Bad news for Saturn. Penske just announced that they are backing away, because they are concerned about vehicle availability from GM going forward. WSJ: http://online.wsj.com/article/SB125434260817353567.html?mod=WSJ_hpp_LEFTWhatsNewsCollection
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Wednesday, September 30, 2009
Mercedes to shift C-Class production to U.S?
Mercedes is considering moving some production of its popular C-Class to the United States. If the plan is approved, production of the C-Class would shift from Sindelfingen, Germany to Tuscaloosa, Alabama, presumably at the company’s current M-Class facility. Mercedes’ is considering the shift due to lower wages rates at the Alabama plant. The move would also help safeguard Mercedes’ profits against unfavorable Dollar to Euro exchange rates.
Mercedes has yet to confirm the report – only saying that “there is neither a decision nor a recommendation on C-Class location politics” – but rumors suggest the 4 door, 2 door and wagon variants of the C-Class could be built at the Alabama plant, with the latter likely for export.
No word on when the shift might occur, but the Mercedes SL-Class would likely fill the C-Class' spot at the Sindelfingen plant.
News in brief
Russian built Nissans due in 2012 - Via Autocar
2010 Lexus ES sedan pricing announced - Via Edmunds.com
Electric Rolls-Royce Phantom under consideration - Via WorldCarFans
Opel workers in Spain take to the streets to protest - Via Autocar
Office of Fair Trading (OFT) launched an inquiry into second hand cars (UK) - Via MSN UK
Turkey investigates pricing fix - Via Autocar
Audi RS6 V10 set to be replaced by twin-turbo V8 - Via WorldCarFans
Protesters dump manure on Clarksons lawn (UK) - Via Autotrader UK
Land Rover Defender replacement due in 2012 - Via Autocar
Ploue "Peugeots have lost their beauty" - Via Autocar
Uninsured? Say good-bye to your car (UK) - Via WhatCar?
Vauxhall Astra pricing announced (UK) - Via Autocar
Mexcian buyers get more incentives (MX) - Via Edmunds.com
"Unintended Acceleration", Don't Pray, THINK
This morning on the radio, I heard the audio from a 911 distress call that a man placed while driving an out of control Lexus. This was one of the events which precipated the massive Toyota floor mat recall. Apparently, his accelerator pedal was stuck to the floor, and his brakes weren't working (he probably boiled them, or perhaps, the brake pedal was obstructed). He called 911 in a panic, and the operator just had time to suggest that he turn the car off, before the man said "We're coming to an intersection... pray!", and that was the end. The man and his three passengers were killed.
He didn't need to pray. He just needed to think. He panicked, and got himself and his family tragically killed because he wasn't able to use his cars multiple redundant controls.
Suppose your gas pedal is stuck to the floor. What can you do?
He didn't need to pray. He just needed to think. He panicked, and got himself and his family tragically killed because he wasn't able to use his cars multiple redundant controls.
Suppose your gas pedal is stuck to the floor. What can you do?
- Use your toe to try to lift the pedal. This actually happened to me once, that a piece of trash got jammed next to the pedal, and I had to physically pull it up to free it.
- If that doesn't work, put your car into neutral. Then use the brakes.
- If your normal brakes won't work (they're cooked, or loss of vacuum) you can use your emergency (aka parking) brake to slow your car
- If all else fails, kill the power to the engine by turning off the key. If you don't have a key but have push button start, no big deal. On many systems, pressing and holding the engine start button will force it to stop.
Most frugal car in the real world? Autocar finds out with a race...
Manufacturers make big claims about their fuel economy figures. Occasionally, even these claims can be bettered, as Toyota's now closed blog for the iQ managed back in January, extracting 72mpg when Toyota themselves only claimed 65mpg. Often though, real-world driving prevents us from extracting the optimum economy from our cars.
Autocar's test then perhaps sheds a little more relevance on achieving high miles to the gallon. Armed with a Ford Fiesta Econetic, a Vauxhall Corsa Ecoflex, an Insight, a Prius, a BMW 116d and a Smart ForTwo CDi, they each hit the track at Bruntingthorpe with a single litre of fuel and a driver trying to achieve as many miles in the hour as possible. By working to distance rather than outright economy, it avoided the whole race becoming a slow eco-trundle.
The most efficient at the end of the hour? Ford's Fiesta Econetic. It achieved almost sixty miles at the hands of Matt Prior, equivalent - unsurprisingly - to roughly 60mpg. A little way short of Ford's 76mpg combined figure perhaps, but much more representative of what drivers can expect in their daily grind, and a long way from shabby.
The other cars in the test all managed to average around 55mpg, including the diminutive Smart despite being driven pedal-to-the-metal until it spluttered to a halt after 53 minutes.
The full story can be found in the 30th September issue of Autocar, out now. Alternatively, you can watch the video:
Autocar's test then perhaps sheds a little more relevance on achieving high miles to the gallon. Armed with a Ford Fiesta Econetic, a Vauxhall Corsa Ecoflex, an Insight, a Prius, a BMW 116d and a Smart ForTwo CDi, they each hit the track at Bruntingthorpe with a single litre of fuel and a driver trying to achieve as many miles in the hour as possible. By working to distance rather than outright economy, it avoided the whole race becoming a slow eco-trundle.
The most efficient at the end of the hour? Ford's Fiesta Econetic. It achieved almost sixty miles at the hands of Matt Prior, equivalent - unsurprisingly - to roughly 60mpg. A little way short of Ford's 76mpg combined figure perhaps, but much more representative of what drivers can expect in their daily grind, and a long way from shabby.
The other cars in the test all managed to average around 55mpg, including the diminutive Smart despite being driven pedal-to-the-metal until it spluttered to a halt after 53 minutes.The full story can be found in the 30th September issue of Autocar, out now. Alternatively, you can watch the video:
(Picture credits: Tarmac)
Tuesday, September 29, 2009
NHTSA: Toyota Owners Remove Floor Mats
NHTSA has an urgent message to owners of many Toyota vehicles:
This will probably become a massive recall later, potentially affecting millions of vehicles, and a may be another chip in Toyota's quality reputation.
Meanwhile, owners of Chrysler, Ford, and GM may continue to enjoy their floor mats.
Sorry, I can't resist a little schadenfreude.
- 2007-2010 Camry
- 2005-2010 Avalon
- 2004-2009 Prius
- 2005-2010 Tacoma
- 2007-2010 Tundra
- 2007-2010 ES 350
- 2006-2010 IS 250 and IS350
This will probably become a massive recall later, potentially affecting millions of vehicles, and a may be another chip in Toyota's quality reputation.
Meanwhile, owners of Chrysler, Ford, and GM may continue to enjoy their floor mats.
Sorry, I can't resist a little schadenfreude.
On Paddle Shifters
More and more cars now ofter steering wheel mounted shift levers for cars that have fully automatic transmissions. These are an imitation of the semi-automated manual transmissions typically used in high performance and full-bore race cars such as the Ferrari 430.
I think this is silly.
Real paddle-shift transmissions are basically automated mechanical transmissions which do not have torque converters; they have replaced the clutch and stick with the paddles. On a high-end sportscar, they makes sense, as an alternative to a traditional manual with 3 pedals on the floor.
On a consumer grade car with a torque converter type automatic transmission, the paddles are a gimmick, and I doubt anyone uses them.
