Saturday, November 29, 2008

DIY Aqua chopper - Enjoy the ride!

DIY Aqua chopper! Krack made this aqua chopper by attaching some barrels to his old bicycle and often rode it with pride. And why not, cuz - it is easy to use, no training or license is needed, and moreover, it will not cost you the earth. Just take it to the nearest water reservoir, and peddle to make it go. Perhaps, Krack’s the best man knowing about the safety factor, rest assured – must be fun riding this! Need a change? Then go get some barrels and enjoy the ride.


Via: Megulon5’s Photostream

DIY Aqua chopper - Enjoy the ride!

DIY Aqua chopper! Krack made this aqua chopper by attaching some barrels to his old bicycle and often rode it with pride. And why not, cuz - it is easy to use, no training or license is needed, and moreover, it will not cost you the earth. Just take it to the nearest water reservoir, and peddle to make it go. Perhaps, Krack’s the best man knowing about the safety factor, rest assured – must be fun riding this! Need a change? Then go get some barrels and enjoy the ride.


Via: Megulon5’s Photostream

BMW twin-turbo diesel power starts under $50,000

The first breed of BMW's advanced diesel vehicles with Blue Performance are going on sale in the near future- with pricing starting under $50,000.

Running clean and green on ultra-low sulfur diesel (ULSD), the automaker's proven twin-turbodiesel inline six cylinder engine will make its way under the hood of the newly updated 3-Series sedan and X5 'Sports Activity Vehicle'.

The resulting models are called the 335d and X5 xDrive35d, respectively. Both are motivated by the same three-liter engine that generates 265 horsepower and a whopping 425 lb.-ft of torque.

A Selective Catalytic Reduction (SCR) exhaust management system and diesel particulate filter are also included, allowing the models to meet the strictest emissions requirements.





Performance is comparable to the gas-powered variant of either model, though fuel consumption is reduced by an average of 25 to 30 percent. A twin-turbo setup virtually eliminates turbo-lag, and a six-speed automatic with manual mode is standard on each machine.

"In recent years, BMW has worked more thoroughly and consistently than any other manufacturer worldwide to increase fuel economy and reduce emissions", said Lindsay Duffield, President and CEO of BMW Group Canada.

"The performance and fuel economy offered by new BMW Advanced Diesels with BluePerformance is a further example of the ongoing application of BMW's EfficientDynamics strategy and we are delighted that it will shortly be available to the Canadian consumer."

The 335d opens the bidding at $49,700, while the X5 xDrive35d starts at $62,200.

Expect the models to be in showrooms sometime next month.
Photos: BMW

BMW twin-turbo diesel power starts under $50,000

The first breed of BMW's advanced diesel vehicles with Blue Performance are going on sale in the near future- with pricing starting under $50,000.

Running clean and green on ultra-low sulfur diesel (ULSD), the automaker's proven twin-turbodiesel inline six cylinder engine will make its way under the hood of the newly updated 3-Series sedan and X5 'Sports Activity Vehicle'.

The resulting models are called the 335d and X5 xDrive35d, respectively. Both are motivated by the same three-liter engine that generates 265 horsepower and a whopping 425 lb.-ft of torque.

A Selective Catalytic Reduction (SCR) exhaust management system and diesel particulate filter are also included, allowing the models to meet the strictest emissions requirements.





Performance is comparable to the gas-powered variant of either model, though fuel consumption is reduced by an average of 25 to 30 percent. A twin-turbo setup virtually eliminates turbo-lag, and a six-speed automatic with manual mode is standard on each machine.

"In recent years, BMW has worked more thoroughly and consistently than any other manufacturer worldwide to increase fuel economy and reduce emissions", said Lindsay Duffield, President and CEO of BMW Group Canada.

"The performance and fuel economy offered by new BMW Advanced Diesels with BluePerformance is a further example of the ongoing application of BMW's EfficientDynamics strategy and we are delighted that it will shortly be available to the Canadian consumer."

The 335d opens the bidding at $49,700, while the X5 xDrive35d starts at $62,200.

Expect the models to be in showrooms sometime next month.
Photos: BMW

TechArt makes GTstreetR out of the Porsche 911

Porsche 911 will not be very happy with TechArt calling its tuned version GTstreetR. The name sounds like the Porsche’s bitter rival GT-R and when you get a performance upgrade and a name that reminds you of your rival, you can’t help feeling screwed. TechArt modifications boost the power to 650hp and the torque goes up to 860 Nm.


Zero to 62mph run is completed in 3.4 seconds, and the top speed has gone to 211 mph. Modifications include sports air filter, new intercoolers, carbon fiber air intakes, a new exhaust, and a Tiptronic S Gearbox. A number of cosmetic editions have been added, including carbon flics, rear spoiler, rear apron and the like. The car was unveiled at the Essen Motor Show.


Via: WCF

TechArt makes GTstreetR out of the Porsche 911

Porsche 911 will not be very happy with TechArt calling its tuned version GTstreetR. The name sounds like the Porsche’s bitter rival GT-R and when you get a performance upgrade and a name that reminds you of your rival, you can’t help feeling screwed. TechArt modifications boost the power to 650hp and the torque goes up to 860 Nm.


Zero to 62mph run is completed in 3.4 seconds, and the top speed has gone to 211 mph. Modifications include sports air filter, new intercoolers, carbon fiber air intakes, a new exhaust, and a Tiptronic S Gearbox. A number of cosmetic editions have been added, including carbon flics, rear spoiler, rear apron and the like. The car was unveiled at the Essen Motor Show.


Via: WCF

Small is gorgeous : Japanese compact cars in London

Graphic designer Kenya Hara and architect Shigeru Ban have curated Japan Car, an display at London’s Science Museum showcasing car transport solutions from Japan.The Nissan PIVO 2 can rotate on its wheels, meaning drivers never need reverse park again.Its designers have also added a built in pop-up robot to the dashboard which reads the facial expressions of the driver.If the driver appears hassled or confused the robot will talk to them and offer suggestion.




The organisers said,’ Japan, being both highly innovative and densely populated, can be seen as the driving force behind transport solutions for twenty-first century cities’.

This car is still only an idea, the team behind it believe it could provide a real insight into the future of road transport.Toyota’s i-REAL looks a bit like an armchair on wheels.

Small is gorgeous : Japanese compact cars in London

Graphic designer Kenya Hara and architect Shigeru Ban have curated Japan Car, an display at London’s Science Museum showcasing car transport solutions from Japan.The Nissan PIVO 2 can rotate on its wheels, meaning drivers never need reverse park again.Its designers have also added a built in pop-up robot to the dashboard which reads the facial expressions of the driver.If the driver appears hassled or confused the robot will talk to them and offer suggestion.




The organisers said,’ Japan, being both highly innovative and densely populated, can be seen as the driving force behind transport solutions for twenty-first century cities’.

This car is still only an idea, the team behind it believe it could provide a real insight into the future of road transport.Toyota’s i-REAL looks a bit like an armchair on wheels.

Thursday, November 27, 2008

10 car features we want by 2020

Hey, automobile industry, we need to talk. You've been making a lot of promises lately and, well, we're not really sure if we believe you anymore. How can you even ask why? Remember that whole "flying car" thing? Yeah, It's the new millennium and we're still getting our tires changed.

Hearts. Still. Broken.

Maybe it's time to give the industry another chance. General Motors, after all, is saying that we'll have driverless vehicles by 2015 and that sounds really neat. So we're not going to be greedy — 2020 gives the industry a little breathing room to make good, and it sounds like a swell time to kick-start the glorious future. Click Continue to see what to expect.

1. Cars that drive themselves
Larry Burns, GM's vice president for R&D, said of self-driving autos: "This is not science fiction." General Motors could have the technology in place by 2015 and have the cars on the road as early as 2018. The one large obstacle the company foresees is demand.

What would be the benefit? Less deaths on the road, for one, as a substantial amount of them are caused by driver recklessness. Also, a more even consumption of gas all around, less congestion, and the technology could act as a gateway to more advancements, such as vehicle-to-vehicle communication that will allow cars to react to construction detours and reroute in the face of traffic delays.

2. Failing that, cars that park themselves
Last year, Lexus wowed automobile enthusiasts with a self-parking LS460 sedan. Still, the system wasn't entirely automated. It used a sonar sensor to detect an open parking spot, and then you could adjust the car's parking target area by way of a in-dash monitor. The car then guides itself into the spot, handling the steering, but relies on you to keep the car's speed down by using the brake as you follow on-screen cues. A cool system to be sure, but not quite 2020 cool — I don't want to touch the pedals or the wheel.

It's not so much my own car I want parked as other people's: I could do without my mangled fender after a botched parallel parking job by someone in a hurry, or that jerk at the mall who lazily rolls into more than one space.

3. Rotating tires for easier parking
It's an idea that is still on the cutting room floor for the most part: tires that rotate so that a car can move sideways into a parking spot. Parallel parking is still one of the trickiest maneuvers most people face, especially in the city, and being able to line up your vehicle and slide right in would save a lot of bumpers. It'd also allow the driver to slip out a little easier when stuck behind an accident or a stall.

