autoinsane» 2009

Rolls Royce sells over 1,000 cars for 2009; North America is largest market

Gerry Miles — Fri, 08 Jan 2010 18:43:16 +0000

Rolls-Royce Motor Cars has announced it retailed 1,002 cars for 2009, including 150 Ghosts to customers in December 2009. Demand for the Ghost has been exceptional and the latest Rolls-Royce has been met with universal acclaim from customers, the media and enthusiasts alike. Around 85 per cent of Ghost customers are new to the marque. More than a third of the sales totals were for Phantom models.

Phantoms make up one-third of sales

The four-doors (Phantom and Phantom Extended Wheelbase) accounted for more than a third of the division sales total. Phantom Drophead Coupé and the Phantom Coupé saw Rolls-Royce are still strong attractions.

“This is a tremendous result and a particularly strong performance considering the challenging economic environment that all manufacturers faced in 2009,” said Tom Purves, Chief Executive Officer in a press release. “Rolls-Royce has maintained its position at the pinnacle of the super luxury automotive market and much of this success is due to our highly skilled and dedicated workforce. We begin 2010 with production on all models sold out until April”.

North America strongest sales market

North America remained the biggest single market for Rolls-Royce in 2009, accounting for 33 per cent of sales. Europe’s 2009 numbers matched 2008 sales figures. Sales in the Asia Pacific and Middle East regions were said to improve towards the end of the year.

In the eight years since the first Phantom was produced at Goodwood, Rolls-Royce has introduced five new models widening the appeal of the marque and demonstrating continuous investment in this pinnacle brand.

Silver, black, and white are most popular global car colors according to Dupont survey

Gerry Miles — Tue, 15 Dec 2009 14:45:51 +0000

There may be nothing like a shiny black car to turn heads, and white is often the most popular in sun belts and shows less dirt. However silver is the top car color in Dupont’s most recent and first-ever global color popularity survey.

Check out the release for more detailed information:

DuPont announced that silver, black and white are the top colors in the first-ever ranking of worldwide vehicle color popularity. Now in its 57th year, the annual DuPont Global Automotive Color Popularity Report is the original and most authoritative source for automotive color popularity information and trends with detailed breakdowns for the top automotive markets as well as this year’s newly announced top global colors.

“By gathering and analyzing color popularity data around the globe, DuPont is able to better identify trends and help our customers in the automotive industry develop color palettes for the future,” said Nancy Lockhart, color marketing manager for DuPont OEM Performance Coatings. “The auto industry is an increasingly global business, so regional and global color data are vitally important to designers.”

Although the results suggest an ongoing convergence of color choice globally with color preferences becoming more homogeneous across regions, distinct regional differences remain. The top three colors – black, white and silver – continue to show strongly around the globe with growth of these colors across regions.

“It’s important to recognize that most people today, no matter where they live in the world, have access to cutting-edge information about popular colors from many sources like glossy magazines and fashionable websites and often will see the same widely distributed films,” said Leatrice Eiseman, executive director, Pantone Color Institute and author of the blog Eisemancolorblog.com. “The top colors become ‘aspirational’ with a universal appeal.”

Changes Across Markets

“There are still distinct regional differences in preference, but global trends are unmistakable,” said Lockhart. “Color preference can change from year to year because of a variety of factors including types of vehicles introduced, reduced vehicle size, consumer tastes and even the economy. These and other cultural, societal and demographic influences can shift regional trends over time.”

In North America,white (17.8 percent) remains the top color choice with black (17 percent) and silver (16.7 percent) in second and third place. However, examining black’s popularity over time shows it is rising – up six percentage points from 2005 – while silver and white have dropped in popularity by about two points over the past five years. Chroma colors blue and red remain solidly popular in the North American market, rising from 11 percent in 2006 to approximately 12 percent this year.

In Europe, the top color black (27 percent) continues to gain popularity over silver (19.9 percent), which is continuing to decline. White is growing in popularity but remains a second tier color with 10.2 percent of the market.

Japan saw a wide swing of color popularity for the year, ultimately aligning more with the North American and European markets. White remained the top color choice at 28 percent, dropping 4 points from 2008. Silver dropped five points to 23 percent, tied with black.

In contrast, the Chinese vehicle market experiences fluctuations in color preference. Silver rose four points to 36 percent for the year to remain the top color, with black dropping eight points to 23 percent as the second most popular color. As this market continues to grow there will likely be less variation year to year.

The market in India shows strong preference for silver

(26.4 percent), white (23.4 percent), red (16.1 percent) and blue (10.9 percent) with the remaining colors each garnering 6 percent or less of the market. Of interest, the Russian market looks similar to India with strong chroma colors mixed throughout the rankings, most noticeably in the green area. In the Russian rankings, silver was first (23.4 percent), followed by green (18.2 percent), black (16.7 percent), blue (15.5 percent) and red (10.8 percent).