If the car won't stall because you forgot to shift with the paddles, it's not authentic, in my book. If you don't need to interact with it unless you feel "sporty" that day, it is a toy. Part of the fun of driving a true manual transmission car (which I do) is that you have to do your job ot make the car move. If my car had a dual-clutch automated manual transmission, I'd be thrilled, but I would probably never use the manual override. I'd put it in D and go.
I think this is silly.
Real paddle-shift transmissions are basically automated mechanical transmissions which do not have torque converters; they have replaced the clutch and stick with the paddles. On a high-end sportscar, they makes sense, as an alternative to a traditional manual with 3 pedals on the floor.
On a consumer grade car with a torque converter type automatic transmission, the paddles are a gimmick, and I doubt anyone uses them.
If the car won't stall because you forgot to shift with the paddles, it's not authentic, in my book. If you don't need to interact with it unless you feel "sporty" that day, it is a toy. Part of the fun of driving a true manual transmission car (which I do) is that you have to do your job ot make the car move. If my car had a dual-clutch automated manual transmission, I'd be thrilled, but I would probably never use the manual override. I'd put it in D and go.
The Truth About TTAC
The Truth About Cars (TTAC) was started by Robert Farrago, an auto blogger whose calling cards were coprolalia and an obsession with predicting the death of GM.
So Farrago turned out to be sort of right about GM, they did go bankrupt, though it is still very alive and kicking.
However, not so much for Farrago's blogging career at TTAC. The media company that owned TTAC just about stopped paying its writers, and then sold the site to another media company. Money was still a problem, so Farrago left.
Score: Farrago 1, GM 2.
I'll give RF credit for riding the GM-dies horse so hard and long, because after all, he turned out to be right. But I've always been annoyed at TTAC's style. Farrago, if you remember, was the one who compared a Subaru front end design to a woman's genitals, and then was outraged that he wasn't going to be offered free press cars to drive anymore. TTAC under Farrago didn't necessarily do anything better than any other automotive news site, they just did it louder.
So Farrago turned out to be sort of right about GM, they did go bankrupt, though it is still very alive and kicking.
However, not so much for Farrago's blogging career at TTAC. The media company that owned TTAC just about stopped paying its writers, and then sold the site to another media company. Money was still a problem, so Farrago left.
Score: Farrago 1, GM 2.
I'll give RF credit for riding the GM-dies horse so hard and long, because after all, he turned out to be right. But I've always been annoyed at TTAC's style. Farrago, if you remember, was the one who compared a Subaru front end design to a woman's genitals, and then was outraged that he wasn't going to be offered free press cars to drive anymore. TTAC under Farrago didn't necessarily do anything better than any other automotive news site, they just did it louder.
Sunday, September 27, 2009
Review: 2010 Ford Taurus
I thought I would make an effort to test-drive a 2010 Ford Taurus, since it is an important product for Ford, and I am familiar with the previous incarnation. I talked my mom into buying a used Five Hundred based on the big room, excellent safety, and big depreciation.
I went to my local Ford dealer and test drove a shiny metallic white Limited, the top of the line. It had the Sony sound system, navigation, SYNC, push-button start, keyless entry, adaptive cruise control, and blind spot warning system.
The car is still quite large, but Ford did a good job making it look less huge. Instead of a large dome-on-a-box shape, the new Taurus looks more like a blunt wedge. The compromise here is that the interior head space is smaller than the old model, and the rearward visibility is not very good. Which may be one reason why they chose to add the blind spot warning and rear view camera as options. The trunk is still huge.
I like the re-style. It is distinctive without being outlandish (see Chrysler 300) or derivative (see Avalon). It is definitely not bland-but-functional like the Five Hundred was.
The driving experience was overall pretty good. The powertrain is smooth and quiet, and gives more than adequate power, though it is not a muscle car. Steering feel was excellent, with good on-center precision and crisp response for such a large car. The ride was somewhere in between family car soft and sports car hard, about right for that size of vehicle. I didn't feel like I was in a race car, but I did feel like I was well connected to the road.
The interior is very nice. Ford did a good job putting together an attractive interior without being too blingy (see: MKS). I was particularly impressed with the door panels, which look like they are actual stitched leather, but are in fact high fidelity moldings of stitched leather. I did feel that the center stack was a bit on the wide side, eating up some valuable driver space. There was liberal use of fake wood (which I am not a fan of), but the fake wood was good quality, and it looked a lot like actual wood.
I liked the implementation of keyless entry and start. You walk up to the car, and swipe the hidden door pillar keypad with your finger. The door unlocks. You get in, buckle in, press the brake pedal, and push the start button. The engine fires up and you go. Very quick and easy. The only issue I noticed with this is that I would personally have to re-train myself to lock the car by hitting the door button, since you don't need to hang on to the key fob.
Adaptive Cruise Control was fascinating to use, but had a few weaknesses. If the guy in front of you slams on his brakes, the system flashes a large row of red LEDs to warn you that you need to brake--apparently it is limited in how much braking it can command. Also, the system can not brake the car completely to a stop and then start rolling again, instead it disables itself if your speed drops too low (I tried). It was neat, but not worth the cost in my opinion.
My test drive car had the paddle shifters, which are pretty silly. I found myself fiddling with them because they were there, but I can't think of time when I actually would want to use them. A simple 'L' would be fine for most people, to allow engine braking down grades. I can't believe anyone is fooled into thinking the paddle shifters are "sporty". Message to Ford (and everyone else): If the car won't stall because you forgot to paddle shift, the paddle shifters aren't real.
Some annoyances: the foot-actuated parking/emergency brake was carried over from the Five Hundred as a pedal on the driver's left kick-panel. Ford should move the e-brake to the center console like most modern cars.
Another problem for me is the poor rearward visibility. Between the short rear window and intrusive rear head restraints, the rear view mirror has a poor field of view. Ford should have imitated Volvo and installed pivoting (they don't have to be powered) rear headrests. Normally if you know how to adjust your mirrors, you wouldn't need a blind spot warning system. But on the Taurus, it is helpful because of the poor corner visibility through the rearview mirror.
I was able to find a comfortable driving position, but in my favorite spot, the top buttons of the center console were hard to reach because of the steep rake. As stylish as a swoopy center stack is, I think a steeper angle would have been better for me ergonomically.
SYNC worked well and the navigation system was good looking and easy to use. However, I don't think there is a way to customize the SYNC voice, which my $150 TomTom offers. SYNC also does offer a way to dictate outbound text messages or emails, which would be very useful. The Sony branded sound system sounded good to me.
Overall, I enjoyed driving the Limited. If I bought one, I would buy a cheaper variant (MSRP ~$38,000). If I needed a larger car, or wanted something with some heft, I would definitely consider a 2010 Taurus. Consider the competition: Chevrolet Impala? Ancient platform, mushy, rental-car queen. Toyota Avalon? A big bland mushy couch on wheels. Chrysler 300? Old product, rough interior, though RWD is a plus. Buick LaCrosse? Zzzzzzz.
Stuff I Liked:
I went to my local Ford dealer and test drove a shiny metallic white Limited, the top of the line. It had the Sony sound system, navigation, SYNC, push-button start, keyless entry, adaptive cruise control, and blind spot warning system.
The car is still quite large, but Ford did a good job making it look less huge. Instead of a large dome-on-a-box shape, the new Taurus looks more like a blunt wedge. The compromise here is that the interior head space is smaller than the old model, and the rearward visibility is not very good. Which may be one reason why they chose to add the blind spot warning and rear view camera as options. The trunk is still huge.
I like the re-style. It is distinctive without being outlandish (see Chrysler 300) or derivative (see Avalon). It is definitely not bland-but-functional like the Five Hundred was.
