confidence and composure. On demand, the six-liter engine catapults the Audi Q7 from zero to 100 km/h (62.14 mph) in 5.5 seconds like a top-class sportscar. Speed is electronically capped at 250 km/h (155.34 mph).
The 12-cylinder diesel engine is no less impressive when it comes to fuel consumption. On average, it requires just 11.9 liters of fuel per 100 km (19.77 mpg), a surprisingly good figure in light of the strength of the engine. The six-liter TDI uses significantly less fuel than any competing gasoline engine in the high-performance SUV sector; thanks to efficient combustion and the complex exhaust emission control system, the Audi Q7 V12 TDI quattro already complies with future emissions standards.
Totally refined, high-tech engine
The V12 TDI captivates its drivers with sheer inexhaustible power and highly cultivated operation – the subtle engine sound takes on a voluminous, strong note when the throttle is open. The six-liter unit is a member of the modern family of Audi V engines, all of which have center-to-center spacing of 90 millimeters (3.54 inches) between cylinders. Instead of the usual 90 degrees, however, its cylinder angle measures 60 degrees. This method of construction is ideal for the V12 as it prohibits any undesirable free inertial forces and moments of inertia.
Another factor contributing to the vehicle's smooth running characteristics is the high rigidity of the crankcase. Made of cast vermicular graphite, it is approximately 15 percent lighter than conventional gray iron. The six-liter unit is extremely compact at just 684 millimeters (26.93 inches) in length. The crankshaft is held in place by a rigid main bearing bracket. The V12 TDI's engine capacity of 5,934 cc is derived from a bore measurement of 83.0 millimeters (3.27 inches) and a stroke of 91.4 millimeters (3.60 inches), just as in the 3.0 TDI.
The aluminum cylinder heads consist of three elements: the lower section where the intake and escape channels are integrated, the upper section which guides the flow of oil and a reinforced ladder frame containing the two camshafts driven by two simplex chains on the back of the engine. The valves are actuated by low-friction roller cam followers. Map-controlled flaps in the intake channels cause the induced air to swirl. This improves combustion, thus reducing emissions and enhancing performance.
High pressure: 2,000 bar in the common rail system
The common rail injection system, with high-pressure pumps driven by chains, can create pressure of up to 2,000 bar. The high pressure level permits intensive mixture formation of the fuel in the combustion chamber, thereby facilitating especially smooth, acoustically satisfying combustion. Shifting very rapidly and precisely, the eight-hole injectors working on the piezo principle can deliver up to five injections per combustion cycle.
Two turbochargers are positioned on the exterior of the V engine, each supplied with a cylinder bank. Thanks to their adjustable guide vane geometry, they respond quickly even at low engine speeds and reach high levels of efficiency, applying a relative maximum boost pressure of 1.6 bar. Two large charged air coolers reduce the temperature of the compressed air, paving the way for the high output of 500 hp.
Outstanding performance paired with exceptional efficiency
The six-liter TDI unit is further impressive proof of the technological leadership embodied in Audi's "Vorsprung durch Technik" slogan. Back in 1989, the brand with the four rings put the TDI principle into series production and has been continually advancing it ever since at the forefront of the field. The most powerful diesel in its class generates an extremely high specific torque of 169 Nm (124.64 lb-ft) per liter of capacity; 1,000 Nm (757.56 lb-ft) is available at a range of 1,750 to 3,250 rpm. Specific power output is 62.0 kW (84.3 hp) – equivalent to that of a sportscar.
The new V12 TDI in the Audi Q7 is closely related to the engine that twice powered the Audi R10 TDI racing car to overall victory in the Le Mans 24 Hours – a 5.5-liter V12 that delivers approximately 480 kW (over 650 hp).
The Audi Q7 V12 TDI quattro's powerful engine torque flows through a rapidly and gently shifting six-speed tiptronic that was specially designed for the six-liter diesel engine's immense torque. The driver can shift the gears of the automatic transmission either with the selector lever or manually with the standard chromed shift paddles on the three-spoke steering wheel.
The quattro drive distributes the power to the front and back wheels in a 40:60 ratio – giving the vehicle a sporty, rear-focused driving style that guarantees maximum agility and driving enjoyment. When needed, the inter-axle differential transfers most of the power to the axle with better traction. Great care has also been devoted to reinforcing all key components in the quattro driveline.
High tech from Audi: The aluminum chassis
The chassis of the Audi Q7 V12 TDI quattro is a marvel of high-tech construction. Elaborate double wishbones guide the front and rear wheels; the axle components are made primarily of aluminum. Thanks to the extreme precision and directness of the servotronic steering, the driver remains in close contact with the road. This is where the handling characteristics, driving safety and comfort of the high-performance SUV set new standards. With maximum ground clearance of 205 millimeters (8.07 inches), the Audi Q7 V12 TDI quattro also proves itself easily capable of handling the demands of rough terrain.
The adaptive air suspension works with sporty new tuning. In combination with electronically controlled shock absorbers incorporating dynamic roll stabilization, the air suspension can be adjusted in three zones ranging from extremely comfortable to highly dynamic. The driver can also adjust ground clearance in five stages via this system and lower the tail end by 71 millimeters (2.80 inches) for comfortable loading.
Standard carbon-fiber ceramic brakes
The ultimate high-performance SUV from Audi takes to the road on sporty 10-spoke wheels of 20 inches in diameter. Alternatively, the wheels are also available in a 20-spoke design or as 21-inch variants in three different designs. Behind the large wheels is a powerful 20-inch brake system. Made of ceramic reinforced with carbon fiber, the internally ventilated disks are notable for their low weight, robust performance and minimum wear. The front disks are gripped by eight-piston brake calipers, while the rear brakes function with four pistons each. The calipers are titanium gray and the front ones bear the "Audi ceramic" logo.
The visual styling of the Audi Q7 V12 TDI quattro gives it an unmistakable look. Daytime running lights consisting of twelve white LEDs per headlight announce the vehicle's presence even at a distance. They are located on the upper edge of the air intake slots, replacing the turn signals that were moved to the bi-xenon headlights. Further honing the vehicle's profile is a chromed grid in the single-frame radiator grill and a shiny underbody protector made of stainless steel. The newly designed bumper groups the side air intake slots into large units.
When viewed from the side, both the 20-inch wheels and the matt aluminum caps on the exterior mirrors catch the eye. The wheel arches have been widened a total of 26 millimeters (1.02 inches) at the front and 30 millimeters (1.18 inches) at the rear; the lower edges of the doors flaunt striking new moldings. The windows are framed by matt aluminum cover strips, the roof rails sport the same look. The taillights are set in a dark-colored background, while the newly designed bumper incorporates two large, oval exhaust tailpipes. At the rear, the underbody protector is also made from stainless steel. A metallic or pearl effect finish comes standard.
Sophisticated: Highlights on board the Audi Q7 V12 TDI
In the interior of the most powerful Audi Q7, passengers will find shiny door sill trim with aluminum inserts and velours carpet. Carbon covers and the aluminum-look selector lever give the center tunnel a high-tech ambience, exclusive wood trim is available as an option. The buttons of the MMI operating system, which has proven a superior concept in numerous independent tests, gleam in silver, the air vents in aluminum, the pedals and footrest in stainless steel. On the speedometer, the range extends up to 310 km/h (192.63 mph).