4. Unintrusive heads-up displays
Keeping a drivers eyes closer to the road is key. Having the same information your dash provides projected around the edges of the driver's side of the windshield can be a great help, especially when it comes to controlling your speed. It's already being done in a few vehicles, but it should really become standard practice.

5. Improved anti-theft methods
If my car gets stolen, there's a good chance I want it back. Though there are some pretty radical ideas out there about protecting a vehicle, some of the more rational include GPS tracking and being able to remotely turn off the engine. Services such as OnStar, provided by General Motors, are already toying with remotely causing a vehicle to slow down so it can be stopped easier by law enforcement, a feature OnStar hopes to have running by 2009.

And, hey — with self driving cars on the way, how about one that can drive itself to the police station?

6. Get rid of those fossil fuels
Fossil fuels, as we use them in automobiles right now, are heavy pollutants. More than that, we're running out of them. The more we learn to use gas more efficiently, or to simply cut gas out of the equation entirely, the better. Better for us, and better for our environment.

With our current level of technology and a push by the automobile industry for hybrids, it seems only a matter of time before gas stations are a thing of the past. How about them fuel cells, for instance?

7. Finger vein scanners and improved vehicle control
We'd like to see technology that allows us to interact with everything in our vehicle — from our air conditioner to our MP3 players — as little more than an afterthought. Hitachi's finger vein scanners, for instance, represent such an alternate control method. Each finger has a system of veins as unique as a fingerprint, and Hitachi's scanning technology can read those patterns and map functions to them, allowing you to control your vehicle's systems without reaching over for the air conditioning knob or volume control.

If finger vein scanning is too complex for our 2020 target, we'd settle for more car peripherals with voice recognition. Or hey, how about a little bit of mind control?

8. More information for the driver
Knowing the speed of the car ahead and behind you, the quality of the road you're on, the existence of a crosswind and more would all help, even if only in a small way. The auto industry has slowly been ramping up how much the car assists the driver, from larger vehicles that have a sensor which beeps when you're approaching an obstacle when backing up, to vehicles equipped with screens to put eyes where the driver can't see, like Nissan's Around View Monitor.

9. Smarter cars that save us from ourselves
On the flipside of an informed driver is an informed automobile.

There's a lot that can be said for a friendly robotic assistant who has your back on a drive. The smarter your car is and the more it knows about you, the less chance there is of an accident. If the driver falls asleep, for instance, the car could come to a gentle stop, giving other vehicles time to avoid it and keeping the car from running into a tree. The car could also deny an intoxicated driver from getting on the road in the first place.

10. Cars that won't turn unless you use a blinker
There are a few basics we should all observe in a car, like proper safety (such as wearing a seatbelt), and proper signaling.

A few years ago, Dave Barry received a write-in that suggested if a blinker was left on for a lengthy amount of time, the car should turn in that direction. Rather than include a feature that will permanently remove all drivers above the age of 65, how about turning the idea around? What if a car forced you to signal, or could signal for you? This ties back into an informed driver and car — just like holding your hand up to signal when you're on a bike, signaling to other drivers what you plan to do allows them to react accordingly.

11. Flying cars
Oh my, how did this get here? Sure, I don't trust the quality of driving I see out on the roads every day to translate into a safe aerial environment. Yet, if all of the above ever gets taken care of, why can't we have cars that drive themselves — and fly?

10 car features we want by 2020

Hey, automobile industry, we need to talk. You've been making a lot of promises lately and, well, we're not really sure if we believe you anymore. How can you even ask why? Remember that whole "flying car" thing? Yeah, It's the new millennium and we're still getting our tires changed.

Hearts. Still. Broken.

Maybe it's time to give the industry another chance. General Motors, after all, is saying that we'll have driverless vehicles by 2015 and that sounds really neat. So we're not going to be greedy — 2020 gives the industry a little breathing room to make good, and it sounds like a swell time to kick-start the glorious future. Click Continue to see what to expect.

1. Cars that drive themselves
Larry Burns, GM's vice president for R&D, said of self-driving autos: "This is not science fiction." General Motors could have the technology in place by 2015 and have the cars on the road as early as 2018. The one large obstacle the company foresees is demand.

What would be the benefit? Less deaths on the road, for one, as a substantial amount of them are caused by driver recklessness. Also, a more even consumption of gas all around, less congestion, and the technology could act as a gateway to more advancements, such as vehicle-to-vehicle communication that will allow cars to react to construction detours and reroute in the face of traffic delays.

2. Failing that, cars that park themselves
Last year, Lexus wowed automobile enthusiasts with a self-parking LS460 sedan. Still, the system wasn't entirely automated. It used a sonar sensor to detect an open parking spot, and then you could adjust the car's parking target area by way of a in-dash monitor. The car then guides itself into the spot, handling the steering, but relies on you to keep the car's speed down by using the brake as you follow on-screen cues. A cool system to be sure, but not quite 2020 cool — I don't want to touch the pedals or the wheel.

It's not so much my own car I want parked as other people's: I could do without my mangled fender after a botched parallel parking job by someone in a hurry, or that jerk at the mall who lazily rolls into more than one space.

3. Rotating tires for easier parking
It's an idea that is still on the cutting room floor for the most part: tires that rotate so that a car can move sideways into a parking spot. Parallel parking is still one of the trickiest maneuvers most people face, especially in the city, and being able to line up your vehicle and slide right in would save a lot of bumpers. It'd also allow the driver to slip out a little easier when stuck behind an accident or a stall.

4. Unintrusive heads-up displays
Keeping a drivers eyes closer to the road is key. Having the same information your dash provides projected around the edges of the driver's side of the windshield can be a great help, especially when it comes to controlling your speed. It's already being done in a few vehicles, but it should really become standard practice.

5. Improved anti-theft methods
If my car gets stolen, there's a good chance I want it back. Though there are some pretty radical ideas out there about protecting a vehicle, some of the more rational include GPS tracking and being able to remotely turn off the engine. Services such as OnStar, provided by General Motors, are already toying with remotely causing a vehicle to slow down so it can be stopped easier by law enforcement, a feature OnStar hopes to have running by 2009.

And, hey — with self driving cars on the way, how about one that can drive itself to the police station?

6. Get rid of those fossil fuels
Fossil fuels, as we use them in automobiles right now, are heavy pollutants. More than that, we're running out of them. The more we learn to use gas more efficiently, or to simply cut gas out of the equation entirely, the better. Better for us, and better for our environment.

With our current level of technology and a push by the automobile industry for hybrids, it seems only a matter of time before gas stations are a thing of the past. How about them fuel cells, for instance?

7. Finger vein scanners and improved vehicle control
We'd like to see technology that allows us to interact with everything in our vehicle — from our air conditioner to our MP3 players — as little more than an afterthought. Hitachi's finger vein scanners, for instance, represent such an alternate control method. Each finger has a system of veins as unique as a fingerprint, and Hitachi's scanning technology can read those patterns and map functions to them, allowing you to control your vehicle's systems without reaching over for the air conditioning knob or volume control.

If finger vein scanning is too complex for our 2020 target, we'd settle for more car peripherals with voice recognition. Or hey, how about a little bit of mind control?

8. More information for the driver
Knowing the speed of the car ahead and behind you, the quality of the road you're on, the existence of a crosswind and more would all help, even if only in a small way. The auto industry has slowly been ramping up how much the car assists the driver, from larger vehicles that have a sensor which beeps when you're approaching an obstacle when backing up, to vehicles equipped with screens to put eyes where the driver can't see, like Nissan's Around View Monitor.

9. Smarter cars that save us from ourselves
On the flipside of an informed driver is an informed automobile.

There's a lot that can be said for a friendly robotic assistant who has your back on a drive. The smarter your car is and the more it knows about you, the less chance there is of an accident. If the driver falls asleep, for instance, the car could come to a gentle stop, giving other vehicles time to avoid it and keeping the car from running into a tree. The car could also deny an intoxicated driver from getting on the road in the first place.

10. Cars that won't turn unless you use a blinker
There are a few basics we should all observe in a car, like proper safety (such as wearing a seatbelt), and proper signaling.

A few years ago, Dave Barry received a write-in that suggested if a blinker was left on for a lengthy amount of time, the car should turn in that direction. Rather than include a feature that will permanently remove all drivers above the age of 65, how about turning the idea around? What if a car forced you to signal, or could signal for you? This ties back into an informed driver and car — just like holding your hand up to signal when you're on a bike, signaling to other drivers what you plan to do allows them to react accordingly.

11. Flying cars
Oh my, how did this get here? Sure, I don't trust the quality of driving I see out on the roads every day to translate into a safe aerial environment. Yet, if all of the above ever gets taken care of, why can't we have cars that drive themselves — and fly?

Wednesday, November 26, 2008

Hyundai Accent Takes Back Title Of Cheapest Car In America At $9,970

Nissan made some waves last month when they announced the Nissan Versa 1.6S, a car that would cost only $9,990 and snagged the unofficial title of "cheapest car in America" from Hyundai. The Korean automaker has struck back by dropping the price of their Hyundai Accent GS 3-door from $11,070 to $9,970, besting the Versa by an Andrew Jackson. That money will get you the same 1.6-liter, 110-horsepower engine and five-speed manual transmission found in the regular version. You'll also still get no radio, no air-conditioning and steel wheels. What's the catch? All the other prices remain the same, meaning that if you want a 3-door with an automatic you'll pay a whopping $2,100 premium for the pleasure of having the car choose the gears for you. If you want air-conditioning prepare to pay another $1,600. Full details in the press release below.