The driving experience was overall pretty good. The powertrain is smooth and quiet, and gives more than adequate power, though it is not a muscle car. Steering feel was excellent, with good on-center precision and crisp response for such a large car. The ride was somewhere in between family car soft and sports car hard, about right for that size of vehicle. I didn't feel like I was in a race car, but I did feel like I was well connected to the road.
The interior is very nice. Ford did a good job putting together an attractive interior without being too blingy (see: MKS). I was particularly impressed with the door panels, which look like they are actual stitched leather, but are in fact high fidelity moldings of stitched leather. I did feel that the center stack was a bit on the wide side, eating up some valuable driver space. There was liberal use of fake wood (which I am not a fan of), but the fake wood was good quality, and it looked a lot like actual wood.
I liked the implementation of keyless entry and start. You walk up to the car, and swipe the hidden door pillar keypad with your finger. The door unlocks. You get in, buckle in, press the brake pedal, and push the start button. The engine fires up and you go. Very quick and easy. The only issue I noticed with this is that I would personally have to re-train myself to lock the car by hitting the door button, since you don't need to hang on to the key fob.
Adaptive Cruise Control was fascinating to use, but had a few weaknesses. If the guy in front of you slams on his brakes, the system flashes a large row of red LEDs to warn you that you need to brake--apparently it is limited in how much braking it can command. Also, the system can not brake the car completely to a stop and then start rolling again, instead it disables itself if your speed drops too low (I tried). It was neat, but not worth the cost in my opinion.
My test drive car had the paddle shifters, which are pretty silly. I found myself fiddling with them because they were there, but I can't think of time when I actually would want to use them. A simple 'L' would be fine for most people, to allow engine braking down grades. I can't believe anyone is fooled into thinking the paddle shifters are "sporty". Message to Ford (and everyone else): If the car won't stall because you forgot to paddle shift, the paddle shifters aren't real.
Some annoyances: the foot-actuated parking/emergency brake was carried over from the Five Hundred as a pedal on the driver's left kick-panel. Ford should move the e-brake to the center console like most modern cars.
Another problem for me is the poor rearward visibility. Between the short rear window and intrusive rear head restraints, the rear view mirror has a poor field of view. Ford should have imitated Volvo and installed pivoting (they don't have to be powered) rear headrests. Normally if you know how to adjust your mirrors, you wouldn't need a blind spot warning system. But on the Taurus, it is helpful because of the poor corner visibility through the rearview mirror.
I was able to find a comfortable driving position, but in my favorite spot, the top buttons of the center console were hard to reach because of the steep rake. As stylish as a swoopy center stack is, I think a steeper angle would have been better for me ergonomically.
SYNC worked well and the navigation system was good looking and easy to use. However, I don't think there is a way to customize the SYNC voice, which my $150 TomTom offers. SYNC also does offer a way to dictate outbound text messages or emails, which would be very useful. The Sony branded sound system sounded good to me.
Overall, I enjoyed driving the Limited. If I bought one, I would buy a cheaper variant (MSRP ~$38,000). If I needed a larger car, or wanted something with some heft, I would definitely consider a 2010 Taurus. Consider the competition: Chevrolet Impala? Ancient platform, mushy, rental-car queen. Toyota Avalon? A big bland mushy couch on wheels. Chrysler 300? Old product, rough interior, though RWD is a plus. Buick LaCrosse? Zzzzzzz.
Stuff I Liked:
- Leather moldings
- Nice fake wood
- Huge trunk
- Steering feel and handling
- Cooled seats
- Seat comfort
- Sony sound system
- Keyless entry and start
- Capless fuel filler
- Park brake pedal
- Rear visibility, headrests
- Steep rake of center console makes reaching top buttons hard
- No speech-to-text messaging on SYNC
- Silly paddle shifters
Saturday, September 26, 2009
New Car: 2010 Fiat Panda
Inside, the instrument panel gets fresh graphics while there's also a new selection of upholstery colours.
Mechanically, improvements are limited to the 1.2 litre petrol engine that now has 69bhp, up from 60bhp and now emits 113g/km CO2, down from 133g/km (eco model emits 119g/km). This same engine is found in the Fiat 500 and Ford KA city-cars. The Panda 4x4 should also have lower CO2 emissions, compared to the 155g/km from the current model. In Europe, Panda buyers have a wide choice of petrol, diesel, natural gas and LPG engines with outputs ranging from 54bhp to 100bhp. Both manual and Dualogic semi-automatic transmissions will also be available. The UK will only get the 2 former engines.
The Panda was launched in September 2003. In the 6 years it has been in production, Fiat has sold more than 1.5 million units of the city-car.
Fuel economy & low taxation top precedence for car buyers (UK)
Fuel consumption and low tax are moving up the priority list for car buyers, according to a new report by British Car Auctions.
In the BCA's Used Car Market Report published this week motorists were asked what sort of car they would buy once the recession is over and the green shoots of recovery have really taken hold. Responses suggest that, even in a more optimistic economic climate, the majority of car owners are planning to remain prudent.
Although 19% of motorists intend to buy 'the same type of car' next time, a third of car buyers will be looking for 'better fuel consumption' and a fifth for 'lower road tax'. This move to save money is underlined by a wish list of 'lower CO2', 'lower maintenance costs' and a 'smaller car'- rounded off by driving a harder bargain on the 'part-exchange value'.
14% of respondents who previously brought new were considering buying a used car next time. Wealthier car buyers are more likely to focus on 'lower CO2' and 'lower depreciation' than others, while older car buyers will generally settle for the status quo when their next car change comes round.
BCA's Tim Naylor said: 'The combination of the recession and high fuel prices has made motorists become a little 'greener' in their outlook. It seems the issues of better fuel consumption, lower CO2 emissions and more affordable road tax will come to the fore when deciding what car to buy next.'
'Only 22% said they were influenced by the test drive. Despite the fact that this is a significant financial outlay, it seems that car buyers act on their heart rather than their head much of the time. And that can end up with some expensive decisions!'
Friday, September 25, 2009
The UAW/CAW Car List
The UAW and CAW have released a list of vehicles which they endorse, because they are assembled by unionized plants in North America. There are some "Big 3" vehicles which are notably missing because they are assembled in Mexico, such as the Chevrolet HHR. Others have an * because some variants are built in Mexico while others are built in US or Canadian union plants, such as the GM pickups.
There are some "foreign" cars which are UAW kosher:
There are some "foreign" cars which are UAW kosher:
- Mazda6 (Flat Rock, MI, along with Mustang)
- Mazda Tribute (Kansas City, along with Escape)
- Mitsubishi Eclipse (MMNA Normal, IL)
- Mitsubishi Galant (MMNA Normal, IL)
- Mitsubishi Endeavor (MMNA Normal, IL)
- Toyota Corolla/Matrix (NUMMI, but not for long)
- Toyota Tacoma (NUMMI)
- VW Routan (Windsor, with Chrysler vans)
- Chevrolet HHR
- Chevrolet Avalanche
- Chrysler PT Cruiser
- Ford Fusion/Lincoln MKZ
- Saturn Vue
Wednesday, September 23, 2009
Software architecture book reviews
Some comments on textbooks on software architecture:
As a student text I think the main strengths is it's treatment of terminology and concepts, which also makes it useful as a reference.
A potential problem with this text is that the examples are vey high level. You need experience based in actual programming projects to see the connection between the examples in the book and actual implementations. It is also comparably weak in teaching how to design a top-level desing as part of an architecture. I would say this book is suitable for students at the end of their education.