The DuPont Global Automotive Color Popularity Report remains the authoritative ranking of color preferences and is the industry’s only report to include detailed information on the automotive markets in a variety of countries and regions, including: North America, Europe, Russia, South America, Mexico, Brazil, Japan, South Korea, China and India.

“In the automotive market, it is essential to forecast trends at least three years ahead of the target model year, due to the length of time it takes to develop, source and manufacture a vehicle,” said Lockhart. “As a partner with our automotive customers, DuPont develops a yearly color trends show that highlights new vehicle colors and technology advancements for the industry.”

The 2009 trend show, “Contrast of Color,” is focused on global interests in automotive coatings, using contrasting ideas to merge a complete and fresh approach to long-lasting color preferences. With the use of pigments and hue-shifting elements, traditional colors have been freshened to provide a sense of uniqueness and personality to consumers’ vehicles.

“There are many reasons to buy a new car, yet we know color is often the ‘driver’ for purchasing a vehicle,” said Eiseman. “Consumers have gotten very savvy about how and where to look for color trends and they do look for guidance on “what’s new (and newsworthy) in color.”

The color trend show uses opposite themes that evolve into one color palette of diverse, simple, complex, and upbeat color trends. The themes are defined as: “Traditional Avant-Gardist,” “Normal Maniac,” “High-Tech Ecologist” and “Global Patriot.”

The “Traditional Avant-Gardist” category exploits colors as classic and modern. These classic colors have a twist of elegance and prestige while maintaining their long-lasting appreciation. These colors – Water Desert (blue), Wooden Nickel (medium dark gray) and Winter Lavender (purple) – are expressions of historical colors remembered by generations that have been updated to fit the future trends.

The “Normal Maniac” category shows that colors can be quite simple and frankly, wild. These colors are bright and chromatic – Simple Chaos (blue), Serious Fun (green) and Running Start (yellow). Small cars, limited editions, and aftermarket usage may showcase the confidence of this palette.

The “High-Tech Ecologist” palette features natural colors with modern characteristics. As fuel-efficient vehicles are integrated into the new vehicle market, the branding of new color spaces will evolve. This soft, yet rustic, palette will have enduring appeal for consumers – Light Intensity (orange), Frozen Wave (light blue) and Microcosm (dark blue).

The “Global Patriot” category responds to the growth in global markets. Although each region has its own preferences, general color trends are shared worldwide. This global palette will relate the worldwide trend to consumer’s local demands. These familiar colors of silver, black, white, gray, blue, red and beige are updated to exhibit extensive popularity in today’s mature market in Authentic Replica (dark red), Crystal Crème (beige) and Dark Diamond (silver).

SEMA 2009: “Powered by Ford”, dominated by Chevy Camaro

Zane Merva — Tue, 10 Nov 2009 15:10:58 +0000

It was hard to miss that this year’s SEMA show was heavily sponsored by Ford Motor Company. “Powered by Ford” was on almost every promo banner in sight. However, you’d spent too much time in the Ford booth if you didn’t come away with the impression that the real crowd favorite this year, the true power behind this year’s show, was the Chevrolet Camaro.

Sorry Ford, you can’t buy enthusiasm

It was impossible not to notice. It seemed that everywhere you looked someone had a Camaro in their booth. If they didn’t, the booth across from them did. It might be natural to assume General Motors shelled out big bucks for all the product placement but surprisingly they didn’t.

The automaker only had a hand in ten of the Camaros on the show floor, all of them located inside the GM booth. Four of those were built in house with five others being given to outside shops for modification. In short, any Camaro seen outside GM’s product display was bought, paid for, and modified without any assistance from the automaker. That’s quite a feat considering that every single Suzuki Kizashi (all four of them) were bought and paid for by Suzuki and the numbers of previous generation Mustangs out numbered the 2010 model by 3-to-1 easily.

Of the cars GM built, some were hints at future production options and colors (for example the green Synergy Concept), one was built for Jay Leno (an amazing twin-turbo V6, seen below), and a small handful sported graphics packages that Facebook fans voted on a few weeks ago.

Of the cars General Motors and Chevrolet didn’t help get to the show, the modifications varied from mild to wild. Some sported simple wheel and ground-effect kits while a small handful had gotten an amazing supercharged LS9 Corvette engine transplant. Many of the show Camaros left us drooling and some left us scratching our heads, like this “Hot Wheels” inspired car we found outside.

The Camaro pace car (seen in this articles introductory image and below) had to be one of the classiest cars at the show.

We spent nearly the entire week at SEMA walking around taking photos of all the various Camaro show cars and still couldn’t capture them all. How many were there? We just don’t know for sure, but easily could guess 100+. Out of those, we caught about 60 before wearing our shoes out.

Check out our full 2009 SEMA Camaro show car gallery… Leave a comment and let us know your own choice for best and worst.