    Hyundai Accent Retains Crown as America's Least Expensive Car

    FOUNTAIN VALLEY, Calif., Nov 25, 2008 /PRNewswire via COMTEX/ — The country's most dependable sub-compact car is also its most affordable.
    The high-mileage 2009 Hyundai Accent has a starting price of $9,970, making it the least expensive new car on the market. But it's also the "Most Dependable Sub-Compact Car" available (as determined by the J.D. Power and Associates Vehicle Dependability Study(SM)) and one of the most fuel efficient vehicles on the road today — a trifecta that no other car can match.

    "Accent is the perfect vehicle for a customer looking for the ideal mix of price, dependability and fuel economy," said Mark Dipko, Small Car product manager. "And as a brand known the world over for its value, we feel it is important to retain our crown as the most affordable new car available."

    At the Los Angeles Auto Show, Hyundai announced even more good news for the Accent, revealing that next year a special high-mileage "Blue" edition will be available that offers even higher levels of fuel economy without adding to the price. Accent "Blue" will feature fuel-efficient modifications to reduce engine friction and rolling resistance, enhance aerodynamics, optimize gearing and revise engine calibrations for maximum efficiency, all adding up to higher fuel mileage and lower emissions than today's model.

    The 2009 Accent GS retains the same content as last year's model and has not been reduced to achieve America's best price point. Accent GS offers a 1.6-litre, 110-horsepower engine, power steering, advanced front airbags, front seat-mounted side-impact airbags, roof-mounted curtain airbags, tire pressure monitoring system, front variable intermittent wipers, 60/40 split fold-down seatback, six-way adjustable driver seat, adjustable head restraints for all seating positions and rear spoiler.

    Pricing for all other Accent models remains unchanged, delivering outstanding value throughout the lineup. In addition to the $9,970 Accent GS 3-door with manual transmission, the Accent three-door with automatic transmission starts at $12,070; Accent GLS 4-door with manual transmission starts at $12,920; and the sport-tuned and comprehensively equipped Accent SE 3-door with manual transmission starts at $15,070. Freight charges for Accent are $695.

    All Hyundai vehicles sold in the U.S. are covered by The Hyundai Advantage, America's Best Warranty. Hyundai buyers are protected by a 10-year/100,000-mile power train warranty, a 5-year/60,000-mile bumper-to-bumper warranty, a 7-year/unlimited-mile anti-perforation warranty and 5-year/unlimited-mile roadside assistance protection.

    Hyundai Motor America, headquartered in Fountain Valley, Calif. is a subsidiary of Hyundai Motor Company of Korea. Hyundai vehicles are distributed throughout the United States by Hyundai Motor America and are sold and serviced by more than 790 Hyundai dealerships nationwide.
    Hyundai Accent received the lowest number of problems per 100 vehicles among sub-compact cars in the proprietary J.D. Power and Associates 2008 Vehicle Dependability Study(SM). Study based on responses from over 52,000 original owners of 2005 model-year vehicles, measuring more than 250 models. Proprietary study results are based on experiences and perceptions of owners surveyed in January to April 2008. Your experiences may vary. Visit jdpower.com.

Hyundai Accent Takes Back Title Of Cheapest Car In America At $9,970

Nissan made some waves last month when they announced the Nissan Versa 1.6S, a car that would cost only $9,990 and snagged the unofficial title of "cheapest car in America" from Hyundai. The Korean automaker has struck back by dropping the price of their Hyundai Accent GS 3-door from $11,070 to $9,970, besting the Versa by an Andrew Jackson. That money will get you the same 1.6-liter, 110-horsepower engine and five-speed manual transmission found in the regular version. You'll also still get no radio, no air-conditioning and steel wheels. What's the catch? All the other prices remain the same, meaning that if you want a 3-door with an automatic you'll pay a whopping $2,100 premium for the pleasure of having the car choose the gears for you. If you want air-conditioning prepare to pay another $1,600. Full details in the press release below.



    Hyundai Accent Retains Crown as America's Least Expensive Car

    FOUNTAIN VALLEY, Calif., Nov 25, 2008 /PRNewswire via COMTEX/ — The country's most dependable sub-compact car is also its most affordable.
    The high-mileage 2009 Hyundai Accent has a starting price of $9,970, making it the least expensive new car on the market. But it's also the "Most Dependable Sub-Compact Car" available (as determined by the J.D. Power and Associates Vehicle Dependability Study(SM)) and one of the most fuel efficient vehicles on the road today — a trifecta that no other car can match.

    "Accent is the perfect vehicle for a customer looking for the ideal mix of price, dependability and fuel economy," said Mark Dipko, Small Car product manager. "And as a brand known the world over for its value, we feel it is important to retain our crown as the most affordable new car available."

    At the Los Angeles Auto Show, Hyundai announced even more good news for the Accent, revealing that next year a special high-mileage "Blue" edition will be available that offers even higher levels of fuel economy without adding to the price. Accent "Blue" will feature fuel-efficient modifications to reduce engine friction and rolling resistance, enhance aerodynamics, optimize gearing and revise engine calibrations for maximum efficiency, all adding up to higher fuel mileage and lower emissions than today's model.

    The 2009 Accent GS retains the same content as last year's model and has not been reduced to achieve America's best price point. Accent GS offers a 1.6-litre, 110-horsepower engine, power steering, advanced front airbags, front seat-mounted side-impact airbags, roof-mounted curtain airbags, tire pressure monitoring system, front variable intermittent wipers, 60/40 split fold-down seatback, six-way adjustable driver seat, adjustable head restraints for all seating positions and rear spoiler.

    Pricing for all other Accent models remains unchanged, delivering outstanding value throughout the lineup. In addition to the $9,970 Accent GS 3-door with manual transmission, the Accent three-door with automatic transmission starts at $12,070; Accent GLS 4-door with manual transmission starts at $12,920; and the sport-tuned and comprehensively equipped Accent SE 3-door with manual transmission starts at $15,070. Freight charges for Accent are $695.

    All Hyundai vehicles sold in the U.S. are covered by The Hyundai Advantage, America's Best Warranty. Hyundai buyers are protected by a 10-year/100,000-mile power train warranty, a 5-year/60,000-mile bumper-to-bumper warranty, a 7-year/unlimited-mile anti-perforation warranty and 5-year/unlimited-mile roadside assistance protection.

    Hyundai Motor America, headquartered in Fountain Valley, Calif. is a subsidiary of Hyundai Motor Company of Korea. Hyundai vehicles are distributed throughout the United States by Hyundai Motor America and are sold and serviced by more than 790 Hyundai dealerships nationwide.
    Hyundai Accent received the lowest number of problems per 100 vehicles among sub-compact cars in the proprietary J.D. Power and Associates 2008 Vehicle Dependability Study(SM). Study based on responses from over 52,000 original owners of 2005 model-year vehicles, measuring more than 250 models. Proprietary study results are based on experiences and perceptions of owners surveyed in January to April 2008. Your experiences may vary. Visit jdpower.com.

Tiny car

Tiny car

Olympic champion Usain Bolt test drives the BMW M3

Usain Bolt, the 22 years old Jamaican who blew the 100 metres world record (running the distance in 9,69 seconds) at this summer’s Beijing Olympic Games, had the chance to do a special test drive of the 420 hp BMW M3, at the BMW Vehicle Test Facility in Aschheim near Munich. He described the experience as being “fascinating” and we believe him, especially with him getting almost three hours of BMW Driver Training and than doing some laps under the professional guidance of a BMW driving instructor.



Bolt also said that he’s been in love with BMW’s ever since he was a kid, his uncle owning a BMW and taking little Usain for a ride every now and then. And his experience in Munich is not just a marketing move, a black M3 being order for the athlete by his sponsor, Puma, M3 which is scheduled to arrive in Kingston, Jamaica and to be handed over to Usain before Christmas.

Source: BMW.

Olympic champion Usain Bolt test drives the BMW M3

Usain Bolt, the 22 years old Jamaican who blew the 100 metres world record (running the distance in 9,69 seconds) at this summer’s Beijing Olympic Games, had the chance to do a special test drive of the 420 hp BMW M3, at the BMW Vehicle Test Facility in Aschheim near Munich. He described the experience as being “fascinating” and we believe him, especially with him getting almost three hours of BMW Driver Training and than doing some laps under the professional guidance of a BMW driving instructor.



Bolt also said that he’s been in love with BMW’s ever since he was a kid, his uncle owning a BMW and taking little Usain for a ride every now and then. And his experience in Munich is not just a marketing move, a black M3 being order for the athlete by his sponsor, Puma, M3 which is scheduled to arrive in Kingston, Jamaica and to be handed over to Usain before Christmas.

Source: BMW.

TAXI! Ferrari Enzo cab spotted

You’re retired, with millions in the bank, but you’re bored. Whaddyado? You go and paint your Ferrari Enzo in taxi livery and start charging for rides, don’t you?