A Software Architecture Primer is targeted directly to a student audience. I would say it is better if the knowledge in an architecture course should be used in later courses, e.g. a larger project course with co-operating teams, since it is more pragmatic and hands-on in defining a top-level design. Likewise I would guess it could suit a professinal who wants to start creating "simple architectures".
The Process of Software Architecting is the best (and may be the only one) that actually defines the process elements and tasks of architecting and how they would fit in a larger software development process. I would say this book is the best one for the professional architect that wants to more formally define or improve what they do; what inputs to use, what tasks to perform and what should be delivered. It may be suitable for students, but the process focus may make it harder to relate to, e.g. it would give very little help as a preparation for a student project course.
I like all three books and they all have their (different) purpose. Which book to get depends on who you are and what you intend to do or to learn. For a student in the first course on architecture I would suggest the Primer. As a S/W professional who wants to understand what an architect is talking about and why, go with SAiP. For a working architect who wants inspiration for improvement, go with the Process book.
Background: I got the opportunity to take a sabbatical semester from Volvo to teach an undergraduate course on software architecture and design of complex systems at the IT University in 2006. For various reasons I redesigned the entire course from scratch, with a few constraints; the teaching methodology should be a light version of problem-based learning (PBL) already established at the IT University, and the course book was already ordered by the university bookstore "Software Architecture in Practice" by Bass, Clements and Kazman.
I had no real problem with the choice of textbook, and it suited my intended course content quite well. I also thought the PBL methodology fitted very well with the topic of software archtiecture after the course.
I think the course was a success, it received praise form the students as one of the most interesting courses they had taken during their program, and I was very satisifed with the level of knowledge the students showed on the final exam.
- Software Architecture in Practice by Bass, Clements and Kazman
- A Software Architecture Primer by Reekie and McAdam
- The Process of Software Architecting by Eeles and Cripps
As a student text I think the main strengths is it's treatment of terminology and concepts, which also makes it useful as a reference.
A potential problem with this text is that the examples are vey high level. You need experience based in actual programming projects to see the connection between the examples in the book and actual implementations. It is also comparably weak in teaching how to design a top-level desing as part of an architecture. I would say this book is suitable for students at the end of their education.
A Software Architecture Primer is targeted directly to a student audience. I would say it is better if the knowledge in an architecture course should be used in later courses, e.g. a larger project course with co-operating teams, since it is more pragmatic and hands-on in defining a top-level design. Likewise I would guess it could suit a professinal who wants to start creating "simple architectures".
The Process of Software Architecting is the best (and may be the only one) that actually defines the process elements and tasks of architecting and how they would fit in a larger software development process. I would say this book is the best one for the professional architect that wants to more formally define or improve what they do; what inputs to use, what tasks to perform and what should be delivered. It may be suitable for students, but the process focus may make it harder to relate to, e.g. it would give very little help as a preparation for a student project course.
I like all three books and they all have their (different) purpose. Which book to get depends on who you are and what you intend to do or to learn. For a student in the first course on architecture I would suggest the Primer. As a S/W professional who wants to understand what an architect is talking about and why, go with SAiP. For a working architect who wants inspiration for improvement, go with the Process book.
Background: I got the opportunity to take a sabbatical semester from Volvo to teach an undergraduate course on software architecture and design of complex systems at the IT University in 2006. For various reasons I redesigned the entire course from scratch, with a few constraints; the teaching methodology should be a light version of problem-based learning (PBL) already established at the IT University, and the course book was already ordered by the university bookstore "Software Architecture in Practice" by Bass, Clements and Kazman.
I had no real problem with the choice of textbook, and it suited my intended course content quite well. I also thought the PBL methodology fitted very well with the topic of software archtiecture after the course.
I think the course was a success, it received praise form the students as one of the most interesting courses they had taken during their program, and I was very satisifed with the level of knowledge the students showed on the final exam.
Monday, September 21, 2009
Keep Your Car Clean With These Tips ||| NEW !
After purchasing a new car, most of us start out with a strong resolve to keep it clean. All sorts of promises are made, from not eating in the car, to never leaving jackets or other items in the back seat. There may even be promises of washing and vacuuming the car every weekend.
While most of us tend to relax our cleaning efforts after a few months, it does not mean our cars cannot look great, even as they age. There are a number of ways to keep a car clean that requires little to no effort. If you want to make your car look great and feel clean, here are some suggestions to consider.
One of the most common cleaning issues with vehicles is that sometimes allow miscellaneous items to pile up in the back seat. Jackets, books, homework folders, old clothes, and other items settle into the back seat and seem to take up space. All too often, these items can remain in the car for days or even weeks.
To eliminate the clutter, impose a twenty-four hour rule: any spare item that goes into the car must come out of the car within twenty-four hours. This is a great method because it helps keep your car clean from unnecessary clutter.
Trash is almost as much of an issue as clutter. To deal with this issue, always keep a small garbage bag tucked into the glove compartment or the pocket on the back of the seats. Use the bag to gather up any fast food containers, candy wrappers, or other discarded junk from the interior of the car, and then toss the bag into a nearby trash receptacle. This is something that should be done at least once per week. This allows you to keep the interior of your car trash free.
Households with kids know that taking food along on any road trip is necessary. However, eating while the car is in motion can be messy. To protect the upholstery, use spill-proof cups and simple plastic holders for finger foods. Many of these food holders have flexible bands across the mouth of the device, making it easy for your kids to reach in and grab whichever snack is available. If the holder is dropped, the bands keep the snacks from falling onto the seats or floorboard carpeting. While they cost a little more, these devices make it much easier to keep the upholstery in good condition.
Adults, of course, can also spill liquids in the car. For this reason, always use insulated cups that are equipped with lids for beverages such as coffee, tea, or colas. It is just as easy to enjoy your drink, but if the container does fall to the floor, only a small amount of liquid may spill onto the carpeting. This can make it much faster to clean if something happens to spill.
Many people do not realize how many surfaces they touch while in a vehicle. If your hands are greasy or dirty, some of the dirt and grime may be left behind each time you rub against the upholstery, touch the dashboard, or handle the steering wheel. To keep the accumulation of grime to a minimum, always keep hand wipes in the glove compartment. A quick cleanup after grabbing a burger at a drive-through can save you a lot of time later on, since you should not have to remove the grease.
Resealable bags are a great way to deal with all sorts of situations. Large bags can be used to keep wet clothing or muddy shoes from coming in contact with the upholstery or carpeting. Small bags are ideal for carrying along a moistened washcloth for cleaning an infant’s face and hands after a snack. Keep a few of these bags tucked into the glove compartment in case there is an emergency.
Even under the best of circumstances, some stains are bound to develop on the upholstery. Often, non-gel toothpaste can come in handy. For stains like ketchup or lipstick, quickly apply a little of the toothpaste to the stain, then rub gently with a wet cloth.
One final way to keep your car clean and fresh is to invest in a good quality hand-held vacuum. This device can be used to remove crumbs from the interior, thus eliminating the chance of oil stains while also keeping the area fresh and inviting. Remember to charge the battery on the vacuum now and then; this ensures the device is ready when you need it.
When cleaning your car, remember to avoid anything that can cause a spill or make a mess on your carpeting or upholstery. Although that is easier said than done, you should take precautionary measures to ensure the car stays clean. Cleaning the car often is a great first step to keep the car looking great. If your kids like to eat during road trips, be sure to seal the food and drinks in a container that makes it difficult to spill. Hand wipes also help significantly because they allow you to clean your hands before touching the upholstery.