Verano leather covers the electrically adjustable sport seats, the deluxe center armrest and the armrests in the doors are upholstered with leather as well. The front and rear seats can be heated; a special lighting package softly illuminates the interior.
Also included in the luxurious standard specification are the leather package, leather multi-function sports steering wheel, black roof lining, folding exterior mirrors, DVD navigation system, Bose Surround Sound system with CD changer, Bluetooth mobile phone preparation, alarm system and tire pressure monitoring system. The tailgate opens and closes electronically. Partially overlapping the D-pillars, it gives the vehicle a brawny rear body.
There are four optional high-tech assistance systems for the Audi Q7 V12 TDI quattro: The adaptive cruise control system, Audi lane assist and Audi side assist aid the driver in maintaining the proper distance to the vehicle ahead, staying in lane and changing lane, while Audi parking system advanced incorporates a camera for a clear view behind the vehicle.
The optional Audi music interface offers a convenient iPod interface. Available on request, the B&O Advanced Sound System creates an unparalleled acoustic experience. An even more comfortable interior can be achieved with the advanced leather package that includes, among other things, exclusive leather covering of the instrument panel and center console.
The large glass roof open sky system is available to crown the spacious interior – optionally with four, five, six or seven variable seats – as is a rail system for the cargo area of up to 2,035 liters in size.
Presales of the Audi Q7 V12 TDI will begin in the second half of 2008. The most powerful diesel vehicle in its class is the exclusive top-of-the-line model in the Q7 range.
Ferrrari or a Dodge
Ferrari or a Dodge?
What would you do with $228,143.43? Buy a house? A yacht? A Ferrari?
If you're a big NASCAR fan, you spend it on a Richard Petty-inspired Dodge Challenger SRT8. Chrysler LLC auctioned off the 43rd Challenger -- the only blue one -- to Richard Martin of Delaplane, Va., for more than 200K. Petty drove blue stock cars emblazoned with the No. 43. Proceeds from the sale went to the Victory Junction Gang, a camp for ill children founded by racer and Petty's son, Kyle.
The Challenger SRT8 lists for $37,995 -- but Insider is certain Chrysler wouldn't mind a 600 percent profit on a few more of them.
Advertisement
Contributors: Eric Morath, David Shepardson and Brian O'Connor.
What would you do with $228,143.43? Buy a house? A yacht? A Ferrari?
If you're a big NASCAR fan, you spend it on a Richard Petty-inspired Dodge Challenger SRT8. Chrysler LLC auctioned off the 43rd Challenger -- the only blue one -- to Richard Martin of Delaplane, Va., for more than 200K. Petty drove blue stock cars emblazoned with the No. 43. Proceeds from the sale went to the Victory Junction Gang, a camp for ill children founded by racer and Petty's son, Kyle.
The Challenger SRT8 lists for $37,995 -- but Insider is certain Chrysler wouldn't mind a 600 percent profit on a few more of them.
Advertisement
Contributors: Eric Morath, David Shepardson and Brian O'Connor.
Thursday, February 21, 2008
Mosler Coming Out With What Was Once Known As Their R Version
XXtreme: Mosler preparing faster, lighter MT900 GTR XX
Posted Feb 20th 2008 11:01AM by Noah JosephFiled under: Supercars
Click above to view small gallery of the Mosler MT900 GTR XX
More power, less weight. That's what we like to hear, and Florida-based supercar-maker Mosler has answered the call with its new MT900 GTR XX. Based on the MT900 GTR, which itself is as barely legal as the Olsen twins, the XX spec packs an extra 20 horsepower and loses 150kg in dead weight.
To trim the fat, Mosler fitted a new six-speed sequential transmission weighing 10kg less than the "conventional" version, installed a titanium exhaust system that weighs 5.5kg less than the steel tubes, replaced the brakes with aluminum brake calipers and carbon-ceramic discs, reworked the carbon-fiber body panels, developed seats that weight 4kg less apiece and cut 5kg out of the air-con. The Richard Simmons weight loss program further unburdens the 620-hp 7.0L Corvette LS7 V8 to bring the sprint to 100km/h (62mph) down to three seconds flat, and 200km/h (124mph) down to 8.7 seconds. If that sounds bonkers already, consider the rumors that Mosler is working on a twin-turbo version for the future, which is looking brighter
Posted Feb 20th 2008 11:01AM by Noah JosephFiled under: Supercars
Click above to view small gallery of the Mosler MT900 GTR XX
More power, less weight. That's what we like to hear, and Florida-based supercar-maker Mosler has answered the call with its new MT900 GTR XX. Based on the MT900 GTR, which itself is as barely legal as the Olsen twins, the XX spec packs an extra 20 horsepower and loses 150kg in dead weight.
To trim the fat, Mosler fitted a new six-speed sequential transmission weighing 10kg less than the "conventional" version, installed a titanium exhaust system that weighs 5.5kg less than the steel tubes, replaced the brakes with aluminum brake calipers and carbon-ceramic discs, reworked the carbon-fiber body panels, developed seats that weight 4kg less apiece and cut 5kg out of the air-con. The Richard Simmons weight loss program further unburdens the 620-hp 7.0L Corvette LS7 V8 to bring the sprint to 100km/h (62mph) down to three seconds flat, and 200km/h (124mph) down to 8.7 seconds. If that sounds bonkers already, consider the rumors that Mosler is working on a twin-turbo version for the future, which is looking brighter
Gordon Murray's Latest Project
NEW £35K BRIT SPORTS CAR
Exige challenger planned from ex-McLaren designer
A new British sports car is on the horizon which is the brainchild of an ex-McLaren Cars designer.
Jim Dowle was involved in the design, development and testing of both the F1 road car and the SLR and mostly worked for Gordon Murray.
He is now working on the design of his own car and hopes to have a running prototype in 18 months.
The car is being described as a competitor to the Lotus Exige and a number of engine options are being considered.
Mr Dowle tells PistonHeads that the car will have around 200bhp from a mid-mounted motor, and the whole thing will weigh 870kg.
The car is not being built for out-and-out straight line speed; the priority will be on making the car fun to drive.
He currently runs JJAD, an automotive design & prototyping business, from a unit in Chobham,
Surrey, and is now working on a quarter scale clay model.
An important factor will be providing luggage space to make the car a useable GT.
Chassis construction will be aluminium/carbon composite and the price will be around £35k.
Author: Oli S
Exige challenger planned from ex-McLaren designer
A new British sports car is on the horizon which is the brainchild of an ex-McLaren Cars designer.
Jim Dowle was involved in the design, development and testing of both the F1 road car and the SLR and mostly worked for Gordon Murray.
He is now working on the design of his own car and hopes to have a running prototype in 18 months.
The car is being described as a competitor to the Lotus Exige and a number of engine options are being considered.
Mr Dowle tells PistonHeads that the car will have around 200bhp from a mid-mounted motor, and the whole thing will weigh 870kg.
The car is not being built for out-and-out straight line speed; the priority will be on making the car fun to drive.
He currently runs JJAD, an automotive design & prototyping business, from a unit in Chobham,
Surrey, and is now working on a quarter scale clay model.
An important factor will be providing luggage space to make the car a useable GT.
Chassis construction will be aluminium/carbon composite and the price will be around £35k.
Author: Oli S
Thursday, February 14, 2008
Lutz Says Global Warming Is A Total Crock Of Shit...
