A rough road ahead for Chrysler's union with Fiat

Moments ago, President Obama announced that Chrysler will file for bankruptcy today in a New York federal court, then move toward a speedy union with Fiat. But in the rush for a shotgun marriage, there are plenty of hurdles Chrysler has to clear.

Ford, UAW cut deal on retiree health benefits

Ford has hit a home run in negotiations with the UAW, setting a precedent for GM and Chrysler and freeing up the cash it needs to stay out of the government bailout cookie jar.

Punditry: The top five Fiats that Chrysler needs now

Fiat's recent offer to link up with Chrysler could be silver lining within the Carpocalypse's clouds of doom.

Under the proposed deal, Chrysler gets its cash-starved mitts on Fiat's la bella machinas. And Fiat grabs a minority stake in Chrysler and dibs on Chrysler's distributors and dealerships.

We would get a heaping helping of la dolce automobili, but which cars would head stateside? Presuming all goes well, here's my list of the five Fiats that would save Chrysler's bacon.

Swedish customs halts Saab production, citing unpaid taxes

Reuters is reporting that the Swedish customs authority has effectively shut down Saab's Trollhättan factory, citing a "considerable" sum of import duties that have been left unpaid.

Saab set to sink as GM steps aside

"Nej tack nu går bort!" (No thanks, now go away!)

Such was the response from the Swedish Industry Ministry, when approached by the General to purchase a majority stake in the ailing automaker.

Now, Saab is mounting its last stand against mounting debts and a critical lack of suitors interested in the struggling automaker.

Brabus builds a brazen, ballistic G-Wagen

The Gelandewagen has a long history as a world-conquering off-roader. Now in its 30th year of production, the two ton Benz-built bruiser has conquered the Sahara, straddled the Alps and set dozens of records for going places lesser trucks could not.

But now Brabus has written another record for the G-Wagen: the most powerful production off-roader ever built.

GM seeks $16 billion; dire future looms for Saturn, Saab

Today was the due date for GM and Chrysler to turn in their homework -- a plan defining each automaker's long-term viability. And in defining the way forward, General Motors has put the hangman's noose around Saab and Saturn.

And that's just the start.

Just how safe is your pickup truck?

Bigger is better, when it comes to crashes. A basic tenet of physics that for years has sold big, burly pickups as the "safer" alternative to mid-size sedans. But, as the Insurance Institute for Highway Safety discovered, many of today's full-size pickups flunk the side impact crash test, a feat those wimpy sedans manage with ease.

So just how safe is yours?

Geneva Motor Show Preview: 2011 Fisker Karma

Mere weeks after stealing the spotlight at the Detroit Motor Show with the voluptuous Karma S convertible, Henrik Fisker and his eponymous carrosserie have announced pricing and specs for the Fisker Karma hybrid luxury sedan, due to hit the road in early 2011. 

2009 Nissan Cube Krom - Pics, Specs & Prices

Hoping to build on the same Gen-Y mojo that has made the Scion xB a sales smash, Nissan has priced the 2009 Cube to move.

2010 Genesis Coupe priced below $23K

While the svelte Korean coupe will make its official debut a few days from now at the Chicago Motor Show, Hyundai has released full price details for US-bound models.

The base model is powered by a 210-horsepower, 2.0-liter turbocharged four mated to either a six-speed manual or five-speed automatic transmission. The four-cylinder coupes will start at $22,750 for the base model and top out at $24,500 for the well-equipped R-Spec version due later this year.

The V-6 powered coupes belt out 306-horsepower from a naturally-aspirated 3.8-liter motor. $25,750 will get you the base V-6 with six-speed manual. The fully-loaded Track model with a ZF-built six-speed Shiftronic transmission will sell for $31,750. All prices include a $750 destination charge.
[IL]

MINI mulling diesel option for future US models

In the pantheon of automotive journalism, USA Today rarely comes to mind. Yet today, MINI vice president Jim McDowell confirmed to the perennial paper that parent company BMW is actively considering adding a diesel engine for US - bound Coopers and Clubmans.


MINI already offers a diesel option for the Mini Cooper in Europe, but the current diesel engines do not meet EPA emissions. Hence any US-bound diesel MINI will be based on a new generation motor rather than a retrofit of the current European model, said McDowell.