Hyundai Genesis Sedan V8: Power, Luxury & Style

Silvio Calabi — Mon, 12 Oct 2009 19:28:58 +0000

In August, reviewing the Genesis Coupe, I mentioned that Hyundai’s new deluxe Genesis sedan had been named the North American Car of the Year for 2009; and fortunately the Coupe wasn’t available then or it might have deadlocked the jury. Which one to pick? A better question might be, how can these two cars even be related? The two-door is a hooligan’s delight; the four-door not only looks completely different, inside and out, it has a different powertrain and mission specialty. (But it too can satisfy the inner bad boy. Person.)

At less than $40,000, this Genesis could almost pass as the body double for a certain German sedan that costs twice as much. Within limits—see paragraph #4, below—that’s how it behaves, too. This is a super-cruiser that ate up a two-day, 800-mile blast across northern New England (coastal Maine through the White Mountains, the Green Mountains and into upstate New York and back) and begged for more. This 4.6 model, named for its V-8 engine, packs a 375hp wallop, but it delivered 24 mpg at an average speed of 53 mph. With a creamy-smooth six-speed automatic transmission and rear-wheel drive, merely the pressure of one’s big toe is enough to catapult the 4,000-pound Genesis around the motor homes and packs of Harleys that clog the foliage routes at this season. Winding secondary roads, even pitted with potholes, don’t upset the car. And on divided-lane highways, Genesis doesn’t just run with the big dogs, it’s one of them—quiet and stable at speed and in crosswinds, and with tremendous brakes for those oops moments.

The cabin is a lovely place in which to spend a few hours—full of fine materials, shown off in tasteful hues and elegantly highlighted here and there with touches of chrome or glossy wood. As befits a sedan, there is ample room for four adults, five if necessary, and a trunk deep enough to create an echo. The “stripper” 4.6—$37,250—has about every mod con one could expect, from rain-sensing wipers and dual-zone automatic heating/cooling to a power rear sunshade and tire-pressure monitors. It lacks only features such as swiveling headlamps, backup sensors and a rear-view camera, GPS and so on, which are of course available for not much more. The entry-level 3.8 model, with a 290hp V-6, is kitted out the same way but is a couple of ticks slower to 60 mph and starts at just $32,250.

There must be a flaw in this brilliant car, and it finally surfaced: At high speed in high cornering angles, the steering begins to fight back and the wheel wants to move in the hands. Not enough to throw the car off-line, but there it is. At normal velocities, the Genesis steering is predictable and precise, if numb. OK, I feel better now.

Hyundai says its Genesis received the highest score among midsize premium cars in the J.D. Power 2009 Automotive Performance Execution and Layout Study. As the maker avers on the car’s Monroney, its window sticker: “Genesis offers an unprecedented combination of performance, luxury, and fuel efficiency.” To which we would add only, “at an unbeatable price.”

Crash test: 2009 Malibu vs 1959 Bel Air, aka 50 years of the IIHS

Zane Merva — Thu, 17 Sep 2009 12:27:44 +0000

On the surface this video seems like a normal Insurance Institute for Highway Safety crash test. However, the two cars involved represent the span of 50 years in which the IIHS has been crashing cars for consumer safety. Can you guess which one does better?

Did you guess right? Pretty amazing considering the sheer difference in estimated injuries between the two.

The dummy in the Malibu suffered only minor leg injuries while the dummy in the Bel Air would have dies instantly.

Road Test: 2009 Pontiac Solstice Coupe GXP

Zane Merva — Tue, 25 Aug 2009 19:08:24 +0000

It’s the car that proves General Motors is making a huge mistake closing the Pontiac brand. We’re behind the wheel of the turbocharged 260-horsepower Pontiac Solstice Coupe GXP.

Don’t forget to check out our Road Test Photo Gallery of the Pontiac Solstice Coupe GXP

Specifications as-tested

Model: 2009 Pontiac Solstice Coupe GXP
Engine: 260-horsepower 2.0L Turbocharged Four-Cylinder EcoTec
Base MSRP: $30,375
As driven MSRP: $34,020
Transmission: 5-speed automatic
Equipped Options: Premium Package [Leather seats, leather steering wheel, bluetooth, steering wheel controls], 5-speed automatic transmission, air conditioning, high performance audio system, USB port for audio system

Conclusion

The most agile and balanced vehicle to ever come out of General Motors (in our opinion). Paired with exotic looks and an engine that’s packed with neck-whipping power; we didn’t want to give it back.

Strengths

Just as nimble at low speeds and more stable on the highway than a Mazda MX-5
Unique coupe styling draws the attention of all that pass-by
Drives with balance not usually found outside of a Porsche
The turbo 2.0L 260-horsepower engine is tuner ready

Weaknesses

You can take the top off but you can’t take it with you (unless you get the optional soft-top)
The 5-speed automatic acts as a serious detriment to an engine that excels with a manual
Interior plastics are not up to par considering the price tag

Driving Dynamics & Performance

You’ve most likely seen a Pontiac Solstice or three going the other way on the road during the past few years. They’re small, stylish, and fun cars. They’ve also been exclusively a convertible- until now. Starting and ending with the 2009 model year, GM is building out a small handful of hard-top coupe Solstices. Even fewer of those will be GXP editions, but luckly we got our hands on one.