GM’s Lutz On Hybrids, Global Warming And Cars As Art
Posted on January 30th, 2008 4:50pm by Glenn Hunter Filed under Business
Bob Lutz, General Motors’ vice chairman and chief car guru, says what really turns him on is “doing the unexpected”–acting “contrary to the conventional wisdom, forcing people to re-think their beliefs.” Maybe that’s why Lutz, who made his name developing behemoths like the V-10 Dodge Viper, is so sold on the fuel-efficient new Chevrolet Volt, which will run on a lithium-ion battery and could go on sale by 2010. “The Volt thrills me because it’s the last thing anybody expected from GM,” the ex-Marine said at a private lunch in Arlington today. If you’re into cars or the car business, jump to read more of Lutz’s contrarian beliefs.
During a closed-door session with several journalists at the Cacharel restaurant, Lutz declared that:
–Hybrid cars like those made by Toyota “make no economic sense,” because their price will never come down, and diesel autos like those touted by Chrysler are also uneconomic. The only place in Europe that diesel-driven cars are big, he said, is where diesel fuel is half the cost of regular gasoline; in most places there, the costs are comparable and diesel has little market penetration.
– Global warming is a “total crock of ****.” Then he added: “I’m a skeptic, not a denier. Having said that, my opinion doesn’t matter. (With the battery-driven Volt), “I’m motivated more by the desire to replace imported oil than by the CO2 (argument).”
– With more and more good-quality cars on the market these days, “you’ve got to look at the business artistically, too. Part of our business is creating blockbusters–just like the movie business–yet we never think of ourselves that way. A car is an exciting mobile sculpture that you want to own, drive and be seen in. That’s why (auto-industry) comeback stories are always design-driven.” One GM car that fills that bill, he said, is Cadillac’s CTS.
– The best car dealers will thrive even in a sluggish economy. “They’ve got to isolate themselves from the economic forecasts,” Lutz said, “and say, ‘I make my own prosperity.’ ”
Tonight, Lutz will jawbone privately with area GM dealers about these and other matters at a local restaurant where steak will be served.
Posted on January 30th, 2008 4:50pm by Glenn Hunter Filed under Business
Bob Lutz, General Motors’ vice chairman and chief car guru, says what really turns him on is “doing the unexpected”–acting “contrary to the conventional wisdom, forcing people to re-think their beliefs.” Maybe that’s why Lutz, who made his name developing behemoths like the V-10 Dodge Viper, is so sold on the fuel-efficient new Chevrolet Volt, which will run on a lithium-ion battery and could go on sale by 2010. “The Volt thrills me because it’s the last thing anybody expected from GM,” the ex-Marine said at a private lunch in Arlington today. If you’re into cars or the car business, jump to read more of Lutz’s contrarian beliefs.
During a closed-door session with several journalists at the Cacharel restaurant, Lutz declared that:
–Hybrid cars like those made by Toyota “make no economic sense,” because their price will never come down, and diesel autos like those touted by Chrysler are also uneconomic. The only place in Europe that diesel-driven cars are big, he said, is where diesel fuel is half the cost of regular gasoline; in most places there, the costs are comparable and diesel has little market penetration.
– Global warming is a “total crock of ****.” Then he added: “I’m a skeptic, not a denier. Having said that, my opinion doesn’t matter. (With the battery-driven Volt), “I’m motivated more by the desire to replace imported oil than by the CO2 (argument).”
– With more and more good-quality cars on the market these days, “you’ve got to look at the business artistically, too. Part of our business is creating blockbusters–just like the movie business–yet we never think of ourselves that way. A car is an exciting mobile sculpture that you want to own, drive and be seen in. That’s why (auto-industry) comeback stories are always design-driven.” One GM car that fills that bill, he said, is Cadillac’s CTS.
– The best car dealers will thrive even in a sluggish economy. “They’ve got to isolate themselves from the economic forecasts,” Lutz said, “and say, ‘I make my own prosperity.’ ”
Tonight, Lutz will jawbone privately with area GM dealers about these and other matters at a local restaurant where steak will be served.
Wednesday, February 13, 2008
End of an Era?
End of an Era?
With new rules and revised CAFE standards, the days of powerful, fuel-thirsty cars may soon be long gone.
By Lawrence Ulrich
Click to see more pictures
The goverment is ready to take the gasoline out of car enthusiasts' veins.
There's only one thing to say about a Corvette that can top 200 mph, or a Cadillac sedan that makes the muscle cars of the '60s seem like a bunch of wimps: Enjoy it while it lasts. This golden age of horsepower may be coming to an end, at least in the gas-guzzling manner to which we've become accustomed.
An initial stroll through the recent auto show in Detroit might convince you that nothing has changed. GM was touting the Chevrolet Corvette ZR1, a 620-horsepower 200-mph monster that's simply the fastest production car in GM's history. Next door at the Cadillac display, the CTS-V sport sedan was flexing its 550-horsepower muscles.
Even squeaky-clean Toyota — ignoring recent environmental backlash over guzzlers such as its Tundra pickup — offered the 500-plus horsepower Lexus LF-A roadster. This Tokyo demon, heading to showrooms next year, should also break the 200-mph barrier.
These hard-drinking machines might convince you that automakers are still partying like it's 1999, when gas cost around $1.20 a gallon. But just under the Detroit show's surface, something else was brewing. And it wasn't high-octane unleaded.
Read: Gasoline's New Math: Miles Per Dollar
New rules will force the car kings to shift their focus. Revised CAFE standards require automakers to raise the average mileage of their car and truck fleets to 35 mpg by 2020. Proposed pollution standards in the U.S. and Europe may force even more dramatic increases. And if California wins the right in court to regulate global-warming emissions, you might just kiss your super-powered car goodbye — at least those that rely solely on gasoline.
In Europe the government and greens are proposing carbon-dioxide targets so strict that, if passed, not a single gas-burning model on sale today — including hybrids like the Toyota Prius — would pass muster.
The situation recalls the end of the first muscle-car era, which left Boomers shedding tears for their beloved GTOs, Shelby Mustangs and Hemi 'Cudas. In the early '70s, the first-ever tailpipe standards were a critical step toward cleaning up smoggy cities, but they also helped strangle the muscle car. It took two decades and a serious dose of engineering Viagra before cars recovered their potency.
The unfortunate side effect is that the average car today slurps more gasoline than it did 20 years ago. Cars became vastly quicker and more powerful. And of course, Americans switched en masse to SUVs.
Read: Fuel Economy: Then and Now
For anyone — including myself — with a need for speed, the longtime cliché is that they have gasoline in their veins. But a century's worth of shooting-up has put us where we are now, trying to kick a national addiction to oil.
As a result, the Motown show also featured enough green cars to stock a Sierra Club parking lot. On display was Toyota's hybrid A-BAT concept pickup and General Motors' latest hybrids, including a plug-in Saturn Vue SUV that's coming in 2010. Mercedes, VW and Honda hyped their high-mileage diesel cars that can even meet California's tough pollution rules.
Tellingly, the show also saw carmakers backing away from the thrilling-but-thirsty V8 engine that's as much a part of American culture as rock and roll. GM deep-sixed a $300 million project to develop a new V8, with Vice Chairman Bob Lutz saying that new fuel-economy rules directly sparked the move. Ford plans to drop V8s from several models, replacing them with turbocharged V6 and four-cylinder engines that go farther on a gallon.