As reported last fall, BMW has begun selling diesel versions of the 3-series sports sedan as well as the X5-series sport utility vehicle. Both vehicles use an ammonia-reduction catalyst to cut down on harmful nitrogen emissions.

Ultimately, it's a question of cost versus buyer-perceived benefit. The gasoline-powered Mini Cooper and Mini Cooper S are gas-sippers. The 2009 Mini Cooper delivers 28 mpg in the city and 37 mpg on the highway. "If we add a diesel," McDowell said, "it has to really get high mileage ratings to appeal to buyers."

German automotive supplier Bosch AG has been spotted testing a modified Mini Cooper D in the United States. Leaked reports of its 60-plus miles per gallon fuel economy have whetted appetites, but they may have also lead to unrealistic buyer expectations.

Not all car-makers have found success with diesel models. Mercedes-Benz and VW have successfully sold diesels here for years. But Honda made an abrupt about-face in December when CEO Takeo Fukui announced the company would drop their plans to build a diesel motor for the US market.

The bottom line:
As car sales go, 2008 was one of America's worst years on record. The smart money would lead most to cut their costs and focus on sales. But if BMW plays their cards right, a diesel MINI Cooper would knock the eco-weenie Prius off its smug-shrouded perch.

BREAKING: More Porsche Panamera Pics and Specs

A tip of the hat to supercars.net is in order this Saturday. Thanks to them, three new pictures of Porsche's Panamera super-sedan have hit the web ahead of its official Monday reveal.

Dutch auto mag AutoTelegraaf has already broken the press embargo, so we're joining the herd a couple days early.

The Panamera is a large car by any means; 16.3 feet long, 6.3 feet wide and 4.66 feet tall, with a wheelbase of 9.6 feet. Weight hasn't been disclosed, but somewhere near 3800 pounds for the V8 model seems likely.

With today's leak comes new design revelations. Heat extracting vents in the front fenders are flanked by deep scallops reminscent of the Carrera GT, breaking up an otherwise bulbous form. The jury is still out on the Panamera's bulbous back end; as yet, I'm not a fan. Design quibbles aside, it's hard to argue with a 0.29 coefficient of drag.

Back in September, we covered the basic tech specifications. A 3.6-liter V6 and 4.8-liter V8 engines with be available, with a 500+ hp twin-turbo V-8 reserved for the top of the line Panamera Turbo.

Porsche's dopple-kupplung dual-clutch gearbox will be available on all models. A V-6 hybrid variant with 350 hp is expected by 2011.

All-wheel drive will be standard on the Panamera Turbo, along with an electronically controlled air suspension system. Whether rear or all-wheel drive, all Panameras will include a helical limited-slip diff as well.

A brief programming note: Next week's news coverage will be punctuated with a few gaps as the Thanksgiving holiday nears. But stay tuned for our reviews of Mitsubishi's i MiEV electric city car and VW's new Jetta TDi clean diesel sedan.

Embargo be damned! 2010 Mustang pics & specs leaked before LA debut

The cat... or rather... the colt is out of the bag on this one.

We were just a day and a half away from the new Mustang's official debut at the LA Auto Show, but thanks to a bit of file mismanagement on Ford's side, the dam has burst. Since everyone else is doing it, here's the scoop on Ford's new steed.

Technically, the 2010 Mustang is a mid-model refresh of the SW195 platform that debuted in 2005 to immediate acclaim. But with the exception of the roofline, all exterior sheetmetal is new for 2010.

The remade Mustang starts with an aggressively raked grille which features the first new Mustang emblem since the car's introduction in 1964. Both the V-6 and V-8 GT wear front bumpers unique to each model. The headlamps and turn signals are now integrated into one unit, drawing inspiration from the 1970 Mustang Boss series.


On the V-6 models, the fog lamps are located on the lower fascia, while on the GT, the fog lamps are again located in the upper grille – a pattern similar to the original lamps of the 1967-68 Mustang. The new headlamps, lower fascias, fenders and grille are capped by a powerdome hood that adds to the muscular appearance while allowing greater air circulation underneath.