Powered by a turbocharged 2.0L EcoTec four-cylinder engine producing 260-horsepower, the Solstice Coupe GXP is a wonderful example of a lot of muscle stuffed in a small package. Having first tried out this engine a few years back on a convertible Solstice GXP, the most surprising aspect of the turbocharged EcoTec is how little it feels like a four-cylinder. Turbo lag isn’t gone completely but the abundance of low end torque gives the impression of a small displacement V6. The throttle response is linear and doesn’t have the usual top end punch you would expect from a turbo engine.

Designed first as a drop-top, the convertible Solstice always felt solid and free of cowl shake. Sporting additional bracing and structure the coupe drives rock solid even with the targa top removed. Sure, the car is a little bigger and slightly heavier feeling than a Mazda MX-5 but the extra grunt and stability more than make up for the loss of toss-ability at slow speed. On the highway the Solstice is more akin to driving a downsized Corvette, tracking straight and making easy work of even the most aggressive lane changes.

Where the Solstice Coupe GXP really shines is on country back roads. Twists and turns are so easily carved you just may forget you’ve passed through a set of curves at all.

Undoubtedly the Solstice Coupe GXP has a predisposition for speed. So well balanced – it’s easy to chug along well over the speed limit and be none the wiser without a look down at the speedometer. However, for those looking for an even bigger rush- GM Performance Parts sells a fully factory backed stage 2 upgrade kit- “boosting” the engine’s output to 290-horsepower.

Design Execution, Appearance, Fit & Finish

We knew we loved the fast back styling the minute we laid eyes on it. What we didn’t expect was how much others would love it. Anytime we drove into town the stares from fellow drivers and people on the sidewalks just wouldn’t quit. Maybe it’s the hint of Lotus Elise in the front end or perhaps the Viper-like rear canopy. It could also just be that no-one had ever seen a Solstice Coupe before. Either way the attention was measurable.

Side by side with it’s convertible counterpart, the Coupe has a much more exotic look about it. The relatively large 18-inch polished aluminum wheels fit the body with a concept car like look.

Audio, Electronics, & Technology

GM hasn’t forgotten about the other small touches that make a car pleasurable to drive. The optional Monsoon stereo system our Coupe GXP came equipped with had the also optional USB interface. We found no troubles plugging in an iPod, however audio quality from a USB thumb-disk was clipped and filled with sound artifacts. The system recognizes MP3 CD-Rs, has an aux port, and features XM Radio. Overall sound quality from the “high performance” system was indeed very good.

A typical GM driver information center can be found in the gauge cluster and displays a volume of information. Odometers, trip-odometers, coolant temperature, stopwatch, tire-pressures and other standard fare readouts that didn’t make it into a dedicated needle gauge are all there. We particularly liked the boost readout (as seen above).

Comfort & Ergonomics

As you could probably guess- comfort and ergonomics are not the Solstice’s strong suits. Our standard complaints, knee and shoulder room, storage space, and seating position are all par for the course in this segment. It’s not to say you couldn’t make a daily driver out of the Coupe GXP but you wouldn’t see us doing it.

Perhaps the most frustrating aspect of the whole car is one of it’s best attributes- the targa top. Just like with a Corvette, the whole center roof section is removable for open air motoring. Driving around with the top off on a cool evening was the most enjoyable part of our whole week with the GXP. The unfortunate omission of a space to store the top in-vehicle also made it the most frustrating. Any chance of rain meant we had to leave the top in place, lest we be caught in a downpour with our only protection sitting in the garage. Pontiac makes a temporary cloth top for those exact situations but our tester didn’t have it.

In coupe form we would have expected a modest rear storage improvement over the convertible but we were wrong. Only the rear glass raises for access to the small storage floor. However with all this said- the Solstice Coupe GXP is meant to be driven and not taken for a trip so it would be petty to hold these small inconveniences against the car.

Final thoughts

Our time behind the wheel of the Solstice Coupe GXP was heartbreaking in so many ways. Heartbreaking because it would most likely be the last new Pontiac we’d ever drive. Heartbreaking because we loved it so much and because we had to give it back. Heartbreaking because we knew so few people would be able to drive a car that embodies the essence of the Pontiac brand like no other car before it.

Good-bye Pontiac- at least the best was saved for last.

Check out our Solstice Coupe GXP photo gallery

Road Test Gallery: 2009 Solstice Coupe GXP

Zane Merva — Mon, 24 Aug 2009 16:41:03 +0000

It’s the end of an era as the Pontiac brand shutters its doors for the final time. It’s fitting then that perhaps the most exciting car to ever wear the Pontiac dart logo is among the very last. We drive the super-limited Solstice Coupe GXP and here’s the photo gallery from our Road Test.