If all that doesn't have you seeing the writing on the wall, you'd better schedule an eye exam. Still, if there's a difference between today's golden age of performance and the '60s original, it's the ability of technology to ride to the rescue.
Discuss: Do you think the new regulations will really mean the end of high-powered cars or will technology come to the rescue once again?
At the Detroit show, I asked Lutz — the GM car czar who famously inspired the Dodge Viper while at Chrysler — whether this was the last hurrah for horsepower. And while Lutz has become a vocal supporter of hybrids, electric cars and alternative fuels, he said that cars like the Corvette would still find their niche. "At the height of the vegetarian craze, the grocery stores are still selling New York steaks," Lutz said.
Lutz's point was that some people will always find a way to go fast. But the future does look bleak for speed machines powered by gasoline. While it's too early to predict which fuels will be winners and losers, it's certain that there will be multiple players. Half the new cars sold in Europe run on clean diesel, and that impressive technology is finally on its way here.
Mercedes showed off a sumptuous diesel-hybrid S-Class sedan that delivers 44 mpg. Audi will almost certainly bring us a diesel version of its spectacular R8 sports car, combining 500 horsepower with a respectable 24 mpg.
Energy experts agree that the transition to alternative fuels will take decades. There will still be gas pumps 30 and 40 years from now. Car lovers will still be able to cruise their classic internal combustion machines, whether it's a '32 Ford Deuce Coupe, a '57 Chevy or today's hottest rides.
But the days of guzzling gas as quickly as you can hose it into your tank are over. Looking back 30 years from now, we'll know it was not only the right move, but the only move.
Lawrence Ulrich lives in Brooklyn and writes about cars. His reviews and features appear regularly in The New York Times, Popular Science, Men's Vogue and Travel + Leisure Golf.
With new rules and revised CAFE standards, the days of powerful, fuel-thirsty cars may soon be long gone.
By Lawrence Ulrich
Click to see more pictures
The goverment is ready to take the gasoline out of car enthusiasts' veins.
There's only one thing to say about a Corvette that can top 200 mph, or a Cadillac sedan that makes the muscle cars of the '60s seem like a bunch of wimps: Enjoy it while it lasts. This golden age of horsepower may be coming to an end, at least in the gas-guzzling manner to which we've become accustomed.
An initial stroll through the recent auto show in Detroit might convince you that nothing has changed. GM was touting the Chevrolet Corvette ZR1, a 620-horsepower 200-mph monster that's simply the fastest production car in GM's history. Next door at the Cadillac display, the CTS-V sport sedan was flexing its 550-horsepower muscles.
Even squeaky-clean Toyota — ignoring recent environmental backlash over guzzlers such as its Tundra pickup — offered the 500-plus horsepower Lexus LF-A roadster. This Tokyo demon, heading to showrooms next year, should also break the 200-mph barrier.
These hard-drinking machines might convince you that automakers are still partying like it's 1999, when gas cost around $1.20 a gallon. But just under the Detroit show's surface, something else was brewing. And it wasn't high-octane unleaded.
Read: Gasoline's New Math: Miles Per Dollar
New rules will force the car kings to shift their focus. Revised CAFE standards require automakers to raise the average mileage of their car and truck fleets to 35 mpg by 2020. Proposed pollution standards in the U.S. and Europe may force even more dramatic increases. And if California wins the right in court to regulate global-warming emissions, you might just kiss your super-powered car goodbye — at least those that rely solely on gasoline.
In Europe the government and greens are proposing carbon-dioxide targets so strict that, if passed, not a single gas-burning model on sale today — including hybrids like the Toyota Prius — would pass muster.
The situation recalls the end of the first muscle-car era, which left Boomers shedding tears for their beloved GTOs, Shelby Mustangs and Hemi 'Cudas. In the early '70s, the first-ever tailpipe standards were a critical step toward cleaning up smoggy cities, but they also helped strangle the muscle car. It took two decades and a serious dose of engineering Viagra before cars recovered their potency.
The unfortunate side effect is that the average car today slurps more gasoline than it did 20 years ago. Cars became vastly quicker and more powerful. And of course, Americans switched en masse to SUVs.
Read: Fuel Economy: Then and Now
For anyone — including myself — with a need for speed, the longtime cliché is that they have gasoline in their veins. But a century's worth of shooting-up has put us where we are now, trying to kick a national addiction to oil.
As a result, the Motown show also featured enough green cars to stock a Sierra Club parking lot. On display was Toyota's hybrid A-BAT concept pickup and General Motors' latest hybrids, including a plug-in Saturn Vue SUV that's coming in 2010. Mercedes, VW and Honda hyped their high-mileage diesel cars that can even meet California's tough pollution rules.
Tellingly, the show also saw carmakers backing away from the thrilling-but-thirsty V8 engine that's as much a part of American culture as rock and roll. GM deep-sixed a $300 million project to develop a new V8, with Vice Chairman Bob Lutz saying that new fuel-economy rules directly sparked the move. Ford plans to drop V8s from several models, replacing them with turbocharged V6 and four-cylinder engines that go farther on a gallon.
If all that doesn't have you seeing the writing on the wall, you'd better schedule an eye exam. Still, if there's a difference between today's golden age of performance and the '60s original, it's the ability of technology to ride to the rescue.
Discuss: Do you think the new regulations will really mean the end of high-powered cars or will technology come to the rescue once again?
At the Detroit show, I asked Lutz — the GM car czar who famously inspired the Dodge Viper while at Chrysler — whether this was the last hurrah for horsepower. And while Lutz has become a vocal supporter of hybrids, electric cars and alternative fuels, he said that cars like the Corvette would still find their niche. "At the height of the vegetarian craze, the grocery stores are still selling New York steaks," Lutz said.
Lutz's point was that some people will always find a way to go fast. But the future does look bleak for speed machines powered by gasoline. While it's too early to predict which fuels will be winners and losers, it's certain that there will be multiple players. Half the new cars sold in Europe run on clean diesel, and that impressive technology is finally on its way here.
Mercedes showed off a sumptuous diesel-hybrid S-Class sedan that delivers 44 mpg. Audi will almost certainly bring us a diesel version of its spectacular R8 sports car, combining 500 horsepower with a respectable 24 mpg.
Energy experts agree that the transition to alternative fuels will take decades. There will still be gas pumps 30 and 40 years from now. Car lovers will still be able to cruise their classic internal combustion machines, whether it's a '32 Ford Deuce Coupe, a '57 Chevy or today's hottest rides.
But the days of guzzling gas as quickly as you can hose it into your tank are over. Looking back 30 years from now, we'll know it was not only the right move, but the only move.
Lawrence Ulrich lives in Brooklyn and writes about cars. His reviews and features appear regularly in The New York Times, Popular Science, Men's Vogue and Travel + Leisure Golf.
Tuesday, February 12, 2008
Has Cerebus Killed The Viper?
Who would win in a fight between a 3-headed hell hound and a snake? In a case important to a great number of high-horsepower-lovin' enthusiasts, it appears it's going to be Satan's canine.In all the hoopla over the past few weeks about Dodge's new entry to the Muscle Car Wars, the media stories popping up hinting Chrysler may be thinking about discontinuing the Dodge Viper have gone relatively ignored by the majority of the product press. Unfortunately for those with a love of the serpentine-named supercar, we've learned through several of our sources that the decision to kill off the next generation of the Dodge Viper has already been made.