"We understand Mustang's heritage and iconic status it has in the world and as a symbol of Americana," said Peter Horbury, executive director of US design. "We wanted to create a face that is more muscular but unquestionably, unequivocally Mustang and carry that spirit through to the entire car."
Along the new Mustang's flanks, both the front and rear fenders are tautly flared at each wheel arch. Taking inspiration from the 2006 Guigiaro Mustang Concept, the new Stang's rear fenders now swell to a pronounced flare just below the rear quarter window. "It helps give the car aggressive, forward direction, like it's ready to jump," said Doug Gaffka, Mustang chief designer.

Out back, new LED tailights debut along with a revised trunklid and rear bumper. Firing sequentially from the inside cornet, the three red LED lamps mimic the sequential turn signal unique to the Mustangs of the late '60s. The reverse lamps are tucked in vertically between each red lamp, creating a modern version of the classic Ford three-lens taillamp.

Under the hood and on the road, improvements abound
The 2010 Mustang 4.6-liter V-8 benefits from the cold air induction system, taller final drive and re-calibrated ECU which debuted on the 2007 Mustang Bullitt.

Now producing 315 horsepower, the GT's ECU will now advance engine timing and richen fuel trim when premium unleaded is used, rewarding drivers with a deeper well of midrange torque. The 4.0-liter V-6 carries on unchanged, with 210 horsepower.

Suspension-wise, wheel and tire combinations are an inch bigger across the board, ranging from 17 to 19 inches, depending on the model. The shocks have been retuned on all models as well.

"We adjusted the springs, stabilizer bars and shocks to better balance the ride, steering and handling for all models, which results in a more engaging driving experience," adds Mustang Vehicle Engineering manager Tom Barnes. "The 2010 Mustangs feel more controlled for steering and handling, yet retain a good ride balance."


There's new safety gear on hand as well. Electronic Stability Control (ESC) is now standard for 2010, complementing Mustang's all-speed traction control and anti-lock braking system (ABS). Dual front and front seat mounted side airbags are standard equipment on every 2010 Mustang.

Inside, a one-piece instrument panel design is new for 2010. Crafted in seamless soft-touch TPO (Thermoplastic Olefin) resin, the new assembly offers fewer places for squeaks to develop, a goal Ford engineers sought out with the new Mustang.

"That's the difference between good enough and exceptional," said Gary Morales, Interior Design manager. "We wouldn't accept anything less than leadership design and world-class craftsmanship."

The 2010 Mustang will offer the latest version of Ford SYNC bluetooth and multimedia integration system, which now includes 911 Assist and Vehicle Health Report. The somewhat frivolous My Color™ system returns for 2010, which allows drivers to customize the car's gauge lighting from a range of 125 colors.

To see more of the 2010 Mustang, visit Ford's mini-site here:
http://www.fordvehicles.com/the2010mustang/

GM to Washington: Loan $25B now or lose $150B later

If General Motors fails, nearly three million jobs could be lost in 2009 as part of a cascading collapse of suppliers, shipping companies and ultimately dealers. So argues General Motors in a video released as the embattled automaker campaigns for immediate federal aid in the wake of a cash-flow crisis.



Released on Sunday, GM's four-minute video highlights the fact that American auto industry is one of the largest economic multipliers in the U.S. economy. GM employs more than 1.7 million people, either directly or through parts suppliers, subcontractors and dealers.

The key argument is that if either GM, Ford or Chrysler fails, the industry would be faced with an imminent collapse due to the impact on suppliers and the cascading effects of production lines being halted and workers laid off at every level of production.

All told, as many as three million jobs could be lost if one or more the Big Three automakers fail. GM argues that in such a scenario, with no cars being made or sold, as much as $156 billion in tax revenue would be lost between 2009 and 2011.

And the economic catastrophe wouldn't stop there.

Add in the cost of supporting 775,000 retirees currently drawing a GM pension. And the health care costs of 2 million people who would find themselves uninsured if GM were to fail.

A collapse of the U.S. auto industry would reduce personal incomes by $150.7 billion, the automaker warns. Over three years, the cost could grow to $398 billion in unemployment assistance, as people struggle to find new work.

By every measure, the damage from a collapsing US auto industry will reach far beyond the industry itself.

The nation's auto industry is a major contributor to our gross domestic product -- nearly four percent in total. According to the Center for Automotive Research, our current recession was fueled by three-tenths of a percent decline in GDP. If GM alone is left to fail, a sudden one percent loss in GDP could easily trigger panic, turning a recession into a depression.