Specifications as tested & photographed

Check out our full Road Test of the 2009 Pontiac Solstice Coupe GXP

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Photographer: Zane Merva

How long has Volkswagen/Audi known about DSG recall related failures?

Zane Merva — Mon, 24 Aug 2009 15:47:28 +0000

After news of the Volkswagen & Audi recall broke last week we asked for your DSG failure experiences. One email in particular, from reader Adam M. brings up an interesting question regarding the so-called “flash of death”. How long has VW known about the potentially serious safety aspects of the failing transmission temperature sensors?

UPDATE: Volkswagen announces new recall of 53,000 vehicles and service program to address DSG issues

Adam writes:

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This started happening to me out of the blue with about 1900 miles om my car.

1st time was going up a steep hill pretty scary, chalked it up as a missed shift. Then happened several times on the freeway over the next few days, would lose power and get “the flash of death”, but the car would find a gear and get power back within a few seconds.

The last time it happened before it was serviced, I was at a red light waiting to merge onto HWY 1, with a large chemical or water tank truck behind me. After the green light and in the middle of the intersection, I lost all power with the flashing display, except this time the car did not regain power. Luckily I had enough momentum and there was a shoulder that I was able to coast of the road.

The memory of the car losing power and a rear view mirror full of truck with my 4 year old daughter in the car is vivid, and I think it about every time I buckle her into the car.

They replaced the temp sensor, and the dealership was aware that this was an issue at the time (April 09), the car never threw a code.

2009 Audi A3 Quattro S-Tronic, bought December 08.

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Considering we’re now well into August and when Adam had his car repaired in April the dealership “was aware that this was an issue”- how far prior to that did Volkswagen know that DSG temperature sensors could fail? Why didn’t they think this was serious enough to warrant a recall sooner?

Thankfully Adam and his daughter are safe and sound.

Have you experienced the “flash of death” with your DSG equipped Volkswagen or Audi? Send us an email with your story.

Top-down in Frankfurt, Maserati will introduce super sexy GranCabrio

Zane Merva — Mon, 24 Aug 2009 15:01:36 +0000

Mark your calendar for September 15th folks because during the 2009 Frankfurt Motor Show Maserati will introduce it’s first ever four-seat convertible – the GranCabrio.

The stunning open-top exotic was styled by Pininfarina and will certainly set the exotic car market ablaze. Convertibles and Maserati go back a long way, starting with the 1950 A6G Frua Spyder but never before has the Trident carmaker produced one with four-seats.

Check out the press release for the first few details and then check back here next month for the full spread.

THE NEW MASERATI GRANCABRIO TO PREMIERE IN FRANKFURT

Modena, August 24th, 2009. The Maserati GranCabrio, the first four-seater convertible in the Trident carmaker’s history, will make its world wide debut on September 15 at the upcoming Frankfurt Motor Show. The introduction of the GranCabrio – the Trident’s third prong – completes Maserati’s product line-up that now consists of three different families of models: Quattroporte, GranTurismo, GranCabrio.

The GranCabrio represents the very essence of Maserati in terms of open-top cars. It’s a Maserati in the purest sense of the word: from the unmistakable style by Pininfarina to the spacious interior, from the craftsmanship of each detail to the driving pleasure and performance. The Maserati GranCabrio enriches all five senses in a shared open-air experience, without sacrificing comfort and performance. A dream car designed and built for men and women who love to live life in an understated – though sophisticated – manner. Like all the made in Maserati open-top convertibles: special cars aimed at refined connoisseurs.

The GranCabrio is continuing the Maserati tradition in open-top fine automobiles, beginning with the 1950 A6G Frua Spyder, and continuing through a long list of significant and thrilling open air models. However, in adding to this tradition, the GranCabrio opens a new chapter, because never before have four-seater top-down models ever been produced at the Viale Ciro Menotti Maserati factory in Modena. Four proper seats are provided, so that the rear passengers are not merely supporting actors, but co-stars of the journey.

The GranCabrio is powered by a 4.7 liter V8, 323 kW engine and is the convertible with the longest wheelbase on the market. The GranCabrio’s roof is strictly canvas-made, emphasizing the link with the Maserati tradition.

The Maserati GranCabrio will be marketed this coming winter, and experienced by customers the world over from the following spring.

Road Test Gallery: Audi TTS Roadster

Zane Merva — Mon, 17 Aug 2009 15:46:10 +0000

Packing a high-tech turbocharged 2.0 liter four-cylinder engine delivering 265-horsepower, the Audi TTS Roadster drives like it’s on rails and looks downright sexy. It looks so good in face, we wanted to share before we had the time to compile our full review. Enjoy the early Road Test Gallery and look for our Road Test soon.