The next generation Viper roadster, referred to internally as ZC-D27 -- and ZC-D29 in the case of the coupe -- are no longer part of Chrysler LLC's future plans. They've been shuttled to the side -- we're assuming as part of "Project Genesis," the new game plan "intended to align the needs and wants of the customer with its [Chrysler's] product portfolio and the dealer network." Or perhaps it was part of "Project Alpha" the game plan prior to "Genesis" and before Cerberus really got a good look at the books. All we know is the decision was made during the period Cerberus has been running the show in Auburn Hills.
In other words: Shit.
Originally, the new version of Dodge's halo car was set to start rolling down the assembly line in January of 2009 alongside two Chrysler badged platform mates. These two new Chrysler branded performance vehicles were to be modeled after the Firepower concept car. The first one, a roadster, was given the internal name ZC-C27, and a coupe version was given the internal name ZC-C29. However we know the decision to kill the Chrysler-brand versions was made sometime in the middle of last year.
This certainly would've hurt the business case for the entire "ZC" program. The Viper is hand built at the Connor Avenue Assembly Plant. A plant that, without the Firepower, would do nothing but build Vipers and the big V10 engines that go in them. Its a plant that we're fairly certain Chrysler's new Six Sigma-loving management would probably like to close.
The general unrest and financial struggles of Chrysler played a huge role as well. When this embattled company chooses how to spend their R&D money, they have to choose very carefully. Sadly there are many other vehicles in the Chrysler lineup that need attention before they can start to think about a low volume, hardcore sports car again -- halo status be damned.
What now?
Chrysler recently launched the freshened, more powerful, fourth generation Viper for the 2008 model year. Original plans had this car being built for only two model years. It was meant to be a stop-gap model until the next generation "ZC" car could be brought online. Now that an all new Viper won't happen, sources tell us that the fourth generation Viper will instead be built until around the 2011 model year. We'd also venture a guess that so long as the fourth gen is being built, a few of the track prepped ACR models will continue to trickle out of the factory.
What happens after 2011? That's a question we don't yet have an answer for.
It's hard to imagine Chrysler leaving the halo car market for good -- but we're thinking the future will call for a more affordable halo. Not just more affordable for the buyer but more affordable for Chrysler build. We know they'll want something that can still put up a fight with the Corvette -- at least the base model -- but at the same time, be much closer to the Corvette's base MSRP.
In the next one or two years, we can only a hope a concept car pops up on the auto show circuit that can give some hope for an all new, SRT hot rod. For now though, we mourn the loss of a legend.
RIPDodge Viper1992-2011
The next generation Viper roadster, referred to internally as ZC-D27 -- and ZC-D29 in the case of the coupe -- are no longer part of Chrysler LLC's future plans. They've been shuttled to the side -- we're assuming as part of "Project Genesis," the new game plan "intended to align the needs and wants of the customer with its [Chrysler's] product portfolio and the dealer network." Or perhaps it was part of "Project Alpha" the game plan prior to "Genesis" and before Cerberus really got a good look at the books. All we know is the decision was made during the period Cerberus has been running the show in Auburn Hills.
In other words: Shit.
Originally, the new version of Dodge's halo car was set to start rolling down the assembly line in January of 2009 alongside two Chrysler badged platform mates. These two new Chrysler branded performance vehicles were to be modeled after the Firepower concept car. The first one, a roadster, was given the internal name ZC-C27, and a coupe version was given the internal name ZC-C29. However we know the decision to kill the Chrysler-brand versions was made sometime in the middle of last year.
This certainly would've hurt the business case for the entire "ZC" program. The Viper is hand built at the Connor Avenue Assembly Plant. A plant that, without the Firepower, would do nothing but build Vipers and the big V10 engines that go in them. Its a plant that we're fairly certain Chrysler's new Six Sigma-loving management would probably like to close.
The general unrest and financial struggles of Chrysler played a huge role as well. When this embattled company chooses how to spend their R&D money, they have to choose very carefully. Sadly there are many other vehicles in the Chrysler lineup that need attention before they can start to think about a low volume, hardcore sports car again -- halo status be damned.
What now?
Chrysler recently launched the freshened, more powerful, fourth generation Viper for the 2008 model year. Original plans had this car being built for only two model years. It was meant to be a stop-gap model until the next generation "ZC" car could be brought online. Now that an all new Viper won't happen, sources tell us that the fourth generation Viper will instead be built until around the 2011 model year. We'd also venture a guess that so long as the fourth gen is being built, a few of the track prepped ACR models will continue to trickle out of the factory.
What happens after 2011? That's a question we don't yet have an answer for.
It's hard to imagine Chrysler leaving the halo car market for good -- but we're thinking the future will call for a more affordable halo. Not just more affordable for the buyer but more affordable for Chrysler build. We know they'll want something that can still put up a fight with the Corvette -- at least the base model -- but at the same time, be much closer to the Corvette's base MSRP.
In the next one or two years, we can only a hope a concept car pops up on the auto show circuit that can give some hope for an all new, SRT hot rod. For now though, we mourn the loss of a legend.
RIPDodge Viper1992-2011
1968 Dodge Grand Spaulding Hemi Dart
Chicago 2008: 1968 Dodge GSS Hemi Dart
Posted Feb 9th 2008 7:01PM by Drew PhillipsFiled under: Chicago Auto Show, Time Warp, Coupes, Sports/GTs, Dodge
If you ever ask a 1960's Mopar fan who the king of high performance is, they'll instantly tell you "Mr. Norm!" Owner of Grand Spaulding Dodge in Chicago, Norm Kraus was known for fitting performance parts to all types of Mopars, and even started the development for factory cars like the 383 and 400 Dart GTS. The king of all Mr. Norm's cars, however, was the Hemi GSS Dart. Each of the cars was fitted with a 426ci Hemi V8 with a pair of Holley carbs, a heavy duty cooling package, and aftermarket headers. In an effort to save weight, a fiberglass hood and front fenders were used, as well as a front bumper and doors stamped for a lighter gauge steel. In addition, the radio, rear seats, exterior mirrors, and window mechanisms were all removed. The result was a non-street legal drag car that could run down into the 10's in the quarter mile, making it the fastest factory built muscle car ever produced.
Forty years later, Mr. Norm is producing a limited run of 21st century Hemi Darts. Serial #1, pictured above, was on the showfloor of the Chicago Auto Show to commemorate the 1960's along with other vehicles to commemorate each decade from the last 100 years. Each car is based on a hand-picked 1968 Dart that is fully restored - the preparation process for the restoration takes 400 hours alone. To ensure that the new Hemi Dart retains its title as the king of muscle cars, engine options include a 610 horsepower 472ci Hemi V8 and a 825 horsepower 572ci Hemi V8 that both run on 91 octane. Follow the jump for more on Mr. Norm and the Hemi GSS Dart or check out the gallery of photos below.
[Source: Show Your Auto, LLC]
Gallery: 1968 Dodge GSS Hemi Dart
All photos Copyright ©2008 Drew Phillips / Weblogs, Inc.