[GM]

NMM at the Movies: The cars of Quantum of Solace

Confession time: In addition to being a car nut, I'm also an ardent fan of Ian Fleming's James Bond 007.

And so tonight, as the first US screenings of Quantum of Solace get underway, we have a feature on the cars appearing in the latest Bond film.

Daniel Craig returns to his role as the famed British secret agent, taking the wheel of the heart-achingly gorgeous Aston Martin DBS in the process.

Even before Q works his armored wizardry, the Aston is a force to be reckoned with, packing a 6.0-liter V-12 good for 510 horsepower and 420 pound-feet of torque.

Olga Kurylenko makes her Bond film debut as Camille Montes. As in Die Another Day, Ford has once again signed a deal to get their cars on screen; Kurylenko drives the plebeian but Euro-chic 2009 Ford Ka subcompact.

With a meager 1.2-liter four, the Ka is more adept at being miserly with fuel than outrunning henchmen, but nonetheless, it's appearance is more so a feature of Madison Avenue than of Fleming himself.

As for the aforementioned henchmen, the Alfa Romeo 159 is their car of choice in Quantum of Solace.

On paper, the 253-horsepower V-6 powered Alfas should be utterly humiliated by the Aston Martin, but toss in a dusty, switchback laden road conspicuous for it's lack of guard rails and the vehicular drama and mayhem nearly writes itself.

Speaking of mayhem, it's worth noting that one of seven Bond-spec Astons drew its dying breath in a plunge into Lake Garda in the Italian Alps while on the way to shooting a chase scene nearby. While driver Fraser Dunn suffered only minor injuries, the $266,000 Aston was declared a total loss.


For more on Quantum of Solace and James Bond's creator, Ian Fleming:

* Quantum Of Solace - Official Movie Site
* Quantum Of Solace on IMdB
* A brief biography of Ian Fleming

LA Auto Show Preview: 2010 Bentley Azure T

Life is often divided into questions of nuance. No matter the subject, clear cut answers are hard to come by. For instance, when is enough enough? When does indulgence become decadence?

Bentley, an automaker well acquainted with indulgence, will release their newest convertible at the LA Auto Show next week. We've got an early preview.

With lines that recall the first post-war Bentleys, the Azure received an enthusiastic reception as a concept car at the 2005 Los Angeles Show. The production version retains much of the concept car's character and is instantly recognizable as a successor to the 1946 Mk.6 drophead coupe.

Significant time and effort has gone into making the Azure T’s folding roof attractive as well as highly functional. Operated hydraulically at the touch of a switch, the Azure T's three-layer canvas roof is elegantly stowed beneath the rear parcel shelf in a matter of 25 seconds. Because the roof is held in a separate well area, there is no impact on the generous trunk space which was designed to hold two sets of golf clubs and hand luggage.

As impressive as its stately dimensions is the Azure T's immense power. 500 horsepower and 738 pound feet of torque are on tap, courtesy of a 6.75-liter twin-turbocharged V8 mated to a six-speed ZF automatic transmission. Each engine is assembled by hand at the factory in Crewe; the signature of the build team leader is engraved into a plaque fixed to the intake manifold.

With 90 percent of peak torque available from 1800 rpm to 3800 rpm, the Azure vaults toward the horizon with zeal. 60 miles per hour is accomplished in a mere 5.2 seconds, whilst on the way to a top speed of 179 mph.

Keeping the powerful and weighty Azure T composed are a set of computer-controlled, adaptive electro-hydraulic dampers with automatic ride height control and load compensation. In addition to countering acceleration squat and brake dive, the Azure T's dampers will counteract body roll, delivering impressive control in all driving conditions.

Twenty-inch alloy wheels with 255/40 ZR20 Pirelli P Zero tires further improve handling and road holding. When equipped with the optional brake upgrade, each wheel houses the largest set of brake discs available on any production car in the world.

Measuring 420 by 40 mm in front and 356 by 28 mm in the rear, these massive carbon-composite discs are clamped by eight-piston calipers front and rear. In addition to 16 pounds of weight savings, the carbon discs are designed to last the lifetime of the car while offering nearly fade-free performance.