Well, in Oman, someone has done just that. We’re a bit worried about someone being picked up from the airport, though; where would you put the luggage? Still, it’d be one hell of a ride.

Just don’t call for this taxi when you’re blind drunk on a Saturday night. The 0-100km/h sprint may just be a little nauseating. Not to mention the paint work!

TAXI! Ferrari Enzo cab spotted

You’re retired, with millions in the bank, but you’re bored. Whaddyado? You go and paint your Ferrari Enzo in taxi livery and start charging for rides, don’t you?

Well, in Oman, someone has done just that. We’re a bit worried about someone being picked up from the airport, though; where would you put the luggage? Still, it’d be one hell of a ride.

Just don’t call for this taxi when you’re blind drunk on a Saturday night. The 0-100km/h sprint may just be a little nauseating. Not to mention the paint work!

Spy shots: 2010 Saab 9-3X crossover

Due for its debut early next year, the Saab 9-3X was recently caught while out on a photo shoot without any hint of camouflage material. The new model will likely be revealed for the first time at January’s Detroit Auto Show but we can gather most of the visual details from these latest spy shots.

As expected, the vehicle is essentially a current-generation 9-3 SportCombi sitting on raised suspension, and featuring protective body cladding and roof rails. Under the skin should be the latest version of the Haldex-sourced XWD four-wheel traction system.





Power will likely be offered in a variety of petrol and diesel engines, though exactly which of General Motors' wide array of supplies will be found when it goes on sale next year is yet unknown. Expect to see most of the engines from the 9-3 family, except for the 2.8L V6 turbocharged engine from the Turbo X.

Otherwise the car is very similar to its 9-3 stablemates. Its likely target market will be the same buyers that are looking at Audi's Allroad and Volvo's XC70. The brand's somewhat up-market outfitting puts it above most of Subaru's offerings in terms of luxury, though the higher-end portion of the Outback range will also likely be on the list of those interested in this type of car.

Spy shots: 2010 Saab 9-3X crossover

Due for its debut early next year, the Saab 9-3X was recently caught while out on a photo shoot without any hint of camouflage material. The new model will likely be revealed for the first time at January’s Detroit Auto Show but we can gather most of the visual details from these latest spy shots.

As expected, the vehicle is essentially a current-generation 9-3 SportCombi sitting on raised suspension, and featuring protective body cladding and roof rails. Under the skin should be the latest version of the Haldex-sourced XWD four-wheel traction system.





Power will likely be offered in a variety of petrol and diesel engines, though exactly which of General Motors' wide array of supplies will be found when it goes on sale next year is yet unknown. Expect to see most of the engines from the 9-3 family, except for the 2.8L V6 turbocharged engine from the Turbo X.

Otherwise the car is very similar to its 9-3 stablemates. Its likely target market will be the same buyers that are looking at Audi's Allroad and Volvo's XC70. The brand's somewhat up-market outfitting puts it above most of Subaru's offerings in terms of luxury, though the higher-end portion of the Outback range will also likely be on the list of those interested in this type of car.

Lumma Design CLR X 650 makes the X6 wider and more powerful

We’re sure you remember the Lumma Design CLR X 650 based on the BMW X6 which seemed like was going to be an aggressive looking SAV for the Hulk. However, Lumma Design has decided to forgo the awkward green color and settled for good ol’ white.
Shown at the 2008 Essen Motor Show, the CLR X 650 gives the X6 an insanely large wide bodykit that consists of a new front bumper, fender extentions, side skirts, a new rear bumper with a carbon diffuser, and a front spoiler bumper. Lumma threw on 23-inch Lumma Racing 3 wheels along with a lowering sport suspension kit which drops the X6 by 35mm. Inside the CLR X 650 gets a carbon-leather and alcantara trim and a bunch of accessories including 7.5 inch monitors installed in the headrests.

Based on the X6 xDrive50i, Lumma Design reprogrammed the ECU extracting a little more than 400-hp from the 4.4L twin-turbo V8. A new sports exhaust system has been added for an aggressive racing sound.


Source: WCF

Lumma Design CLR X 650 makes the X6 wider and more powerful

We’re sure you remember the Lumma Design CLR X 650 based on the BMW X6 which seemed like was going to be an aggressive looking SAV for the Hulk. However, Lumma Design has decided to forgo the awkward green color and settled for good ol’ white.
Shown at the 2008 Essen Motor Show, the CLR X 650 gives the X6 an insanely large wide bodykit that consists of a new front bumper, fender extentions, side skirts, a new rear bumper with a carbon diffuser, and a front spoiler bumper. Lumma threw on 23-inch Lumma Racing 3 wheels along with a lowering sport suspension kit which drops the X6 by 35mm. Inside the CLR X 650 gets a carbon-leather and alcantara trim and a bunch of accessories including 7.5 inch monitors installed in the headrests.

Based on the X6 xDrive50i, Lumma Design reprogrammed the ECU extracting a little more than 400-hp from the 4.4L twin-turbo V8. A new sports exhaust system has been added for an aggressive racing sound.


Source: WCF

Li-Ion breakthrough can change the face of electric cars

A while back, we heard that Lithium deposits are running short and may run out by 2015. Now, a team of South Korean researchers, led by professor Cho Jaephil, claims a breakthrough that will increase the potential of Li-ion batteries by nearly 1000 percent. The key is a three-dimensional porous silicon graphite cathode, which can hold ten-times the number of Li-ions as compared to the conventional graphite cathode.






While this holds great significance in a number of electronic devices, it could deal with the most nagging problem in electric vehicles – the range. With greater charge available, battery packs will be able to power vehicles for a longer duration, proportionally increasing the range by a factor of up to 10 times (ideally). The same can also be applied to get more power and performance out of these vehicles. This definitely will help in making electric vehicles more mainstream, powerful, less fussy and easier to maintain.

Via: ZoomiLife/ EurekAlert

Li-Ion breakthrough can change the face of electric cars

A while back, we heard that Lithium deposits are running short and may run out by 2015. Now, a team of South Korean researchers, led by professor Cho Jaephil, claims a breakthrough that will increase the potential of Li-ion batteries by nearly 1000 percent. The key is a three-dimensional porous silicon graphite cathode, which can hold ten-times the number of Li-ions as compared to the conventional graphite cathode.






While this holds great significance in a number of electronic devices, it could deal with the most nagging problem in electric vehicles – the range. With greater charge available, battery packs will be able to power vehicles for a longer duration, proportionally increasing the range by a factor of up to 10 times (ideally). The same can also be applied to get more power and performance out of these vehicles. This definitely will help in making electric vehicles more mainstream, powerful, less fussy and easier to maintain.

Via: ZoomiLife/ EurekAlert

Hit-and-run cases: Why blame the beemer?

“No BMW, go for any other beast but not the BMW”, this is what my friend’s dad pressed when we decided to go for the vehicle. The whole family was against the idea as the beemer has been getting some extremely bad press for quite sometime. Whenever it has come in the news, it has been with connection to some hit and run case or the other.


India has seen two high profile hit and run cases recently, one involving Sanjiv Nanda, the grandson of a formal Navy Chief, and the other one involving teenager Utsav Bhasin, the son of a renowned industrialist. Both of them come from affluent families, and the car involved in both the accidents, was a beemer. Media, pounced upon the cases with the tagline - “BMW Hit and Run Case”.



 The Indian television news channels, who aspire to be more sensational than the best thriller you ever saw, have also been more dramatic and repetitive than any daily soap can ever claim to be. Discussed around the television screens at an amazingly repetitive and sensationalized coverage, the general public has been more than confused. While many people may not know the name of the people involved in these incidents, or of the lives lost as a result, what has stuck is the brand of the car(s) in these incidents. The result – A tarnished brand image.

A basic fact that appears to have been overlooked in the media scrutiny of these cases is that cars don’t drive themselves. The name of the marque is repeated so vehemently in certain sections of these reports, it almost appears that the vehicle decided to disobey its master and to ram into some innocent bystander. So, I will take a leaf out of the television reporter’s dictionary and repeat myself; Cars don’t drive themselves. It is common sense that things will go awry when a person is driving under the influence of some kind of intoxication - be it alcohol or something else - the brand of the car involved is quite immaterial in such circumstances. When the reins are in the driver’s hands, why blame the brand?

Now to get back to our fascination for the beemer...no worries! With the arguments set out above, it was a matter of time before we made the elders see our point of view. No wonder, BMW won two Kelley Blue Book Brand Image Awards at the 2008 New York International Auto Show. Check out more in the gallery and decide for yourself.

Hit-and-run cases: Why blame the beemer?

“No BMW, go for any other beast but not the BMW”, this is what my friend’s dad pressed when we decided to go for the vehicle. The whole family was against the idea as the beemer has been getting some extremely bad press for quite sometime. Whenever it has come in the news, it has been with connection to some hit and run case or the other.


India has seen two high profile hit and run cases recently, one involving Sanjiv Nanda, the grandson of a formal Navy Chief, and the other one involving teenager Utsav Bhasin, the son of a renowned industrialist. Both of them come from affluent families, and the car involved in both the accidents, was a beemer. Media, pounced upon the cases with the tagline - “BMW Hit and Run Case”.