PRESS RELEASE:
Grayslake, IL - February 2008 - Mr. Norm stages a Chicago homecoming as his new GSS HEMI Dart makes its 2008 Chicago Auto Show Debut. The 1968 GSS HEMI Dart has been chosen to represent the 1960's in the 100 Years of the Chicago Auto Show display hosted by the Volo Auto Museum. "The Volo Auto Museum display, is located in the North building," said Greg Grams, proprietor of the Lake County based auto museum. "Our educational display illustrates how much progress the industry and this show have made during the past 107 years."
The decade of 1960 through 1969 will be illustrated by the 1968 GSS HEMI Dart with a 725 hp 528ci Hemi V8 developed by the Iconic Mr. Norm's of Chicago's Grand Spaulding Dodge fame. Norm Kraus and the Chicago automobile scene have been linked for more than 60 of those 100 years. In 1948 he began his automotive career selling used cars with his brother from a gas station their father Harvey owned, located at the Corner of Grand and Spaulding in Chicago. The famous appellation "Mr Norm" first appeared, due to a space limitation in a newspaper ad selling performance oriented cars. The name stuck and Norm Kraus became "Mr. Norm."
The new Grand Spaulding Dodge showroom and service department was built in 1963. Tying in the performance theme that was established from the onset, the "Mr. Norm's Sport Club" was started and the relationship with youthful performance purchasers was further developed. The first Clayton Chassis Dynamometer was installed in the service department and the dealership began selling "Mr. Norm's" racing apparel. By 1965, Norm teamed up with Gary Dyer and began match racing with a factory altered wheel base Supercharged Hemi Dodge Coronet that changed the course of racing forever, laying the groundwork for what became the professional Funny Car Category.
Mr. Norm developed the first 383 Dart that became the prototype for the factory 383 Dart GTS in 1967. In 1968 Mr. Norm also developed the first 440 Dart GSS that became the prototype for the factory M Code 440 Dart GTS. Mr. Norm also sold the majority of the legendary Hurst/Campbell-built 1968 Hemi Darts. By this time Mr. Norm had well earned the honorary title of the "Hi-Performance King."
Many who grew up in Chicago during the 60's will remember the "Get with the Go Group" jingle on WLS radio, the many "Mr. Norm's" Sport Club social/dances with The Buckinghams as feature music group took place at the dealership, hot summer nights spent hanging out in the Grand Spaulding Dodge dyno bay on South side of Chicago at 3300 West Grand Avenue.
If you are too young to have been in the bleachers to watch the Mr. Norm's Super Charger dominate the factory backed Ramchargers on their home turf at Ubly Dragway in Michigan, you may have still witnessed many "Mr. Norm's" vehicles crashing through Dixie Square Mall or piled up at the intersection of Illinois Routes 12 & 176, in Wauconda, IL in the film the "Blues Brothers". Grand Spaulding Dodge fleet department became so large in 1975 that it supplied many of the Chicago Police Department cars, as well as the Illinois Secretary of State, Department of Transportation and many municipalities. Special orders of police pursuit vehicles equipped with 440 Magnum V8 engines were dyno-tuned for maximum power.
It is particularly fitting that the Mr. Norm's new Hemi GSS Dart has been chosen as the benchmark contribution of the 1960's automotive history at the 100th Anniversary of the Chicago Auto Show. At age 72, Mr. Norm by have already received Hall of Fame Status and at least one Lifetime Achievement Award, but he is hardly content to rest on his laurels. Just like he did in 1968, Mr. Norm is once again revolutionizing the way performance vehicles are created and sold. The vehicle that will be on display is the pre-production prototype of the Limited Edition New GSS Series. These aren't "continuation" or "tribute" cars, this is a new GSS program developed by Mr. Norm and his hand picked team.
Designed to blend the finest 21st century components and technology with classic muscle car style, this is the Hemi Dart that Mr. Norm would have offered in 1968 had the methods and products existed. The Mr. Norm's GSS Hemi Dart exceeds the performance of the original in every category, making it a far superior vehicle. Amongst the notable features is a base 472 cubic-inch HEMI which makes street friendly 610hp on 91 octane pump gas. Each drive-train component, like the transmissions and rear-ends, are dyno tested to withstand up to 850hp to ensure they are able to take to punishment of even the biggest optional Hemi mill. This would be the all-aluminum 572 cubic inch Hemi headed monster which produces a mind bending 825 horsepower, also on everyday 91 unleaded.
Another note worthy aspect of this new GSS is the use of nearly zero body filler. Each of the 40 Limited Edition GSS Darts requires 400 hours of body prep and the use of leading-edge water-jet technology. This process means the body is stripped down to bare metal using a solution treated with a potent rust inhibitor. Each Dart is then painted in sealer, basecoat, intermediate tinted clear, final clearcoat layers, and then baked at 150 degrees for thirty minutes. Once final assembly is complete, each GSS is dyno-tuned, road tested and dialed in so its owner can enjoy hassle free performance. On the day of delivery, Mr. Norm himself will show up and present your new GSS. The customer is still king.The 1968 GSS HEMI Dart being featured at the 100th Chicago Auto Show signals the return of the Hi-Performance King. The New GSS Dart itself marks the beginning of an entire line of classic GSS Performance Vehicles. Mr. Norm has also teamed up with noted custom vehicle designer Larry Weiner of Performance West Group and respected collectable automobile marketer Patrick Krook of Show Your Auto LLC to offer a limited edition series of 2008 Mr. Norm's Hemi Ram 1500 Super Trucks. The Super Truck promises to be the first of many modern Mr. Norm's Super Cars.
Posted Feb 9th 2008 7:01PM by Drew PhillipsFiled under: Chicago Auto Show, Time Warp, Coupes, Sports/GTs, Dodge
If you ever ask a 1960's Mopar fan who the king of high performance is, they'll instantly tell you "Mr. Norm!" Owner of Grand Spaulding Dodge in Chicago, Norm Kraus was known for fitting performance parts to all types of Mopars, and even started the development for factory cars like the 383 and 400 Dart GTS. The king of all Mr. Norm's cars, however, was the Hemi GSS Dart. Each of the cars was fitted with a 426ci Hemi V8 with a pair of Holley carbs, a heavy duty cooling package, and aftermarket headers. In an effort to save weight, a fiberglass hood and front fenders were used, as well as a front bumper and doors stamped for a lighter gauge steel. In addition, the radio, rear seats, exterior mirrors, and window mechanisms were all removed. The result was a non-street legal drag car that could run down into the 10's in the quarter mile, making it the fastest factory built muscle car ever produced.
Forty years later, Mr. Norm is producing a limited run of 21st century Hemi Darts. Serial #1, pictured above, was on the showfloor of the Chicago Auto Show to commemorate the 1960's along with other vehicles to commemorate each decade from the last 100 years. Each car is based on a hand-picked 1968 Dart that is fully restored - the preparation process for the restoration takes 400 hours alone. To ensure that the new Hemi Dart retains its title as the king of muscle cars, engine options include a 610 horsepower 472ci Hemi V8 and a 825 horsepower 572ci Hemi V8 that both run on 91 octane. Follow the jump for more on Mr. Norm and the Hemi GSS Dart or check out the gallery of photos below.
[Source: Show Your Auto, LLC]
Gallery: 1968 Dodge GSS Hemi Dart
All photos Copyright ©2008 Drew Phillips / Weblogs, Inc.