Building a Bentley is an intensely personal affair. To suit, the British automaker offers 42 exterior paint colors, eight different wood veneers and 25 different leathers to furnish a customer's Azure.

Befitting its role as Bentley's new flagship convertible, the Azure T embodies a range of new standard features. The seats and door panels are covered in diamond quilted leather. The dashboard features an ‘engine-turned’ aluminum finish reminiscent of 1920s racing Bentleys, and the instrument faces are finished in black rather than parchment.

Yet beneath the traditional Bentley cues lies a raft of modern technology.

The Azure T's stereo head unit now reads audio files stores on an SD memory card rather than from a compact disk. As an option, Azure T buyers can specify a premium audio system designed by Naim Audio, a UK-based high end hi-fi manufacturer. The upgraded audio system features 10 speakers, a dual-channel subwoofer and an 1100 watt amplifier, plus eight individual equalizer modes to reproduce a ‘live’ concert-like experience.

Like the Continental T and Arnage T before it, the Azure T carries on the tradition of modern sporting Bentleys, cars known for their sybaritic luxury, sporting character and titanic performance.

Which leads back to one of those precious clear-cut answers.

Enough is never enough.

[Bentley]

BMW ships, prices first US-market diesels in 20 years

It's been a long while since BMW sold a diesel car in the US market.

Since 1988, when the 524d and 524td sedans left our shores in a cloud of their own soot, the Soviet Union fell apart and Germany reunified. We've had two Bushes and a Clinton in the White House and watched oil prices surge to dizzying heights.

Now, even as crude oil prices continue to fall in the dour economy, BMW has returned with a pair of oil-burners. Starting next year, the German automaker will offer the 335d, a diesel version of the 3-series sedan and the X5 xDrive35d, a diesel variant of the popular X5 SUV.

Both are powered by 3-liter, twin-turbocharged diesel inline-six rated at 265 horsepower and a tarmac-wrinkling 425 pound feet of torque. A six-speed automatic transmission is the only option for both models. BMW has yet to develop a manual gearbox that can handle the immense torque output, so neither US or European customers will be able to row the gears themselves.

Like the new Mercedes-Benz diesels, the oil-burning BMWs will use a particulate filter and urea injection to eliminate soot and reduce emissions. The urea solution - called AdBlue - is carried in a 5.5 gallon tank on both the 335d and X5 diesel. BMW expects a tankful of AdBlue to last for about 15,000 miles.

As a part of the automaker's five-year / 40,000 mile complimentary maintenance program, BMW will refill each car's AdBlue tank at no extra cost at 10,000 miles.

At the pump, the 335d is rated at 23 mpg city and 36 mpg on the highway, with a range of about 560 miles. The X5 diesel carries a 22 gallon tank which translates to 585 miles with a 19 mpg city and 26 mpg highway EPA rating.

The 335d will sell for $44,725 and the X5 xDrive35d will go for MSRP of $52,025, including destination and handling.

Both will be eligible for a federal tax credit. The IRS will kick back $900 for each 335d, while X5 xDrive35d customers will qualify for the maximum federal tax credit of $1,550.

[BMW]

Rare fungus munches cellulose, pees diesel, solves energy crisis?

I know what you're thinking. What the hell is a fungus-flocked petri dish doing being featured a car blog?

Gilocladium roseum is its name. Dr. Gary Strobel discovered it in the rainforests of Patagonia. What he's found could be the solution to our energy needs for the next century and beyond.

How? Because it removes a very energy-intensive and wasteful step in producing biofuels.

Let's use corn-based ethanol as an example. In order to turn corn into a usable fuel, the cellulose fibers and sugars have to be fermented to unlock the carbon molecules trapped within. Those carbon molecules then have to be synthesized into complex hydrocarbons. In order for this to happen on an industrial scale, both steps require a lot of heat and a lot of pressure.

And the microbes used in fermentation are very picky eaters. They'll happily gorge themselves on simple sugars like those in an ear of corn. But throw a corn stalk into the mix and they just turn up their little noses. At most ethanol distilleries, the stalks are simply tossed out.

So a lot of the plant gets wasted and what is used takes a lot of energy to process.