 The Indian television news channels, who aspire to be more sensational than the best thriller you ever saw, have also been more dramatic and repetitive than any daily soap can ever claim to be. Discussed around the television screens at an amazingly repetitive and sensationalized coverage, the general public has been more than confused. While many people may not know the name of the people involved in these incidents, or of the lives lost as a result, what has stuck is the brand of the car(s) in these incidents. The result – A tarnished brand image.

A basic fact that appears to have been overlooked in the media scrutiny of these cases is that cars don’t drive themselves. The name of the marque is repeated so vehemently in certain sections of these reports, it almost appears that the vehicle decided to disobey its master and to ram into some innocent bystander. So, I will take a leaf out of the television reporter’s dictionary and repeat myself; Cars don’t drive themselves. It is common sense that things will go awry when a person is driving under the influence of some kind of intoxication - be it alcohol or something else - the brand of the car involved is quite immaterial in such circumstances. When the reins are in the driver’s hands, why blame the brand?

Now to get back to our fascination for the beemer...no worries! With the arguments set out above, it was a matter of time before we made the elders see our point of view. No wonder, BMW won two Kelley Blue Book Brand Image Awards at the 2008 New York International Auto Show. Check out more in the gallery and decide for yourself.

For Bailout Blueprint, GM, Ford Might Finally Burn Rubber on Underperforming Brands

The plans the Detroit Three automakers are developing to submit on December 2 to Congress in justification for their entreated $25-billion federal loan probably are being more closely guarded than the manuscript for Sarah Palin's first book, but we can guess one aspect that seems certain to feature in the bailout blueprint of both Ford Motor Co. and General Motors Corp.: ditching some brands that have long dogged their ever-more-fragile bottom lines.

Wooly Mammoth.jpgFor at least a decade, critics have shouted down both GM and Ford for refusing to do what it now appears must be done - stop supporting underperforming divisions.

Rumors howling in Detroit's November winds point to brand-burning as one of the primary ways the companies plan to demonstrate to Congress they will be able to sustain their operations in a U.S. auto market that is expected to be decidedly unkind for all of 2009 and possibly well into 2010.

For GM, that means a serious look is in order for Pontiac, GMC, Buick, Saab and Saturn. The ill-gotten Hummer division is for sale, but with no openly anxious takers and with some sources suggesting a quick fold is the likely outcome.

At Ford, the Mercury unit has been a black hole for decades and simply must go by any rational assessment.

The company has stressed it has faith in the Lincoln luxury division - and it would be hard to suggest Ford forge ahead with no premium-market presence - but in coldly clinical terms (the kind that might be necessary to mollify a Congress running on high-horsepower skepticism of Big Three management acumen), Lincoln doesn't work and hasn't since the 1960s.

Tough Choices That Really Aren't That Tough

Generations of GM management have whined the company's multi-divisional structure is vibrant and productive. But the current financial and operational position of the company suggests current and past rationalizations for maintaining eight U.S. divisions are simply wrong. GM has squandered too much of its resources on maintaining a divisional configuration that cannot be supported by its diminished market share.

First to go should be Pontiac, the division that no longer has a singular brand image. The division once represented "rogue performance," but that's a fading memory even for the 60-something's who understand Pontiac's history. Now, front-wheel-drive economy cars side-by-side with rorting, Australian-made quasi-sport sedans is a formula that summarizes Pontiac's long drop to the end of the hangman's rope, GM's most obvious victim of badge engineering masquerading as marketing.

Equally ambiguous is Saturn's mission. Recent GM management frittered away the viable brand Saturn had developed, one based largely on the "no-hassle" sales experience and a certain cheap-but-unique cache with those who probably really wanted a Honda but couldn't bring themselves to desert the home team.

Saturn's current lineup is tragically composed of several singularly decent vehicles - the Outlook and the Aura being the most notable - all of which are badge-engineered versions of something Chevrolet already sells. Saturn was conceived solely for the reason the division was not to be like the rest of GM - now that's a memory, so there's nothing going on at Saturn that Chevy can't be doing.

GMC: "Upscale" trucks. In this day and age, why?

Buick probably is the stickiest problem (apart from how to legally and affordably disassociate from the dealers invested in these brands). Proponents argue somebody has to have something to sell to the mobile-and-aging-gracefully demographic, which is a growing market. Buick probably should stay to handle it. Global architectures (read: badge-engineering for the iPod age) make Buick at least a passably defensible proposition.

GM has never done much right by Saab, never mind lamentations recently installed brand shepherds now really, really - honestly! - understand Saab. They don't.

If they did, they wouldn't have killed the hatchback body style and they wouldn't have started stuffing in chesty V6s to spin the front wheels when the power-dense turbocharged 4-cylinders - for which Saab has contributed one of any GM brands' few legitimate marketable distinctions - were doing a fine job of it already.

Saab 9-3 convertible 2009.jpgThe Swedish government might be more than passingly interested in bringing Saab home. With Saab sales in freefall and the brand tracking to sell less than 25,000 units in the U.S. this year, GM might tell Congress it's figuring out a plan to do just that.

Ford Minus Mercury = Who Cares?


Like Pontiac, Mercury once meant something. We guess.

But just as John McCain's Vietnam experience had nil resonance with a generation of voters who know Vietnam only as the place where Nike builds sweatship shoes, Mercury sits as a laughable anachronism in 2009 America. Ford might as well be throwing in a 76-rpm Benny Goodman album - okay, cassette tape - with each new Milan.

And as with Saturn, there's nothing in the Mercury store Ford isn't already selling, just at lower price points. The ongoing existence of Mercury in defiance of rational explanation is testimony to the hidebound Detroit-think that has earned the Big Three their reputation as the wooly mammoths of the business world. That anyone is spending time - much less money - marketing Mercury in the Internet age is tantamount to criminal negligence, so it's hard to imagine Ford will step up next month in Washington, DC, with a business plan that includes this relic.

Lincoln is Ford's Buick. It might be argued that insisting Ford drop-kick Lincoln leaves the Dearborners defenseless in the lux market. It also could be argued that with Lincoln, Ford is defenseless in the luxury market. There, we said it.

2009 Lincoln MKS - facing left - 225.JPGTo maintain an upscale presence, Ford could ditch Lincoln and keep Volvo, with which many Ford models are deeply and perhaps now rather inconveniently cross-pollinated. Several Ford cars currently sit on Volvo platforms or modified versions of those platforms. All Volvos at least use Volvo-specific engines, making the potential for disentanglement from Ford somewhat less messy.

The situation comes to this: Lincoln or Volvo. There shouldn't be both; maybe not either. Ford paid almost $6.5 billion for Volvo and is unlikely to get anything approaching that figure now - in the event anybody's buying.

Sweden may be buying if the alternative is watching Volvo sink with Ford. If a deal for Volvo can be made, Ford would be wise to make it. Unless a deal already is in the works, it's unlikely a Volvo sell-off would be part of Ford's "sustainability" proposal to Congress.

But that doesn't change the realities: Volvo sales have been declining since 2004 and will hit a 15-year low this year. Despite Volvo's rich heritage, if Ford is to survive it may have little choice but to say, "Vi ses" to Volvo for whatever price it can get.

Talking about shedding brands is easy. Actually doing so is all but impossible under current legal and financial constraints. If brand-paring is a central cost-saving strategy presented by the Big Three, it is a gambit that will happen only with more extraordinary intervention from the lawmakers who are consistently rewriting the nation's free-market rules.


PHOTOS:

1. Wooly mammoth drawing (Penn State Univ.)

For Bailout Blueprint, GM, Ford Might Finally Burn Rubber on Underperforming Brands

The plans the Detroit Three automakers are developing to submit on December 2 to Congress in justification for their entreated $25-billion federal loan probably are being more closely guarded than the manuscript for Sarah Palin's first book, but we can guess one aspect that seems certain to feature in the bailout blueprint of both Ford Motor Co. and General Motors Corp.: ditching some brands that have long dogged their ever-more-fragile bottom lines.

Wooly Mammoth.jpgFor at least a decade, critics have shouted down both GM and Ford for refusing to do what it now appears must be done - stop supporting underperforming divisions.

Rumors howling in Detroit's November winds point to brand-burning as one of the primary ways the companies plan to demonstrate to Congress they will be able to sustain their operations in a U.S. auto market that is expected to be decidedly unkind for all of 2009 and possibly well into 2010.

For GM, that means a serious look is in order for Pontiac, GMC, Buick, Saab and Saturn. The ill-gotten Hummer division is for sale, but with no openly anxious takers and with some sources suggesting a quick fold is the likely outcome.

At Ford, the Mercury unit has been a black hole for decades and simply must go by any rational assessment.

The company has stressed it has faith in the Lincoln luxury division - and it would be hard to suggest Ford forge ahead with no premium-market presence - but in coldly clinical terms (the kind that might be necessary to mollify a Congress running on high-horsepower skepticism of Big Three management acumen), Lincoln doesn't work and hasn't since the 1960s.