PRESS RELEASE:
Grayslake, IL - February 2008 - Mr. Norm stages a Chicago homecoming as his new GSS HEMI Dart makes its 2008 Chicago Auto Show Debut. The 1968 GSS HEMI Dart has been chosen to represent the 1960's in the 100 Years of the Chicago Auto Show display hosted by the Volo Auto Museum. "The Volo Auto Museum display, is located in the North building," said Greg Grams, proprietor of the Lake County based auto museum. "Our educational display illustrates how much progress the industry and this show have made during the past 107 years."
The decade of 1960 through 1969 will be illustrated by the 1968 GSS HEMI Dart with a 725 hp 528ci Hemi V8 developed by the Iconic Mr. Norm's of Chicago's Grand Spaulding Dodge fame. Norm Kraus and the Chicago automobile scene have been linked for more than 60 of those 100 years. In 1948 he began his automotive career selling used cars with his brother from a gas station their father Harvey owned, located at the Corner of Grand and Spaulding in Chicago. The famous appellation "Mr Norm" first appeared, due to a space limitation in a newspaper ad selling performance oriented cars. The name stuck and Norm Kraus became "Mr. Norm."
The new Grand Spaulding Dodge showroom and service department was built in 1963. Tying in the performance theme that was established from the onset, the "Mr. Norm's Sport Club" was started and the relationship with youthful performance purchasers was further developed. The first Clayton Chassis Dynamometer was installed in the service department and the dealership began selling "Mr. Norm's" racing apparel. By 1965, Norm teamed up with Gary Dyer and began match racing with a factory altered wheel base Supercharged Hemi Dodge Coronet that changed the course of racing forever, laying the groundwork for what became the professional Funny Car Category.
Mr. Norm developed the first 383 Dart that became the prototype for the factory 383 Dart GTS in 1967. In 1968 Mr. Norm also developed the first 440 Dart GSS that became the prototype for the factory M Code 440 Dart GTS. Mr. Norm also sold the majority of the legendary Hurst/Campbell-built 1968 Hemi Darts. By this time Mr. Norm had well earned the honorary title of the "Hi-Performance King."
Many who grew up in Chicago during the 60's will remember the "Get with the Go Group" jingle on WLS radio, the many "Mr. Norm's" Sport Club social/dances with The Buckinghams as feature music group took place at the dealership, hot summer nights spent hanging out in the Grand Spaulding Dodge dyno bay on South side of Chicago at 3300 West Grand Avenue.
If you are too young to have been in the bleachers to watch the Mr. Norm's Super Charger dominate the factory backed Ramchargers on their home turf at Ubly Dragway in Michigan, you may have still witnessed many "Mr. Norm's" vehicles crashing through Dixie Square Mall or piled up at the intersection of Illinois Routes 12 & 176, in Wauconda, IL in the film the "Blues Brothers". Grand Spaulding Dodge fleet department became so large in 1975 that it supplied many of the Chicago Police Department cars, as well as the Illinois Secretary of State, Department of Transportation and many municipalities. Special orders of police pursuit vehicles equipped with 440 Magnum V8 engines were dyno-tuned for maximum power.
It is particularly fitting that the Mr. Norm's new Hemi GSS Dart has been chosen as the benchmark contribution of the 1960's automotive history at the 100th Anniversary of the Chicago Auto Show. At age 72, Mr. Norm by have already received Hall of Fame Status and at least one Lifetime Achievement Award, but he is hardly content to rest on his laurels. Just like he did in 1968, Mr. Norm is once again revolutionizing the way performance vehicles are created and sold. The vehicle that will be on display is the pre-production prototype of the Limited Edition New GSS Series. These aren't "continuation" or "tribute" cars, this is a new GSS program developed by Mr. Norm and his hand picked team.
Designed to blend the finest 21st century components and technology with classic muscle car style, this is the Hemi Dart that Mr. Norm would have offered in 1968 had the methods and products existed. The Mr. Norm's GSS Hemi Dart exceeds the performance of the original in every category, making it a far superior vehicle. Amongst the notable features is a base 472 cubic-inch HEMI which makes street friendly 610hp on 91 octane pump gas. Each drive-train component, like the transmissions and rear-ends, are dyno tested to withstand up to 850hp to ensure they are able to take to punishment of even the biggest optional Hemi mill. This would be the all-aluminum 572 cubic inch Hemi headed monster which produces a mind bending 825 horsepower, also on everyday 91 unleaded.
Another note worthy aspect of this new GSS is the use of nearly zero body filler. Each of the 40 Limited Edition GSS Darts requires 400 hours of body prep and the use of leading-edge water-jet technology. This process means the body is stripped down to bare metal using a solution treated with a potent rust inhibitor. Each Dart is then painted in sealer, basecoat, intermediate tinted clear, final clearcoat layers, and then baked at 150 degrees for thirty minutes. Once final assembly is complete, each GSS is dyno-tuned, road tested and dialed in so its owner can enjoy hassle free performance. On the day of delivery, Mr. Norm himself will show up and present your new GSS. The customer is still king.The 1968 GSS HEMI Dart being featured at the 100th Chicago Auto Show signals the return of the Hi-Performance King. The New GSS Dart itself marks the beginning of an entire line of classic GSS Performance Vehicles. Mr. Norm has also teamed up with noted custom vehicle designer Larry Weiner of Performance West Group and respected collectable automobile marketer Patrick Krook of Show Your Auto LLC to offer a limited edition series of 2008 Mr. Norm's Hemi Ram 1500 Super Trucks. The Super Truck promises to be the first of many modern Mr. Norm's Super Cars.
Nissan Trying To Limit Price Gouging On GT-R's
Nissan Puts Safeguards in Place as It Begins Taking GT-R Orders
Date posted: 02-06-2008
CHICAGO — Nissan North America said on Wednesday that the 480-horsepower Nissan GT-R is now available for pre-ordering at 691 of approximately 1,400 of its dealerships in the U.S. At the same time, the automaker told Inside Line it has put a formal program in place to help prevent price gouging on the supercar, which starts at $69,850 for the base model."We are taking steps to let the dealers know that marking up the car is not a good thing," said Nissan North America Spokesman Darryll Harrison. "We're trying to take steps to curb excessive markups."Harrison said the automaker is requiring dealership management staff, such as the dealer principal, to conduct all GT-R transactions. "We're not saying salespeople are bad, but management is closer to the day-to-day operations of the dealership, and they don't work on commission," Harrison noted.Dealers will also be required to file all GT-R paperwork, such as factory orders for the GT-R, through Nissan North America's regional sales offices, which will oversee the sales prices of the car and provide "counsel" in case of price gouging. It is unusual for dealers to have to turn over orders to regional offices for oversight.The 691 Nissan dealers who won GT-R certification are "many of our urban dealers in larger markets," said Harrison. A complete list is available at nissanusa.com.
To become certified, the dealers had to have a master technician on staff who is trained in the "ins and outs of the GT-R," said Harrison. The certified dealers also had to invest in an upgrade of their facility, down to such details as providing larger lifts to accommodate the low and wide body of the GT-R.Nissan also formally detailed pricing on the GT-R — except for the destination charge, which has not yet been set.
The base GT-R is priced at $69,850; the GT-R Premium starts at $71,900. An iPod converter adds $360 to the bottom line, while carpeted GT-R floor mats add $280. "Super Silver," a special exterior paint, costs an additional $3,000. A cold-weather package is a no-cost option and bundles either all-season or snow tires made specifically for the GT-R, as well as different fluids that allow the car to operate in optimum fashion in colder climates.Harrison said that customers should expect the pre-order process to require a down payment.