2009 Audi TTS Roadster
Engine: Turbocharged 2.0L four-cylinder
Power output: 265-horsepower @ 6,000rpm – 258 lb-ft torque @ 2,500rpm-5,000rpm
Transmission: 6-speed dual-clutch gearbox w/sequential shift control & paddle shifters
Powertrain: Audi’s Quattro AWD, including a Haldex electronic center differential & Hypoid gear front/rear differentials
0-60mph: 5.1-seconds
Curb weight: 3,373 lbs

Photographer: Zane Merva

Second gen NISMO Z priced a short shift under $40k

Zane Merva — Wed, 17 Jun 2009 14:45:24 +0000

Nissan announced today that the second generation NISMO Z (aka NISMO 370Z) will carry a starting price of $39,130 and goes on sale today.

The specially tuned 370Z offers a unique body kit treatment, 18 more horsepower (now up to 350-hp), and a special sport tuned suspension. Unlike the “regular” 370Z, the NISMO Z can only be had with Nissan’s SynchroRev Match 6-speed manual transmission.

NISMO Z buyers will only get three choices for options: NISMO carpeted floor mats ($115), illuminated kick plates ($200), and a carpeted trunk mat($95).

The car is propelled by the same 3.7-liter V6 as the regular Z, but power has been increased by 18-horsepower and 6 lb-ft of torque.

Read more about and check out of photos of the NISMO 370Z below…

The Nissan Press Release

Nissan North America, Inc. (NNA) announced pricing for the all-new 2009 Nissan NISMO 370Z^TM, which goes on sale today at Nissan retailers nationwide. The new, second-generation NISMO Z^® continues the tradition of the original, offering unique performance and design attributes that true sports car enthusiasts are looking for – including a functional aerodynamic body design, 18 additional horsepower and a special sport-tuned suspension.

The 2009 Nissan NISMO 370Z^TM, which is equipped with a 350-horsepower 3.7-liter V6 and close-ratio 6-speed manual transmission with SynchroRev Match, has a Manufacturer’s Suggested Retail Price* (MSRP) of US $39,130. Only three accessories are available on this well equipped vehicle – NISMO carpeted floor mats, illuminated kick plates and a carpeted trunk mat.

“The new NISMO Z^® is a tuner and Z® enthusiast’s dream – straight from the factory,” said Pat Steiner, Director, Specialty Vehicles, Nissan Division, NNA. “With its dramatic exterior, custom interior, sport-tuned performance and under $40,000 price, this new NISMO Z^® is possibly the best ‘bang-for-the-buck’ sports car available today.”

About the 2009 NISMO 370Z^TM
The NISMO 370Z^TM was developed by Nissan’s Specialty Vehicles Group in conjunction with Autech Japan, Nissan’s longstanding conversion partner. The NISMO Z^®’s standard 3.7-liter DOHC V6 engine with Variable Valve Event and Lift Control (VVEL) develops 350 horsepower and 276 lb-ft of torque (versus the standard 370Z Coupe’s 332 horsepower and 270 lb-ft of torque), thanks in part to an exclusive free flow dual exhaust system, muffler tuning and an optimized Engine Control Module.

As expected of a true performance machine, the NISMO 370Z^TM is offered with only one transmission – a close-ratio 6-speed manual transmission with standard SynchroRev Match-the world’s first synchronized downshift rev matching manual transmission introduced earlier this year on 370Z Coupe (which simulates perfectly matched heel-toe-like downshifting).

The NISMO 370Z^TM also features a refined 4-wheel independent suspension, a reinforced strut tower brace for enhanced body rigidity and a pair of performance body dampers to manage road-input vibrations and help contribute to the NISMO 370Z^TM’s stability and performance feel. The NISMO-tuned suspension includes specially tuned springs, shock absorbers and stabilizer bars. Wider, unique 5-spoke 19-inch RAYS forged aluminum-alloy wheels are mounted with Yokohama ADVAN Sport Y-rated high-performance tires. Nissan Sport Brakes and a Viscous Limited-Slip Differential are also standard on the NISMO 370Z^TM.

Along with its standout performance, the new NISMO Z^® stands out from the crowd with its dramatic performance-oriented exterior and interior styling. The functional and fully integrated aerodynamic body modifications include an extended nose with a canard design at each corner for improved downforce and a fully integrated chin spoiler. Special side sills and a unique rear fascia help manage airflow under the vehicle, while the functional rear spoiler also increases downforce.

The interior includes NISMO logo seats with black and red fabric and red stitching, a NISMO tachometer, a smooth leather-wrapped steering wheel with red parallel stitching, a smooth leather-wrapped shift knob and aluminum trimmed pedals. A serialized plaque of authenticity is also matched to each NISMO Z^®, identifying its unique serial and model year designation.