While most of us tend to relax our cleaning efforts after a few months, it does not mean our cars cannot look great, even as they age. There are a number of ways to keep a car clean that requires little to no effort. If you want to make your car look great and feel clean, here are some suggestions to consider.
One of the most common cleaning issues with vehicles is that sometimes allow miscellaneous items to pile up in the back seat. Jackets, books, homework folders, old clothes, and other items settle into the back seat and seem to take up space. All too often, these items can remain in the car for days or even weeks.
To eliminate the clutter, impose a twenty-four hour rule: any spare item that goes into the car must come out of the car within twenty-four hours. This is a great method because it helps keep your car clean from unnecessary clutter.
Trash is almost as much of an issue as clutter. To deal with this issue, always keep a small garbage bag tucked into the glove compartment or the pocket on the back of the seats. Use the bag to gather up any fast food containers, candy wrappers, or other discarded junk from the interior of the car, and then toss the bag into a nearby trash receptacle. This is something that should be done at least once per week. This allows you to keep the interior of your car trash free.
Households with kids know that taking food along on any road trip is necessary. However, eating while the car is in motion can be messy. To protect the upholstery, use spill-proof cups and simple plastic holders for finger foods. Many of these food holders have flexible bands across the mouth of the device, making it easy for your kids to reach in and grab whichever snack is available. If the holder is dropped, the bands keep the snacks from falling onto the seats or floorboard carpeting. While they cost a little more, these devices make it much easier to keep the upholstery in good condition.
Adults, of course, can also spill liquids in the car. For this reason, always use insulated cups that are equipped with lids for beverages such as coffee, tea, or colas. It is just as easy to enjoy your drink, but if the container does fall to the floor, only a small amount of liquid may spill onto the carpeting. This can make it much faster to clean if something happens to spill.
Many people do not realize how many surfaces they touch while in a vehicle. If your hands are greasy or dirty, some of the dirt and grime may be left behind each time you rub against the upholstery, touch the dashboard, or handle the steering wheel. To keep the accumulation of grime to a minimum, always keep hand wipes in the glove compartment. A quick cleanup after grabbing a burger at a drive-through can save you a lot of time later on, since you should not have to remove the grease.
Resealable bags are a great way to deal with all sorts of situations. Large bags can be used to keep wet clothing or muddy shoes from coming in contact with the upholstery or carpeting. Small bags are ideal for carrying along a moistened washcloth for cleaning an infant’s face and hands after a snack. Keep a few of these bags tucked into the glove compartment in case there is an emergency.
Even under the best of circumstances, some stains are bound to develop on the upholstery. Often, non-gel toothpaste can come in handy. For stains like ketchup or lipstick, quickly apply a little of the toothpaste to the stain, then rub gently with a wet cloth.
One final way to keep your car clean and fresh is to invest in a good quality hand-held vacuum. This device can be used to remove crumbs from the interior, thus eliminating the chance of oil stains while also keeping the area fresh and inviting. Remember to charge the battery on the vacuum now and then; this ensures the device is ready when you need it.
When cleaning your car, remember to avoid anything that can cause a spill or make a mess on your carpeting or upholstery. Although that is easier said than done, you should take precautionary measures to ensure the car stays clean. Cleaning the car often is a great first step to keep the car looking great. If your kids like to eat during road trips, be sure to seal the food and drinks in a container that makes it difficult to spill. Hand wipes also help significantly because they allow you to clean your hands before touching the upholstery.
Fiat reaches 130g/km CO2 limit 6 years early (EU)
It has achieved this figure partly due to the success of its LPG-powered vehicles, of which it has sold 65,000 units across Europe so far this year. The average CO2 emissions of these cars was 115.8g/km. Lorenzo Sistino, CEO of Fiat Automobiles, said: "Improving the environment is not a goal for the future, but something we can do right away.
"New engines are being introduced – like the innovative Multiair technology on petrol engines, making them capable of guaranteeing up to 10% lower CO2 emissions and the new generation of common-rail Multijet diesel engines that will make their debut on the Punto Evo and that will be gradually adopted on all of our group’s cars."
Europe's top ten manufacturers for low CO2 emissions:
1. Fiat - 129.1 g/km
2. Toyota - 132.9 g/km
3. Peugeot 134.5 g/km
4. Citroen - 138.1 g/km
5. Renault - 138.9 g/km
6. Ford - 140.4 g/km
7. Vauxhall/Opel - 149.5 g/km
8. VW - 152.5 g/km
9. Audi - 162.6 g/km
10. Mercedes - 178.8 g/km
Chevrolet Cruze gets new diesel engine (UK)
Available in 2 specifications, in entry-level S trim, the Cruze gets air conditioning, electronic stability control (ESC), CD player, front electric windows, central locking and electrically adjustable & heated door mirrors.
The higher-spec LS gets 16 inch alloy wheels, chrome front grille surround, rear parking sensors, steering wheel mounted audio controls and leather steering wheel & gearknob.
The Cruze starts from £13,745 in S trim and rises to £14,345 in LS trim. It is on sale now.
Mazda2 confirmed for Stateside (U.S/CA)
Jim O'Sullivan, president and CEO of Mazda North American Operations, told a dealer at a meeting: "We've been studying the market to make sure we can make a business case for it across North America. As consumers' tastes and attitudes toward small vehicles have changed, we now believe strongly there is a place in our lineup for a car below our current least-expensive car, the Mazda3." He said the Mazda2 will be "stylish, fun to drive and a heck of a value."
Final North American specs will be released at the 2009 Los Angeles motorshow. It's likely that the 5dr hatchback and 4dr sedan will be available. UK specification cars get electrically adjustable, heated & folding door mirrors, front & rear electric windows, halogen headlamps, front fog lights, body colour bumpers, door handles & mirrors, alloy wheels, cruise control w/ steering wheel mounted audio controls, 6 speakers, height adjustable leather steering wheel, height adjustable drivers seat and 6 airbags with ESP. We can expect U.S cars to have similar spec, if not, more. The Mazda2, which shares its B-Segment architecture with the Ford Fiesta, was named 2008 World Car Of The Year.
Press Release:
PALM SPRINGS, Calif. - Mazda North American Operations' president and CEO, Jim O'Sullivan, confirmed today during a meeting of the company's top dealers that the MAZDA2 subcompact, or B-Car classification, car will be sold in the U.S. beginning in late 2010. It was previously announced that the car also will be sold in Canada, beginning at about the same time.
"You've asked us for it for a while now, and we've been studying the market to make sure we can make a business case for it across North America," O'Sullivan told the assembled dealers. "As consumers' tastes and attitudes toward small vehicles have changed, we now believe strongly there is a place in our lineup for a car below our current least-expensive car, the MAZDA3. MAZDA2 will be true to everything that makes our cars stand apart from the competition: it will be stylish, fun-to-drive and a heck of a value. In short, it will be Zoom-Zoom."
No further details were released at the meeting, other than notice that the final North American-specification MAZDA2 will be unveiled to media and the public at the 2009 Los Angeles Auto Show. Further information on specifications, content, pricing and on-sale timing will be provided closer to launch.
MAZDA2 has been a sales and media success in markets around the world, winning more than 50 awards and being named Car of the Year in more than 20 separate countries. Additionally, MAZDA2 was named the 2008 World Car of the Year, besting all other new cars around the world.