Gilocladium roseum can solve both of these problems. Strobel discovered that the fungus consumes wood and synthesizes it into the same kinds of hydrocarbons found in diesel fuel. Strobel has dubbed the secretions "myco-diesel."

"A step in the production process could be skipped," Strobel said in a press release.
That said, Strobel admits that industrial production is a long way off.

"This report presents no information on the cost-effectiveness or other details to make G. roseum an alternative fuel source," Strobel and his team wrote of their discovery. "Its ultimate value may reside in the genes/enzymes that control hydrocarbon production, and our paper is a necessary first step that may lead to development programs to make this a commercial venture."

The next step involves researching the fungus' genome. Work has already begun under the direction of Dr. Strobel's son Scott, who chairs the department of molecular biophysics and biochemistry at Yale University. Montana State University now holds a patent on G.roseum and the myco-diesel process.

With enough money and time, our future fill-ups might come not from the ground, but from the fungus among us.

Learn more:

Read Dr. Strobel's paper here. [PDF]

A podcast of Dr. Strobel talking about myco-diesel is available here.

[Photo Credit: Montana State University/ Gary Strobel]

Five Axis injects 60's racecar cool into.... a Yaris?

Since Troy Sumitomo founded Five Axis Design in 2002, his Toyota-centric carrozzerria has always been known for unconventional designs executed with great skill. Well, this year's SEMA project car was no exception.

Who else but Troy could look at the plain-jane, commuter car lines of a Yaris hatchback and think of building a 60's-inspired roofless racer?

With the idea of paying homage to the Toyota 7 — one of many legendary Japanese race cars — in mind, Sumitomo set out to build a stripped-down, no-nonsense driver's car.

Off came the roof, then most of the windscreen followed by all of the interior. In it's place, a custom hard tonneau cover, turning the Yaris into a single seater with a fairing that frames the drivers headrest. The US-spec bumpers, headlights and taillights were all removed, to be replaced by their JDM counterparts, taken from the Vitz RS.

Under the hood, Sumitomo and his crew knew that the stock 105-hp 1.5-liter four banger wasn't going to do the job if left unmolested. So on went a TRD-designed Roots supercharger and custom cold air intake. Paired with a prototype exhaust header designed by DC Sports and backed up by a GReddy titanium exhaust, the combo added another 60 horsepower and more importantly, about 70 pound-feet of torque.

Countering the added go with whoa is a set of GReddy disc brakes, using 282 mm rotors clamped by six-piston calipers up front and two-piston calipers out back. The custom built brakes are framed by a set of Sumitomo's own rims. 17-inch diameter and 7.5 inches wide, the FIVE: AD S6 rims are powder-coated in a satin gunmetal color and wrapped in 225/45 R17 Yokohama tires sporting a custom tread carved by the designers at Five Axis.

Ensuring the Yaris Club lives up to its racing credo is a set of Tein Super Street coil-over dampers, with a TRD Yaris strut brace up front. To stiffen the Yaris' chassis and retain the structural strength lost by removing the roof, the interior is framed by a very stout perimeter cage, with a roll hoop integrated into the fairing behind the driver's seat.

As for the interior, there's not much left. A Sparco steering wheel, racing seat, shift knob and pedals replace the stock Yaris equipment. A TRD Vitz RS gauge cluster sits in a custom housing braced by a brushed aluminum frame. And smack dab in the middle of the dashboard is custom designed rear-view mirror that looks like it was plucked off the 7 itself.

The only bit of un-futzed-with Yaris interior I could find was the interior door lever on the driver's side. It's buried under the mass of the car's bright red roll cage; you really have to hunt for it.

Which brings us to the paint.

Some of you won't recognize the Toyota 7 in any context outside of Gran Turismo 4. But despite that, the 7 was a remarkable machine in its day. At a time when big block V-8s ran the table, the 7 took the opposite path, introducing the era of turbocharging, overhead cams and small-displacement, high-output motors that we all take for granted today.

So to see a Yaris wear the 7's searing crimson and white so perfectly is a little confusing, very satisfying and more than a bit frustrating.

Confusing, because a Yaris is best known as a commuter car.

Satisfying for memories it evokes -- a time when Toyota built sports cars for the common man.

Frustrating, because it takes a visionary like Troy Sumitomo to create a new one.

Toyota, are you listening? [Five Axis]