Road Test Gallery: Dodge Challenger SRT-8

Zane Merva — Mon, 15 Jun 2009 13:20:17 +0000

A classic is reborn. The 2009 Dodge Challenger SRT-8, with 425-horsepower and 6.1-liters of fury, punishes pavement with raw muscle and tempts the eye with gorgeous styling. We’ve taken one for a spin and here’s 60 photos from our coming Road Test.

2009 Dodge Challenger SRT-8 Road Test Photo Gallery

Photographer: Zane Merva
Copyright 2009 AutoInsane.com

2009 Infiniti G37 Convertible: A little bit of pain mixed with a lot of pleasure

Keith Griffin — Mon, 08 Jun 2009 13:29:20 +0000

There’s one primary thing a convertible needs to do – look good. If it doesn’t look good, it’s not going to make you look good and what’s the point? After all, deep down, nobody buys a convertible because they are introverted yet worship the sun. Drop the top on a convertible and it’s the picture of Dorian Gray: you’re 20 lbs. lighter, 10 years younger and 30 percent more optimistic about life in general.

The 2009 Infiniti G37 does supremely well from that perspective. This hardtop convertible excels at drawing attention to you in the form of unsolicited praise for its beauty (even from a cop walking the beat). Plus, this “magic car” plastered an ear-to-ear smile on my four-year-old daughter as we went for a top-down cruise on a sunny Saturday afternoon.

Her happiness almost made me overcome my complaints about this car in terms of its major design flaw: it wasn’t built as a convertible. Basically, Infiniti put a hardtop convertible on its brilliant G37 coupe and called it a day.

It’s a beautiful thing to watch the three-piece roof close quickly as it tucks away into the trunk. That is until you try to use the trunk and discover it has less storage space than the glove compartment. The G37 comes with an optional wind deflector. If you decide not to use it, there’s no room for it in the trunk. So, you’re stuck with it in the backseat, which is the G37’s true trunk.

Now, other hard-top convertibles have compromised space in their trunks, but not as badly as the G37. It’s a deal breaker if you’re in the market for a convertible that can actually seat three or four for a weekend getaway. However, if you’re an Empty Nester with neither kids nor college payments to worry about, get thee to an Infiniti dealer and check out this all-new G37.

It’s a great coupe on a whole bunch of levels. As mentioned, it’s eye candy, which is always nice. No price is available on this model yet, because it doesn’t go on sale until June. (The model loaned to me for a week by Infiniti was a pre-production G37 but I could detect no problems with it.) I would ballpark this convertible starting at around $40,000 before options are thrown in.

The interior is hard to beat and is first class all the way. The G convertible’s interior includes standard leather-appointed seating, an available Bose Open Air Sound System that dynamically changes equalization based on outside noise, top position and vehicle speed, an adaptive dual zone climate control system that adjusts fan speed in accordance to top position and vehicle speed, and available climate-controlled seats that provide both heating and cooling functions. (Trust me, you’ll love that cooling function on hot summer days.)

A power walk-in device with position memory provides easy access to the second row seats (the front seats move forward automatically at the touch of a button to allow passengers into the rear seats). An available rear wind deflector helps reduce wind turbulence when the top is down. Remember, though, only the tiniest of creatures can fit in the back and there’s no place to store that wind deflector when it’s not in use and the top is down.

Every 2009 G Convertible comes equipped with a standard 3.7-liter VQ-series V6 rated at 325 horsepower. The engine is mated to either an electronically controlled 7-speed automatic transmission with available magnesium paddle shifters or a responsive close-ratio 6-speed manual transmission. The G37S Convertible Sport 6MT adds sport-tuned steering and larger sport brakes, along with 19-inch aluminum-alloy wheels and W-rated performance tires.

The G37 I drove came with the six-speed manual transmission. Frankly, from what I’ve read, (and this could be considered heresy among automotive journalists) I think I would have enjoyed the automatic transmission more in the long run. The manual transmission is best left to enthusiastic drivers because it requires an emphatic stomp on the accelerator to get up and go. If you’re idea of fun is ambling along back roads, opt for the automatic.

According to Infiniti, the convertible, with the six-speed manual transmission, averages 16 mpg city and 24 mpg highway and runs on premium fuel (as will the convertible). But what’s a few more pennies at the pump when you look this good behind the wheel? Official EPA numbers have not been published on the government website yet.

(Questions and comments about this review and other automotive concerns can be e-mailed to usedcars.guide@about.com. All queries are answered.)

2009 Infiniti G37 Convertible Specifications

Wheelbase: 112.2 inches
Length: 183.3 inches
Width: 72.9 inches
Height: 55.1 inches
Curb weight: 4101 lbs.
Engine: 3.7-liter, V6
Horsepower: 325 @ 7000 rpm
Torque: 267 @ 5200 rpm
EPA estimated mpg city/highway: 16/24
Base price: $43,900 (est.)
As-tested price: $48,190 (est.)
Also consider: (a comparative vehicle) Audi S4, BMW 3 series, Mercedes Benz CLK Class

2009 Infiniti G37 Convertible Photo Gallery

Road Test: 2009 Dodge Durango Hybrid

Gerry Miles — Mon, 08 Jun 2009 13:01:21 +0000

If there was ever a vehicle that portrayed what may be the ultimate paradox it may be the 2009 Dodge Durango Hybrid.