Celebrating its 40th Anniversary in the United States in 2010, Mazda North American Operations is headquartered in Irvine, Calif. and oversees the sales, marketing, parts and customer service support of Mazda vehicles in the United States, Canada and Mexico through nearly 900 dealers. Operations in Canada are managed by Mazda Canada, Inc., located in Ontario; and in Mexico by Mazda Motor de Mexico in Mexico City.
Scrappage scheme set to extended (UK)
With growing pressure from automotive magazines, comsumers and journalists, The UK’s scrappage incentive scheme could be extended to the end of February 2010. The car makers' trade body, the SMMT, has met business secretary Lord Mandelson to submit a formal application for an extension, following an endorsement from motor manufacturers.
“Consumer confidence is still weak and recovery remains extremely fragile,” said SMMT chief executive Paul Everitt. “Avoiding a relapse in demand is critical to the UK economy and an extension to the scrappage incentive scheme, which has already proven its credentials as a cost-effective support mechanism, will ensure a more stable outlook for vehicle demand.”
The £300m of Government money alloted to keep the scheme afloat until next March is set to run out this October - five months early. An extension of the scheme would cost an estimated £250m extra of Government money, although additional VAT payments would offset this.
Lord Mandelson is believed to be willing to listen the industry's request because of the success of the current scheme, although a spokeswoman for the Department for Business, Enterprise & Regulatory Reform said there are "currently no plans to extend the scheme".
The car industry is lobbying hard for the scheme's extension because it is concerned that next January's VAT rise will otherwise knock sales. Under the UK car scrappage scheme a £2,000 incentive is paid to motorists who scrap cars registered before 31 August 1999 to buy a new car. The Government contributes £1,000 and the remaining amount comes from the dealers and manufacturers.
Manufacturers have warned against the sudden removal of scrappage. John Fleming, chairman of Ford Europe, told the BBC: “We've been very happy and very grateful that Governments, particularly Germany and the UK, have put scrappage schemes into place.
“We're worried that it's going to stop very abruptly. So what we'd like to see is it extended for a period of time.”
Tadashi Arashima, president of Toyota Europe, said: “We need some help until the first half of 2010.” Carlos Ghosn, Renault chief executive, said that winding down the scrappage schemes gradually was the "best way".
"Some countries are going to stop it brutally,” said Ghosn. "In these cases, it may be a bit bumpy." The German scrappage scheme, which has been the most successful so far, ended earlier this month, but a similar scheme in France has been extended.
A Hyundai spokesman said the company supported an extension of scrappage, warning against stopping the scheme suddenly. "If the tap is turned off there are manufacturers and dealers who will find that very hard."
Scrappage scheme facts to date:
Over 100,000 new vehicles have been registered under the scrappage scheme with an order book of a further 100,000 suggesting the scheme will run out of funding in late October/early November.
One fifth of the cars registered were either built in the UK or have an engine produced here.
The scrappage scheme is largely self-funding, with the 15% VAT paid on a car bought for £7,650 covering the £1,000 Government contribution.
76% of cars bought under the scrappage are superminis.
Ford, whose engine plants in Bridgend and Dagenham employ 4,000 people, has introduced extra shifts triggered by the increase in demand from European scrappage schemes. August output was up 36.5% at Dagenham and 18.3% at Bridgend compared with 2008. Ford estimates that this has resulted in a positive knock-on effect for around 100,000 of their UK jobs in the sales, distribution and supply chain.
Nissan has said that production of the UK-built Micra and Note has increased by an additional 33,000 units due to scrappage.
In August and September, Toyota cancelled workshare to fulfil orders created by the UK and European scrappage schemes. Toyota plans to return to the workshare arrangements in October.
Friday, September 18, 2009
GMC Terrain Reaction
The other day, I had a chance to take a close look at a GMC Terrain which was probably a GM employee drive-home, or perhaps a press fleet car, which I spotted around the Troy area.
Photo courtesy of Edmunds
I can't say I was too excited about the styling. While it is certainly not bland, it has a very brutal style to it, with the very large trapezoidal grille and exaggerated flared fenders. It was the fenders that bothered me the most, they seemed cartoonish, and reminded me of the many non-functional embellishments of the Hummer brand, such as the non-functional inflater hubs on the wheels. The fenders look more inflated than tough, and a tough look doesn't work well for the Terrain anyway because it is not much of an off-road vehicle.
To me, it is just too far towards ugly to consider buying one.
Edmunds has a nice photo gallery of the Terrain here:
Photo courtesy of EdmundsTo me, it is just too far towards ugly to consider buying one.
Edmunds has a nice photo gallery of the Terrain here:
Motorshow: 2009 IAA Frankfurt Motorshow
The new C3 is Citroen’s contender in the mainstream supermini market. Distinctive styling is a major part of its appeal, but the C3 is attractively green, too. The cleanest C3 will have a 90bhp 1.6 litre diesel engine and CO2 emissions of just 99g/km when it goes on sale early next year, but Citroen plans to add further models that emit just 95 and 90g/km during 2010.
Engines with start-stop systems and automated manual gearboxes will be fitted throughout the range, and Citroen has worked hard to ensure that the new car is no bulkier or heavier than the one it replaces, despite providing more space and equipment.
'We introduced a penalty system on our suppliers if they didn't reach our weight targets,' a Citroen spokesman said.
The initial C3 engine line-up will be 1.1, 1.4 and 1.6 litre petrol engines and 1.4 and 1.6 litre turbo-diesels, delivering between 70bhp and 120bhp, but the 1.1 litre unit will have 'a short life', according to a Citroen spokesman. New low CO2 emitting 1.0 and 1.2 litre petrol engines are coming as well, which will help make Citroen's emissions targets of 95- and 90g/km feasible.
As with the present C3, only five-door models will be available. If you want a three-door, take a look at the DS3 on the stand. There is a new rear suspension system for both, mounted on subframes to isolate road noise.
Citroen says it designed the C3 with the principle that 'customers no longer talk about the distances they cover, but the amount of time they spend in the car'.
'Customers were changing even before the financial crisis started. Superminis were becoming the first choice for many. We had to put right the weaknesses of today's C3. Anyway, as a company, we are too attached to innovation to copy and paste the current car.'
There has been a big push to improve quality and style, and to make the cabin roomier, more airy and sophisticated. The trim materials and design give the new car far more class than the current model and thinner seat and dashboard structures improve space, while allowing the car to remain less than four metres long. A 'zenith' windscreen which stretches back over the roof is a distinctive design element. It lets more light into the cabin, but also shields it from heat.
Citroen says it will use the Ford Fiesta as a pricing benchmark, which would suggest a starting price of a little under £10,000. The new C3 will go on sale in the UK in Spring 2010.
Picture galleries can be seen here, here and here.
Via AutoBild
Thursday, September 17, 2009
IIHS At 50: 1959 Bel Aire Vs. 2009 Malibu
We've come a looong way since 1959 with auto safety.
This shocking video shows what happens when a 1959 Bel Aire crashes into a 2009 Malibu at 40mph, offset. The Bel Aire weighs about 400lbs more than the Malibu, but it gets seriously destroyed.
This shocking video shows what happens when a 1959 Bel Aire crashes into a 2009 Malibu at 40mph, offset. The Bel Aire weighs about 400lbs more than the Malibu, but it gets seriously destroyed.
Wednesday, September 16, 2009
Presentation on the Joint Working IEEE/IFIP Conference on Software Architecture & European Conference on Software Architecture
Here are the slides I used at my presentation at the Joint Working IEEE/IFIP Conference on Software Architecture & European Conference on Software Architecture in Cambridge 2009.