But the automaker is not allowed to set that amount for the dealers. Harrison said bloggers have been e-mailing him, suggesting that pre-orders may require deposits as low as $500 or $1,000. The Web site Exhaustnote.com warns of additional charges of $25,000-$60,000 over sticker for the GT-R in the U.S. Harrison would not provide advice to consumers on how much of a down payment is reasonable.
Harrison says the company expects a U.S. sales volume for the GT-R of 2,500 units in the first full year, followed by sales of about 1,500 a year afterwards. He emphasized that the 2,500 was a sales number, not a production number. "The 2,500 number is not a production cutoff," Harrison said. "We haven't determined whether or not we'll do that [cut off sales at a certain point]."Customer deliveries of the GT-R are set to kick off in June.
What this means to you: Undoubtedly you'll pay over sticker price for the GT-R — but how much is the key question. — Anita Lienert, Correspondent
Date posted: 02-06-2008
CHICAGO — Nissan North America said on Wednesday that the 480-horsepower Nissan GT-R is now available for pre-ordering at 691 of approximately 1,400 of its dealerships in the U.S. At the same time, the automaker told Inside Line it has put a formal program in place to help prevent price gouging on the supercar, which starts at $69,850 for the base model."We are taking steps to let the dealers know that marking up the car is not a good thing," said Nissan North America Spokesman Darryll Harrison. "We're trying to take steps to curb excessive markups."Harrison said the automaker is requiring dealership management staff, such as the dealer principal, to conduct all GT-R transactions. "We're not saying salespeople are bad, but management is closer to the day-to-day operations of the dealership, and they don't work on commission," Harrison noted.Dealers will also be required to file all GT-R paperwork, such as factory orders for the GT-R, through Nissan North America's regional sales offices, which will oversee the sales prices of the car and provide "counsel" in case of price gouging. It is unusual for dealers to have to turn over orders to regional offices for oversight.The 691 Nissan dealers who won GT-R certification are "many of our urban dealers in larger markets," said Harrison. A complete list is available at nissanusa.com.
To become certified, the dealers had to have a master technician on staff who is trained in the "ins and outs of the GT-R," said Harrison. The certified dealers also had to invest in an upgrade of their facility, down to such details as providing larger lifts to accommodate the low and wide body of the GT-R.Nissan also formally detailed pricing on the GT-R — except for the destination charge, which has not yet been set.
The base GT-R is priced at $69,850; the GT-R Premium starts at $71,900. An iPod converter adds $360 to the bottom line, while carpeted GT-R floor mats add $280. "Super Silver," a special exterior paint, costs an additional $3,000. A cold-weather package is a no-cost option and bundles either all-season or snow tires made specifically for the GT-R, as well as different fluids that allow the car to operate in optimum fashion in colder climates.Harrison said that customers should expect the pre-order process to require a down payment.
But the automaker is not allowed to set that amount for the dealers. Harrison said bloggers have been e-mailing him, suggesting that pre-orders may require deposits as low as $500 or $1,000. The Web site Exhaustnote.com warns of additional charges of $25,000-$60,000 over sticker for the GT-R in the U.S. Harrison would not provide advice to consumers on how much of a down payment is reasonable.
Harrison says the company expects a U.S. sales volume for the GT-R of 2,500 units in the first full year, followed by sales of about 1,500 a year afterwards. He emphasized that the 2,500 was a sales number, not a production number. "The 2,500 number is not a production cutoff," Harrison said. "We haven't determined whether or not we'll do that [cut off sales at a certain point]."Customer deliveries of the GT-R are set to kick off in June.
What this means to you: Undoubtedly you'll pay over sticker price for the GT-R — but how much is the key question. — Anita Lienert, Correspondent
Jay Leno Let's Loose on the Knight Rider Mustang
This is a fun video of Jay abusing the Knight Rider Mustang.
Hit this link and watch the video:
http://www.autoblog.com/2008/02/11/jay-leno-abuses-kitt-val-kilmer-makes-his-voice-heard/
Hit this link and watch the video:
http://www.autoblog.com/2008/02/11/jay-leno-abuses-kitt-val-kilmer-makes-his-voice-heard/
Vinnie & Cody from OCC Start Their Own Custom Bike Company
V-Force Customs to unveil its first custom bike.
V-Force Customs to unveil its first custom bike at Daytona Beach, Bike Week, 2008Company plans to give away bike to one lucky winner after year-long inaugural rally tour.Rock Tavern, New York – 12 January 2008
Read more...
Feel The Force, Ride The Power, Take The Journey
To our Fans, Friends, and Family... Cody our team here at V-Force and I want to take this time to thank all of you for your solid support. Your positive comments, good wishes, and faith in us inspire us to set high goals for our future. We will continue to reach out to all of you via e-mail and internet because your ideas and comments mean so much to us, and we hope to be seeing many of you at future bike events.Currently, our focus is to finish building our shop. We recently treated our floors and we are expecting equipment soon. We have developed our V-Force apparel line, and will be bringing you a larger variety of clothing such as long sleeve shirts, pull over sweat shirts, women's clothing, with different styles of hats, jackets, and accessories. Come visit us and keep checking in-there’s something for everyone. We can’t wait to have our shop ready so we can be back doing what we do best: BUILDING BIKES. We want to satisfy all our passions for custom designs. We hope you will continue to be patient with us as we are in this developing stage. Hold on tight because we are ready to explode with great ideas and great bikes in the near future, and we want you along for the ride.We can’t thank you enough for all your love and support. Everyone at V-Force Customs greatly appreciates all your cards, emails, and postings. We love it – don’t ever stop!Remember: "Feel the Force, Ride the Power, Take the Journey" with us at V-Force Customs.Sincerely,Vinnie DimartinoCody Connelly
V-Force Customs to unveil its first custom bike at Daytona Beach, Bike Week, 2008Company plans to give away bike to one lucky winner after year-long inaugural rally tour.Rock Tavern, New York – 12 January 2008
Read more...
Feel The Force, Ride The Power, Take The Journey
To our Fans, Friends, and Family... Cody our team here at V-Force and I want to take this time to thank all of you for your solid support. Your positive comments, good wishes, and faith in us inspire us to set high goals for our future. We will continue to reach out to all of you via e-mail and internet because your ideas and comments mean so much to us, and we hope to be seeing many of you at future bike events.Currently, our focus is to finish building our shop. We recently treated our floors and we are expecting equipment soon. We have developed our V-Force apparel line, and will be bringing you a larger variety of clothing such as long sleeve shirts, pull over sweat shirts, women's clothing, with different styles of hats, jackets, and accessories. Come visit us and keep checking in-there’s something for everyone. We can’t wait to have our shop ready so we can be back doing what we do best: BUILDING BIKES. We want to satisfy all our passions for custom designs. We hope you will continue to be patient with us as we are in this developing stage. Hold on tight because we are ready to explode with great ideas and great bikes in the near future, and we want you along for the ride.We can’t thank you enough for all your love and support. Everyone at V-Force Customs greatly appreciates all your cards, emails, and postings. We love it – don’t ever stop!Remember: "Feel the Force, Ride the Power, Take the Journey" with us at V-Force Customs.Sincerely,Vinnie DimartinoCody Connelly
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