Tough Choices That Really Aren't That Tough

Generations of GM management have whined the company's multi-divisional structure is vibrant and productive. But the current financial and operational position of the company suggests current and past rationalizations for maintaining eight U.S. divisions are simply wrong. GM has squandered too much of its resources on maintaining a divisional configuration that cannot be supported by its diminished market share.

First to go should be Pontiac, the division that no longer has a singular brand image. The division once represented "rogue performance," but that's a fading memory even for the 60-something's who understand Pontiac's history. Now, front-wheel-drive economy cars side-by-side with rorting, Australian-made quasi-sport sedans is a formula that summarizes Pontiac's long drop to the end of the hangman's rope, GM's most obvious victim of badge engineering masquerading as marketing.

Equally ambiguous is Saturn's mission. Recent GM management frittered away the viable brand Saturn had developed, one based largely on the "no-hassle" sales experience and a certain cheap-but-unique cache with those who probably really wanted a Honda but couldn't bring themselves to desert the home team.

Saturn's current lineup is tragically composed of several singularly decent vehicles - the Outlook and the Aura being the most notable - all of which are badge-engineered versions of something Chevrolet already sells. Saturn was conceived solely for the reason the division was not to be like the rest of GM - now that's a memory, so there's nothing going on at Saturn that Chevy can't be doing.

GMC: "Upscale" trucks. In this day and age, why?

Buick probably is the stickiest problem (apart from how to legally and affordably disassociate from the dealers invested in these brands). Proponents argue somebody has to have something to sell to the mobile-and-aging-gracefully demographic, which is a growing market. Buick probably should stay to handle it. Global architectures (read: badge-engineering for the iPod age) make Buick at least a passably defensible proposition.

GM has never done much right by Saab, never mind lamentations recently installed brand shepherds now really, really - honestly! - understand Saab. They don't.

If they did, they wouldn't have killed the hatchback body style and they wouldn't have started stuffing in chesty V6s to spin the front wheels when the power-dense turbocharged 4-cylinders - for which Saab has contributed one of any GM brands' few legitimate marketable distinctions - were doing a fine job of it already.

Saab 9-3 convertible 2009.jpgThe Swedish government might be more than passingly interested in bringing Saab home. With Saab sales in freefall and the brand tracking to sell less than 25,000 units in the U.S. this year, GM might tell Congress it's figuring out a plan to do just that.

Ford Minus Mercury = Who Cares?


Like Pontiac, Mercury once meant something. We guess.

But just as John McCain's Vietnam experience had nil resonance with a generation of voters who know Vietnam only as the place where Nike builds sweatship shoes, Mercury sits as a laughable anachronism in 2009 America. Ford might as well be throwing in a 76-rpm Benny Goodman album - okay, cassette tape - with each new Milan.

And as with Saturn, there's nothing in the Mercury store Ford isn't already selling, just at lower price points. The ongoing existence of Mercury in defiance of rational explanation is testimony to the hidebound Detroit-think that has earned the Big Three their reputation as the wooly mammoths of the business world. That anyone is spending time - much less money - marketing Mercury in the Internet age is tantamount to criminal negligence, so it's hard to imagine Ford will step up next month in Washington, DC, with a business plan that includes this relic.

Lincoln is Ford's Buick. It might be argued that insisting Ford drop-kick Lincoln leaves the Dearborners defenseless in the lux market. It also could be argued that with Lincoln, Ford is defenseless in the luxury market. There, we said it.

2009 Lincoln MKS - facing left - 225.JPGTo maintain an upscale presence, Ford could ditch Lincoln and keep Volvo, with which many Ford models are deeply and perhaps now rather inconveniently cross-pollinated. Several Ford cars currently sit on Volvo platforms or modified versions of those platforms. All Volvos at least use Volvo-specific engines, making the potential for disentanglement from Ford somewhat less messy.

The situation comes to this: Lincoln or Volvo. There shouldn't be both; maybe not either. Ford paid almost $6.5 billion for Volvo and is unlikely to get anything approaching that figure now - in the event anybody's buying.

Sweden may be buying if the alternative is watching Volvo sink with Ford. If a deal for Volvo can be made, Ford would be wise to make it. Unless a deal already is in the works, it's unlikely a Volvo sell-off would be part of Ford's "sustainability" proposal to Congress.

But that doesn't change the realities: Volvo sales have been declining since 2004 and will hit a 15-year low this year. Despite Volvo's rich heritage, if Ford is to survive it may have little choice but to say, "Vi ses" to Volvo for whatever price it can get.

Talking about shedding brands is easy. Actually doing so is all but impossible under current legal and financial constraints. If brand-paring is a central cost-saving strategy presented by the Big Three, it is a gambit that will happen only with more extraordinary intervention from the lawmakers who are consistently rewriting the nation's free-market rules.


PHOTOS:

1. Wooly mammoth drawing (Penn State Univ.)

2009 Renault Mégane scores five-stars

The new-generation Mégane has maintained a rather lengthy streak of five-star safety models from Renault, scoring full marks in its Euro NCAP crash tests.

This achievement has resulted in the new Mégane earning the joint highest-ever score awarded in Euro NCAP, matching that of Qashqai, from sister company Nissan, last year.


The new Mégane becomes the 11th member of the Renault family to have earned the top five-star rating, with its active and passive safety levels developed from the beginning to deliver new standards in its class.



Contributing to its success were standard safety features such as twin side-impact sensors, six airbags, the Renault System for Restraint and Protection, which combines pretensioners and load limiters with twin-stage dual-chamber adaptive front airbags and new-generation headrests.

Active safety features such as ABS and Emergency Brake Distribution come as standard, while in the UK all versions also feature Electronic Stability Programme (ESP) with Anti-Skid Regulation (ASR) and additional understeer control.

Complimentary safety equipment also features in the new Mégane such as a tyre pressure monitoring system, cruise control and speed limiter, and automatically activated headlights and windscreen wipers.

2009 Renault Mégane scores five-stars

The new-generation Mégane has maintained a rather lengthy streak of five-star safety models from Renault, scoring full marks in its Euro NCAP crash tests.

This achievement has resulted in the new Mégane earning the joint highest-ever score awarded in Euro NCAP, matching that of Qashqai, from sister company Nissan, last year.


The new Mégane becomes the 11th member of the Renault family to have earned the top five-star rating, with its active and passive safety levels developed from the beginning to deliver new standards in its class.



Contributing to its success were standard safety features such as twin side-impact sensors, six airbags, the Renault System for Restraint and Protection, which combines pretensioners and load limiters with twin-stage dual-chamber adaptive front airbags and new-generation headrests.

Active safety features such as ABS and Emergency Brake Distribution come as standard, while in the UK all versions also feature Electronic Stability Programme (ESP) with Anti-Skid Regulation (ASR) and additional understeer control.

Complimentary safety equipment also features in the new Mégane such as a tyre pressure monitoring system, cruise control and speed limiter, and automatically activated headlights and windscreen wipers.

Tuesday, November 25, 2008

Not worth stealing? Think again

It seems car thieves have their eyes on easy prey rather than the expensive tickets, according to recent RACV Insurance claims data.

Cars insured for less than $6000 are the most commonly stolen and the insurance data also reveals the number of thefts increases with vehicle age. Cars more than nine years old are the most popular with thieves, stealing 909 cars last year, 667 of them were recovered. Cars more than 16 years old accounted for more than half these claims.


So it seems the old joke of ‘it’s not worth stealing’ isn’t so true any more with the shiny new expensive numbers off most criminals’ radar. The findings have been attributed to the developing security measures which seem to take leaps and bounds as technology continues to provide better and better methods of deterring potential thieves as well as a reflection of the high number of older cars on the roads. Vehicles under three years old accounted for only 4.5 per cent of claims.
RACV Insurance General Manager Susan Allen said drivers should be aware that cars are most likely to be stolen from railway stations, shopping centres and outside houses. She said increasing the security level of older cars can be as simple as fitting an engine immobiliser.
“Immobilisers…have been proven to be an effective deterrent to those looking for a joyride,” Ms Allen said.
Holden Commodores were the most frequently stolen cars, followed by Ford Falcons and then Toyota Camrys. While thieves weren’t moving as many expensive cars, Ms Allen warned that cars above $26,000 were more likely to have items stolen from them.
Among the most popular items stolen from cars were wheels, hubcaps, bags/briefcases, tools, GPS units, MP3 players and DVD entertainment systems.

Not worth stealing? Think again

It seems car thieves have their eyes on easy prey rather than the expensive tickets, according to recent RACV Insurance claims data.

Cars insured for less than $6000 are the most commonly stolen and the insurance data also reveals the number of thefts increases with vehicle age. Cars more than nine years old are the most popular with thieves, stealing 909 cars last year, 667 of them were recovered. Cars more than 16 years old accounted for more than half these claims.