The presentation went well, but the questions showed that the audience was more interested in how the organisation perceived the role of it's own software architecture rather than the methodology and scientific conclusions. And the role of architecture was one thing that was not possible to generalise to other organisations...
The presentation went well, but the questions showed that the audience was more interested in how the organisation perceived the role of it's own software architecture rather than the methodology and scientific conclusions. And the role of architecture was one thing that was not possible to generalise to other organisations...
Tuesday, September 15, 2009
Volkswagen 1-litre concept one step closer
News arrives via AutoBlogGreen that Volkswagen's 1-litre concept is still under development and nearing production reality.
The concept, now being named the L1, will be on display at the upcoming Frankfurt Motor Show and Volkswagen have released more details about the car and the engine that will be powering it in a press release that you can read in full on ABG's page.
The 1L has a 0.8 litre TDI developed from Volkswagen's new 1.6 TDI that makes its debut in the new Golf and Passat BlueMotion. Along with automatic stop-start, a 0.195 coefficient of drag and thanks to an all-in weight of only 380kg, the 1L is claimed to sip one US gallon of fuel every 170 miles, or 204mpg imperial (and only 36 grammes per kilometer of CO2). This works out at a little over the original 1l/100km that Volkswagen claimed, though I'm sure owners wouldn't complain as the eventual figure is still only 1.38 litres per 100km. Thanks to the light weight and slippery shape, the 1L also manages 100mph.
Volkswagen are now giving the car a tentative 2013 release date. Should give you time to save up...
(Image credits: Volkswagen)
The concept, now being named the L1, will be on display at the upcoming Frankfurt Motor Show and Volkswagen have released more details about the car and the engine that will be powering it in a press release that you can read in full on ABG's page.The 1L has a 0.8 litre TDI developed from Volkswagen's new 1.6 TDI that makes its debut in the new Golf and Passat BlueMotion. Along with automatic stop-start, a 0.195 coefficient of drag and thanks to an all-in weight of only 380kg, the 1L is claimed to sip one US gallon of fuel every 170 miles, or 204mpg imperial (and only 36 grammes per kilometer of CO2). This works out at a little over the original 1l/100km that Volkswagen claimed, though I'm sure owners wouldn't complain as the eventual figure is still only 1.38 litres per 100km. Thanks to the light weight and slippery shape, the 1L also manages 100mph.
Volkswagen are now giving the car a tentative 2013 release date. Should give you time to save up...(Image credits: Volkswagen)Monday, September 14, 2009
Equinox Vs Escape Math
In his recent web chat, GM's Bob Lutz stated that the 2010 Chevrolet Equinox "trounces" the Ford Escape Hybrid. I'll ride to the defense of the Escape Hybrid against the onslaught of Mr. Lutz.
Let's compare EPA mpg and carbon footprint calculations:
Equinox FWD 2.4L 22/32 mpg (city/hwy) 7.1 tons/year CO2
Equinox AWD 2.4L 20/29 mpg 8.0 t/yr CO2
Escape Hybrid FWD 34/31mpg 5.7 t/yr CO2
Escape Hybrid AWD 30/27mpg 6.3 t/yr CO2
Saturn Vue Hybrid 25/32 mpg 6.6 t/yr CO2
So Equinox "trounces" the hybrid Escape because it beats it on highway fuel economy by a whopping 1-2mpg? And it doesn't even trounce the Saturn Vue Greenline, soon to be killed off.
Where the Equinox does beat the Escape is in acceleration:
Equinox FWD 2.4L 8.7s (GM claim)
Escape Hybrid FWD 9.5+ s (Edmunds)
Which is impressive, considering that the Equinox weights about 100lbs more than the Escape, 3761 vs. 3669 lbs.
Lutz "Best Car" Chat
Bob Lutz had a web chat on the topic of the new GM "return it if you don't like it" marketing campaign, "May The Best Car Win". A few things that I noticed (my creative interpretation in red):
We'll build in China and import to the U.S. if we have to.
The Equinox trounces the Escape HEV? Sort of, but not always. The EPA numbers for Equinox FWD are 22/32 City/Highway , AWD are 20/29. Escape Hybrid is FWD is 34/31, AWD is 29/27. So Equinox "trounces" Escape Hybrid on the highway, but not city or combined.
15:00[Comment From Matteo Ronzoni ]Hi Bob! I realy liked gm latest ad w/ whitacre but I'm not sure if the May the best car win can apply to the chevy aveo...when is the replacement due?15:01Bob Lutz: You'll notice that the Chevy Aveo, sound little car that it is, is not featured in the ads. Its replacement is on the way, and it's going to be sensational, done by an international product development team. Obviously, we're not revealing exact launch timing.
Yeah, you got me there. Aveo sucks.
15:01[Comment From Aldo ]Hi Mr. Lutz: Do you think it's going to be difficult to effectively market both Buick and Cadillac to upscale crowds if Cadillac continues to blurry brand identity by having more front wheel drive vehicles, just like Buick?15:03Bob Lutz: We don't think so. Cadillac will be much more tuned, chassis-wise, to take on the German marqes, while Buick will be aimed at Lexus. Both brands will have AWD offerings, so the question of rear- vs front- will be moot.
Cadillac = FWD Mercedes, Buick = Lincoln
15:06Lutz is admitting that most of Saturn, Pontiac and Hummer customers are lost to GM. This is interesting (and bad news for GM).
[Comment From Herb Shuldiner ]
What percent of Saturn, Pontiac and Hummer customers do you think GM will retain, or do you concede they will be lost to domestic and import competitors.
15:06
Bob Lutz: The goal is all of them but that's obviously not realistic. If we could keep 50% or more we would declare victory.
15:24[Comment From Ed ]What is GM doing to appeal to a youth culture. Example: The 2004-06 GTO was, for all intensive purposes a failure in a marketing sense. Yet, now that they're available in a youth price range (sub 20k) they've started to explode in re-sale. Will GM be doing anything to appeal to the sub $20k muscle car market? Like it did in the good ole days.15:26Bob Lutz: The only reason for the GTO's lack of sales was a serious rise in the Australian dollar that caused us to have to price it over $30K, as opposed to our original intent of mid-$20s. Regardless of all the negative media coverage at the time, it was and is a great and rewarding car to drive, and the owners have a legitimate and wonderful piece of muscle car history. That is apt not to be repeated due to new fuel economy regulations which will drastically inhibit the production of large-engined high horsepower cars.
The end of cheap high-output engines is nigh.
15:35[Comment From Sorgenfreillc.com ]Mr. Lutz, looking 5 years out, how concerned are you about the Chinese manufacturers entering the U.S. market?15:35Bob Lutz: Not as concerned as i was about the Japanese and Koreans, because unlike those situations, we participate fully in the Chinese automotive industry. If Chinese imports to the US dominate, we will be able to participate in that.
15:38[Comment From Sheth ]what can we expect to see in terms of print ads going forward? Will other products have comparison charts like Equinox ads?15:39Bob Lutz: Equinox will probably wind up being compared to Honda CR-V and Toyota RAV4 as well as the Ford Escape hybrid, all of which Equinox trounces roundly. And yes, other products will have comparisons.
Aptera Wants It Both Ways
In order to be able to build and sell a super-efficient vehicle legally, Aptera takes advantage of the federal motor vehicle regulations which consider their 3 wheeled vehicle to be a type of motorcycle, rather than an automobile. This means that the Aptera does not have to meet numerous FMVSS regulations, such as front and side impact standards or bumper requirements.
Now, Aptera also wants to get in on the Department of Energy loans that competitors Tesla and Nissan (Leaf) are taking advantage of. Problem is, the DOE program is explicitly for "automobiles", not "motorcycles".
The WSJ has a nice video on this subject:
Congressman Brian Billbray of California has proposed legislation which would extend DOE consideration to any enclosed passenger vehicle, removing the requirement for 4 wheels.
In my opinion, Aptera should fund their enviro-trike themselves, and not demand public funds, or they should be ready to pass the same stringent requirements that all their four wheeled competitors must pass. Otherwise, it is not a fair table. if GM knew that tricycles are acceptable, they may have developed one from the very beginning.
Now, Aptera also wants to get in on the Department of Energy loans that competitors Tesla and Nissan (Leaf) are taking advantage of. Problem is, the DOE program is explicitly for "automobiles", not "motorcycles".
The WSJ has a nice video on this subject:
Congressman Brian Billbray of California has proposed legislation which would extend DOE consideration to any enclosed passenger vehicle, removing the requirement for 4 wheels.
In my opinion, Aptera should fund their enviro-trike themselves, and not demand public funds, or they should be ready to pass the same stringent requirements that all their four wheeled competitors must pass. Otherwise, it is not a fair table. if GM knew that tricycles are acceptable, they may have developed one from the very beginning.
Sunday, September 13, 2009
Hyundai Genesis, Genesis Coupe and Equus under European consideration (EU)
Hyundai is putting its Genesis Coupe through the final stages of technical evaluation before deciding whether to put it into production for the European markets.
The rear-wheel drive coupe has long been awaited for a European launch but a final decision has yet to be taken. The mid-sized Genesis and large Equus sedans are also under consideration for a UK launch.
European vice president Allan Rushforth said: “The final stages of testing are currently being undertaken on the Genesis Coupe. We will be making a final decision on whether to launch it in Europe within the next month.”
Rushforth is keen for the Genesis Coupe to be properly suited to European driving tastes and, in particular, the UK’s.
“If you want to get noticed with a new product in Europe, the best way to do this is in the UK,” he said. “If the Genesis Coupe goes get launched then it would be left-hand drive markets getting it first, but never say never to a UK launch. There would be a big market for it over here.”
Rushforth said Hyundai is yet to test its cars on UK roads but this would change if more specialist vehicles such as the Genesis Coupe, Genesis saloon and Equus were launched.
“Hyundai recognises that it is important to set up a car properly for UK roads due to their general bad quality,” he said.
“I’m not worried about this for the i models as they are pretty durable but when you are talking more specialised rear-drive models such as the Genesis Coupe, then you have to pay close attention to ride and handling. UK buyers like big wheels and firm suspension, two factors which affect ride quality.
“Our technical team would make sure any specialist model would ride properly on UK roads.”
Rushforth said if the Genesis Coupe were given the go-ahead, it would potentially go into production by September 2010. After a decision is made on it, then the attention will turn to the Equus and Genesis saloon, which are at a less advanced stage of technical evaluation.
One Hyundai source said the case for a Genesis Coupe launch in the UK could be made stronger by similar demand for the car in Australia. Both are right-hand drive markets.
“Whereas Europe would get the 4 pot 2.0 litre petrol engine, Australia and the UK would be more interested in the 3.8 litre V6 petrol which suddenly gives the Genesis Coupe more of a market case,” said the source. However, Hyundai's current coupe, the Coupe III was sold with a 2.7 litre V6 engine which got axed earlier this year.
Lotus could be used to fine-tune the three car’s ride and handling should a European or UK launch be confirmed. Hyundai will also launch a replacement for the Coupe III, primarily for the European market.
New Car: 2010 Citroen C-Crosser/Peugeot 4007
The new six-speed gearbox has been mated to the revised 154bhp 2.2-litre diesel engine, and is available at the VTR+ and Exclusive trim levels.
The gearbox can be used as a manual and automatic, with paddle-shifts located behind the steering wheel. Drivers can select a 'Sport' mode to speed up changes.
The automatic version averages 38.7mpg and emits 192g/km of CO2, while the manual does 40.4mpg and emits 185g/km.
The interior modifications include an updated dashboard with new chrome inserts and vents, while automatic wipers are now standard across the range. Bluetooth connectivity will also be standard on Exclusive trim models.
Peugeot has added a six-speed dual clutch semi-automatic gearbox to its 4007 SUV. In the Peugeot 4007 DCS, it will be mated to a 156bhp 2.2 litre diesel engine, with combined fuel consumption of 38.7mpg and CO2 emissions 192g/km.
With the dual clutch system the 4007 DCS can be operated as an auto’ or manually with gear shifts delivered via steering wheel mounted paddle shifters.
The new semi-automatic gearbox is available on the seven seat SE and GT versions of the 4007, which will be distinguished from manual models by new rear twin exhausts. Inside revisions are also being made across the 4007 range including a new LCD screen and changes to the trim around the instruments.
Prices aren't changing, so expect to pay £23,345 for both SUV's.
Peugeot RCZ pricing announced (UK)
Peugeot has revealed the price of its new RCZ coupe. Prices start from £19,900 for the base 1.6 litre THP manual 156 model and rise to £24,000 for the flagship 2.0 HDi 163 manual. Entry-level features include 18" alloy wheels, front sports seats, dual zone air-conditioning, rear parking sensors, four airbags, alarm w/ immobiliser, double bubble rear windscreen, ESP, EBFD, EBA, ABS, rear spoiler and twin sports exhaust.
The second trim level will adds leather seats w/ heated function, front parking sensors, auto-tilting door mirrors (when in reverse), floor mats, automatic lights, follow-me-home lighting, automatic windscreen wipers, 19" wheels.
A range of options will be available, like re-styled 19" wheels, a carbon roof panel, sat-nav, xenon headlamps, black roof arches and a JBL hi-fi pack.
The full price list is as follows:
Trim level 1 -
1.6 litre THP 156 Manual - £19,900
1.6 litre THP 156 Automatic - £21,000
2.0 HDi 163 Manual - £21,700
Trim level 2 -
1.6 litre THP 156 Manual - £22,200
1.6 litre THP 156 Automatic - £23,300
1.6 litre THP 200 Manual - £24,500
2.0 litre HDi 163 Manual - £24,000
Expect the production RCZ to include similar features to the concept – a 1.6-litre turbocharged engine from the 207 GTi and a six-speed gearbox. This shoots the RCZ from 0-62mph in 7.1 seconds and on to a top speed of 146mph. Despite its power, this engine can also manage an average fuel economy of 42.2mpg. Its CO2 emissions are estimated at 160g/km, placing the car into tax band G at £150 per year. Peugeot describes the RCZ as “an exclusive vehicle which is full of emotion and aimed at enthusiasts.”
A spokesperson said the production RCZ could be heavier than the concept 308. This is because concept cars don’t usually include many of the road-going features such as sound-proofing and interior styling.
The RCZ is Peugeot’s first car not to use a zero or double-zero in its name. Peugeot say this “symbolises its special and unique position within the Peugeot range.”
It will showcase the coupe in its final form at the 2009 Frankfurt motorshow, which begins on 15th September. UK launch will happen in Spring 2010.
The car will go on sale in spring 2010. Its rivals include the Audi TT, BMW Z4 and the forthcoming Honda CR-Z.
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