So it seems the old joke of ‘it’s not worth stealing’ isn’t so true any more with the shiny new expensive numbers off most criminals’ radar. The findings have been attributed to the developing security measures which seem to take leaps and bounds as technology continues to provide better and better methods of deterring potential thieves as well as a reflection of the high number of older cars on the roads. Vehicles under three years old accounted for only 4.5 per cent of claims.
RACV Insurance General Manager Susan Allen said drivers should be aware that cars are most likely to be stolen from railway stations, shopping centres and outside houses. She said increasing the security level of older cars can be as simple as fitting an engine immobiliser.
“Immobilisers…have been proven to be an effective deterrent to those looking for a joyride,” Ms Allen said.
Holden Commodores were the most frequently stolen cars, followed by Ford Falcons and then Toyota Camrys. While thieves weren’t moving as many expensive cars, Ms Allen warned that cars above $26,000 were more likely to have items stolen from them.
Among the most popular items stolen from cars were wheels, hubcaps, bags/briefcases, tools, GPS units, MP3 players and DVD entertainment systems.

New GM for Jaguar Land Rover

Jaguar Land Rover Australia today announced Christopher Lidis will be taking the helm from December 1 as the company’s new General Manager. Lidis replaces Dorian Lapthorne who transferred to the Jaguar Brand Manager’s role in China last September.

Jag’s Managing Director, David Blackhall said that Lidis represented the ideal combination of deep industry experience and maturity overlaid with the important leadership skills needed to guide the brand to the ‘niche premium’ positioning it is targeting over the next few years.

The new General Manager joined Ford Australia as a graduate trainee, filling many varied roles for the company, and was recently Ford’s Regional Manager. He holds a Bachelor’s Degree in Economics and Politics and an MBA from Macquarie.


 “Chris ticked every box for us – outstanding academic qualifications, high quality Ford experience and training here and abroad, strong dealer expertise, broadening experience in the credit company and most of all a proven track record in nurturing, mentoring and managing young teams,” Blackhall said.

New GM for Jaguar Land Rover

Jaguar Land Rover Australia today announced Christopher Lidis will be taking the helm from December 1 as the company’s new General Manager. Lidis replaces Dorian Lapthorne who transferred to the Jaguar Brand Manager’s role in China last September.

Jag’s Managing Director, David Blackhall said that Lidis represented the ideal combination of deep industry experience and maturity overlaid with the important leadership skills needed to guide the brand to the ‘niche premium’ positioning it is targeting over the next few years.

The new General Manager joined Ford Australia as a graduate trainee, filling many varied roles for the company, and was recently Ford’s Regional Manager. He holds a Bachelor’s Degree in Economics and Politics and an MBA from Macquarie.


 “Chris ticked every box for us – outstanding academic qualifications, high quality Ford experience and training here and abroad, strong dealer expertise, broadening experience in the credit company and most of all a proven track record in nurturing, mentoring and managing young teams,” Blackhall said.

Editorial: GM Death Watch 219: GM Prepackaged Reorganization

In recent congressional testimony GM admits that its’ experts are exploring the chapter 11 reorganization option, but GM argues that chapter 11 causes too many  problems, including projected damage to the overall economy and to jobs dependent on auto manufacturing. Others argue that  reorganization  is needed, but should somehow take place outside of the time-tested  legal process known as chapter 11.  Sentiment is growing that a “prepackaged” chapter 11 case financed by taxpayers is the best way to solve both the business and financial problems of GM, and perhaps of other automakers.

What is a prepackaged chapter 11?

In a true“pre-packaged” reorganization the debtor proposes its reorganization plan and solicits votes before the chapter 11 case is filed. For companies with publicly traded debt and other securities, the advantage of a chapter 11 is that the debtor can restructure its debts without the holdout problem posed by exchange offers, while at the same time reducing delay and expense. A partial “prepack” involves a pre-petition solicitation only of certain classes of creditors (e.g., bondholders in the case of GM) and a post-filing solicitation of other classes of creditors, say unsecured suppliers to GM.  Pre-filing voting on the reorganization plan is not essential if the parties have agreed in writing on how their claims will be treated under the plan, sometimes called a “pre-negotiated” prepack. A prepack does not have to immediately address every issue of every creditor group, and frequently smaller claims are resolved after a chapter 11 plan is approved. A chapter 11 filing also avoids the problem  and delay caused by soliciting shareholder votes, since  under a GM reorganization plan the common shareholders should receive nothing and therefore do not get to vote.

A prepackaged reorganization is not ideal for companies that must still undergo substantial changes to their operations or if the debtor seeks to terminate large numbers of unprofitable or burdensome contracts. However, GM’s restructuring/downsizing has been underway for a few years, plant closings are being implemented, employee layoffs have been accelerated, and GM is already making the necessary changes to address market realities.

A big advantage of chapter 11 is that the debtor can quickly and easily sell assets and operating divisions (e.g. Hummer, AC Delco) to create cash for ongoing operations, since the claims of persons affected by the sale are all funneled into the bankruptcy court for expedited resolution and the existence of disputes need not delay the sales. Pre-negotiated asset sales can be completed in a few weeks after a case is commenced, creating immediate cash for operations.

Why is a non-bankruptcy loan to GM a poor use of taxpayer money?

A lender to an insolvent company on the verge of bankruptcy wants its loan to be repaid and would not let loan proceeds be used to pay off existing liabilities. GM owes unsecured bondholders about $40 billion, and there is no indication that bondholders have agreed to standstill, waive interest payments, or to restructure the debt. GM’s Series D debt of $800 million comes due in June 2009, when GM must pay the debt, default or get bondholders to extend the maturity date. GM owes trade creditors about $28 billion and owes another $$34 billion in accrued expenses.

The legal obligations of GM to bondholders and trade creditors cannot be changed or modified without a bankruptcy case, or the written consent of each individual creditor, a near impossible task. Attempting to reorganize GM outside of a legal proceeding would  encourage  creditors to holdouts for special treatment, and delay any chance at restructuring

A commercial lender asked to support GM (which is insolvent on the basis of its balance sheet) would ask how paying the existing claims of bondholders and suppliers will help GM with its current cash flow problems, and would not consent to its loan proceeds being diverted to unsecured creditors.  Without a chapter 11 case, taxpayer loans to GM could be used to pay interest on $40 billion of GM unsecured debt, and to pay the $800 million Series D debt coming due in June 2009. GM also must pay $7.5 billion to the retiree trust in January 2010, another liability it does not have funds to pay. Taxpayer money should not be used to bailout existing debt or to pay non-essential existing liabilities. The restructuring of GM’s payment obligations can be most quickly and effectively accomplished in a pre-packaged chapter 11 case.

What is involved in preparing a business plan and application for a chapter 11 “debtor-in-possession” loan?

In a prepackaged chapter 11 reorganization, the financing for the chapter 11 debtor is arranged and in place before the chapter 11 case is filed. The financing often includes a commitment to provide the “exit” financing which is used to fund the debtor’s obligations when its chapter 11 reorganization plan is approved by creditors and by the bankruptcy court. Given the current state of commercial credit markets, in GM’s situation the US Treasury probably will have to make the commitment for the reorganization plan exit financing. The reorganization plan will set forth the repayment terms for the existing secured debt, the new US Treasury loan and the Department of Energy (DOE) loan.

As with any loan application, the starting point for GM will be its current assets and liabilities, its cash flow and its realistic projections, all of which go into a measured calculation as to the borrower’s credit worthiness and ability to repay the loan, with interest. In chapter 11 cases the debtor prepares extremely detailed projections and budgets, taking into account the reduction in its current liabilities that result when the case is filed. For example, after the chapter 11 case is filed GM will no longer pay  interest  or principal  on its unsecured debt. Chapter 11 lets GM stop paying liabilities incurred before the chapter 11 case is filed, thereby increasing cash available for operations.  All these deferrals and changes to current liabilities are then reflected in the debtor’s cash flow projections.

How will retiree claims be treated in a pre-packaged chapter 11 case?

GM retiree claims primarily are unsecured claims, having the same priority as bondholders and other unsecured creditors. In January 2010 the UAW and its related retiree trust will assume most of GM’s retiree liabilities for current retirees.  In January 2010 GM has to pay the retiree trust $7.5 billion in cash and other transfers of assets. The trust also receives a $4.4 billion GM convertible debt issue which is an unsecured claim against GM. Over ensuing years GM must pay the trust additional amounts estimated to be between $10 billion to $17 billion. A basic rule of bankruptcy is that claims having the same priority in payment get the same treatment under a chapter 11 reorganization plan. Thus, all unsecured claims, including claims of the retiree trust, should get the same treatment. In a pre-packaged chapter 11 case it is possible for creditors to agree on different treatment of claims having the same priority, but this invariably leads to more delay and expense.. . In a GM chapter 11 case these future payments to retirees are frozen, and are treated as unsecured claims, which means they will get a distribution under the GM reorganization plan.

What happens at the beginning of a pre-packaged chapter 11 case?

Despite assertions that reorganization in chapter 11 is not a realistic option, a company with pre-arranged financing is quite able to operate in chapter 11.  In nearly every mega case where a restructuring of an operating business is contemplated, the bankruptcy court enters “first day orders” which are basically all the court approvals that the business in chapter 11 needs to continue to operate its business in the ordinary course. First day orders deal with everything from financing, to advance payments, approval of bank accounts, authority to honor customer warranty claims, and reimburse dealers—all the details needed to prevent disruption of the operating business. While it is definitely a lot of paperwork, legal and turnaround professionals do this type of work every day, and the courts routinely approve first day orders designed to save operating businesses.

GM’s assertion that millions of jobs will be “lost” ignores the simple fact that companies continue to operate their businesses while in chapter 11, albeit under a great deal of scrutiny.  GM already finances its largest suppliers (Delphi and American Axle) and has a receivable financing program for other suppliers so that the suppliers have access to cash. These programs can continue in chapter 11, or even be improved. For example, GM could ask the reorganization court to approve cash pre-payments to essential suppliers. The past due claims of suppliers are unsecured claims and in bankruptcy have the same priority in payment as GM’s unsecured debt. In planning a prepack it is not unusual for the debtor, with the consent of its major creditors, to prepay critical suppliers before the prepack is filed.

What will creditors get in a pre-packaged GM reorganization plan?

A GM reorganization plan must be based on a realistic projection of future profitability, because these future cash flows will be used to determine the enterprise value of the reorganized company, and hence the value of new common shares which will be distributed under the plan.  Fortunately for taxpayers, in a chapter 11 case the debtors’ financial projects are open to public scrutiny and to the comments and objections of creditors affected by the chapter 11 plan.

GM will not have resources to make a cash distribution to creditors, so the reorganization plan will involve a distribution of newly issued debt and new common stock, with the old debt and old common shares being extinguished. The new common stock will be listed on a national exchange and will have an immediately ascertainable value based on the financial projections that GM will have to produce to get creditor approval of its chapter 11 plan. Under the reorganization plan the trust for retirees should not receive payment on the  $4.0 billion short term note,  the $4.4 billion long term note, or its other claims against GM, but will get its pro rata share of the newly issued debt and common stock of reorganized GM. Since the new common stock will be publicly traded, it can be sold to fund retiree obligations assumed by the retiree trust. In a chapter 11 case creditors can also agree that retirees will get better treatment than is customary, but this requires a vote of creditors and special treatment is likely to be contentious and delay any chapter 11 case.

Government financing for a GM pre-packaged reorganization

A US Treasury non-bankruptcy equity investment in GM (i.e., purchase of GM preferred stock), is surely a bad investment for a company already balance sheet insolvent by more than $60 billion. A primary beneficiary of an equity type investment would be the existing unsecured bondholders and unsecured creditors, who would have a claim on the proceeds. Others suggest that taxpayers make an unsecured loan, but such a loan would have the same priority as the other $105 billion of existing GM liabilities, making loan repayment unlikely.  Taxpayers should demand that any loan made to GM be made only in connection with GM’s chapter 11 filing, that it be fully secured, and only disbursed pursuant to detailed written budgets. Naturally, lenders to chapter 11 debtors insist on competent management, but also hire their own accountants and reorganization professionals so that the lender has an independent analysis and opinion of the debtor’s viability, business plans and the achievability of the debtor’s goals and financial projections.

In a pre-arranged chapter 11 case, the US Treasury could extend to GM a secured debtor-in-possession line of credit for say $40 billion, a line of credit secured by a first security interest on all GM assets, being junior only to GM’s existing secured line of credit of $4.4 billion.  A portion of the US Treasury line of credit should be available to support essential suppliers through loans, letters of credit and pre-payments. On the first day of a pre-packaged chapter 11case the bankruptcy court is likely to give interim approval to a portion  of the total credit line and have a hearing ten days later to approve the balance of the loan facility.

Since the government lacks experience in administering secured loans to insolvent companies in chapter 11 reorganization, it might be preferable to have the loan guaranteed by the US Treasury, but funds would be advanced periodically by a consortium of financial institutions experienced in lending to chapter 11 debtors, and able to monitor day to day compliance, with the terms and covenants of the  loan. This would not eliminate oversight by the US Treasury and Congress, but the details of loan administration would be delegated to experts.

GM’s Chapter 11 reorganization plan can be expedited

Given the importance of US automakers to the economy and the need for a successful reorganization to preserve jobs, a GM chapter 11 reorganization case will be expedited. The chief judge can assign multiple judges to handle different aspects of the case, recognizing that speed is essential to a successful reorganization. Bondholders and other creditors should support expedited handling of their claims because a successful reorganization is the best way for creditors to realize value.

A pre-packaged plan can be approved quickly because the plan has been negotiated and accepted by creditors entitled to vote before the chapter 11 case is begun. In a partial “pre-pack”, the largest creditor groups informally approve the general principles of the plan before the case is filed, but formal solicitation and voting take place under the supervision of the bankruptcy court. By using accelerated schedules a  prepack can be accomplished in months, not years. Pre-filing negotiations over the terms of the reorganization plan often result in agreement on difficult issues—payments to suppliers, support for the dealer network, honoring customer warranty claims, and even changes to employee work rules and benefits, and all of these agreements can be rapidly documented.

Treatment of claims and shareholders under a GM reorganization plan

Given GM’s own statements about its shortage of cash for the foreseeable future, it is unlikely that GM would make any cash distributions to existing creditors. Cash will be needed to retool plants, complete ongoing restructuring efforts, and to reassure trade creditors that enough cash is available so that trade creditors will extend new trade credit to GM.

Under a reorganization plan, creditors and shareholders are put in classes, with creditors having the same priority in payment often grouped in the same class. A simple GM reorganization plan would have the following elements:

-Taxpayers have a $40 billion first lien on all GM assets for monies lent by the US Treasury and the DOE.  If GM’s debtor in possession financing cannot be refinanced by commercial banks, then taxpayers will finance GM’s exit from chapter 11. Taxpayers should get warrants for  10 % of GM’s new common shares to reward them for the risk of financing GM in Chapter 11.
-GM’s existing $4.4 billion secured line of credit will retain its lien on GM’s assets and be extended.
-Consumer warranty claims are expressly assumed under the chapter 11 plan.
-$40 billion of unsecured bondholder debt will receive its  pro rata share of any new unsecured debt issued by GM and a pro rata share of GM’s new common shares.  The common shares will trade on the public market and will have an immediately realizable value. No interest will be paid on any new debt until all taxpayer loans to GM are paid in full, with interest
-Trade payables of  about $39 billion, the $17 to $27 billion owed to the retiree trust,  and any other unsecured claims, also get their pro rata share of any new debt and new common shares.
-The retiree trust may merit special treatment, although potential future liabilities to the trust of $27 billion not only would weigh heavily on GM’s post reorganization success, but also would depress the market value of any new common shares issued by GM. With creditor consent, the retiree trust could receive subordinated debt, with future maturity dates timed to GM’s future profitability. Without access to GM’s cash flow projections, it is hard to suggest what treatment would be fair to retirees while still protecting GM’s other creditors.
-Old common shares do not vote on the plan, get no distribution, and are canceled. Existing stock options are eliminated
-A new board of directors selected by creditors is in charge of reorganized GM, with board representation for the major creditor constituencies.

GM’s Hypothetical Post-Reorganization Balance sheet

Projected Assets: $90 billion

Estimated Liabilities
$4.4 billion: existing secured line of credit
$10 billion: secured term note to US Treasury
$12 billion: secured term note to the Department of Energy (GM’s share of the     DOE funds for alternative vehicles)
$1 billion:  trust or secured letter of credit established to guarantee payment of     consumer warranty claims
$2 billion: current tax liabilities

Subtotal: $29.4 billion of secured and priority claims

$9 billion: accrual for consumer product warranty liability
$10 billion: for current claims arising in during the chapter 11 case which will be     paid by GM in the ordinary course of business
$5 billion:  new unsecured debt (payment in kind) set aside for miscellaneous     claims, with maturities deferred and no cash interest payment
$5 billion: subordinated debt, issued with laddered maturity dates timed to fund     the retiree trust only if it runs out of money in the future
$15 billion: accrual for  pension and retirement obligations for current employees
$5 billion: leases and other obligations, including liabilities to foreign subsidiaries

Subtotal: $39 billion of unsecured debt and unsecured liabilities

Total estimated liabilities: $78.4 billion

Equity distribution
90% of newly issued GM common shares distributed to bondholders, the retiree     trust, and other unsecured creditors
10% of new equity reserved for the US Treasury

Final thoughts on labor, management and Detroit

The UAW represents labor in negotiations with GM management. GM’s management, not labor, has been behind the GM steering wheel as GM went over the Cliff of Insolvency. UAW negotiators are tough, well-informed professionals. The UAW is not inflexible; witness its recent agreement to defer $1.7 billion of payments to the retiree trust, a deferral which has helped GM stay alive. The UAW has its own staff of accountants and restructuring professionals who are prepared to sit down and negotiate and help GM propose a viable reorganization plan

GM’s board of directors, its management and the UAW have made mistakes, but their serious efforts to restructure GM should not be doubted. Rick Wagoner has spent 30 years at GM, but his efforts have been overtaken by circumstances. In reorganization the board will be replaced, as will some of the operations managers and senior executives. Undue criticism of GM’s management and the UAW distracts from the need to urgently develop and implement a viable pre-packaged reorganization plan. GM’s management needs to get down to business and develop a reorganization plan that will protect taxpayers and earn the support of Congress.

GM’s chapter 11 case should be filed in Detroit. The birthplace of the American auto industry should be the place of GM’s rebirth.

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