And, yeah, that thang’s got a Hemi, too.

Take one full-size SUV that has three rows of seating, can tow up to 6,000 pounds, boasts 385 horsepower from a 5.7-liter V-8 Hemi engine and toss in a two-mode hybrid setup to boost in-town gas mileage and provide 20/22 EPA estimates from the 27-gallon gas tank and you’ve got the Durango Hybrid. During the past week, the trip computer registered 20.4 miles per gallon overall during more than 600 miles of mixed driving.
That figure, of the estimates guessed by many who offered sympathy at the size of the land-locked Leviathan on wheels, surprised everyone at its relative miserly way.

Utilizing a two-mode hybrid setup, the big Durango takes advantage of a fuel-saving Multi-Displacement System (MDS) technology. Total output, when combined with the advanced two-mode hybrid system, is 400 horsepower and 380 lb.-ft. of torque – the most powerful hybrid SUVs. This mechanical magic results, according to Chrysler, at a 25 percent increase in city mileage and 40 percent overall.

The hybrid system, which was developed with General Motors, Mercedes-Benz and BMW, delivers a “two-mode” full hybrid system by integrating proven automatic-transmission technology with a patented hybrid-electric drive system.

The two modes in the hybrid system result from low- and high-speed electric continuously variable transmission (ECVT) modes. During the two ECVT modes, the system uses electric motors for acceleration, improving fuel economy, or for regenerative braking to utilize energy that would normally be lost during braking or deceleration. The energy is stored in a 300-volt battery pack for later use. The system’s two modes are optimized for city and highway driving. The setup includes four fixed gear ratios for “efficiency” and power-handling capabilities.

The first mode is designed for low speeds and light loads. In this mode, the vehicle can operate in three ways: electric power only, engine power only, or any combination of engine and electric power.

In city use, up to about 20 mph, Durango runs off battery power, sounding like an oversized golf cart until the Hemi kicks in.
The second mode is used primarily at highway speeds. The second mode provides full power from the HEMI when needed, such as passing, pulling a trailer or climbing a steep grade. Durango’s 380 lb.-ft. of torque is more than enough for low-end grunt pulling.

A controller determines when to use the first or second mode and shifts the torque as needed.

A 300-volt battery pack powers the system without crabbing interior room – which is cavernous to say the least. A rectifier located under the hood converts AC to DC in order to power conventional 12-volt accessories, including interior lighting, climate control and the audio system.
The MDS system shifts the engine from using all eight cylinders to four, depending upon the power required. A light green hard-to-see and read dash light displays a needle showing when the economy is at its best while cruising.

Though Chrysler, aka Dodge, claims the MDS shifts back and forth seamlessly, and a CVT transmission is supposed to provide seamless shifting up and down the band range I found otherwise.

MDS did not work behind the scenes without interfering with the ride, noise or being noticeable. Neither did the CVT. This was surprising because other vehicles with similar setups rode and drove as advertised. Instead, I found that slower traffic along Route 33 and through Market Square caused Durango to constantly hunt and search for the right speed and setting. Disengaging or changing it up was noticeable and disappointing.

Despite its largess – which is another disappointing factor since it was originally introduced in 1998 as the perfect midsized SUV – measuring nearly 18 feet long and weighing 5,553 pounds empty, Durango was rather light on its feet, aided by power rack-and-pinion steering. Of course, turning or parking in any parking area will be a challenge, but is aided by the rearview camera in the tailgate.

To support a vehicle of this size one needs 18-inch standard tires and a stiff suspension for its fulltime 4×4 ability. Thus, the independent front suspension and rear coil springs with a solid rear axle provided a torsionally stiff and somewhat jarring ride when it came to rough road and railroad tracks. Much more vibration was transmitted into the cab that I had expected and found acceptable given today’s standards.

There’s little to want in the way of options in Durango and it comes loaded with a price tag as big as its profile: $44,540 with $800 additional for delivery. Toss in a tow package, power sunroof and a rear seat video package and the sticker soared to $48,410 for a vehicle that might have been a technical marvel 3 or 4 years ago but is viewed with disdain today.

For someone with a large speedboat, horse trailer or family that skies and needs the 102.4 cu. ft. provided with the rear seats folded down, (68.4 c.f with the seats up) it’s a workhorse.

But for the company trying to find its way back to what made it what it was when the Bobs – Eaton and Lutz – ran it, an oversized Durango and a hybrid edition Hemi are the wrong mixes at the wrong time.

2009 Dodge Durango Specifications As Tested

Engine: 5.7-liter HEMI® Hybrid, OHV, V-8 with Multi-displacement System (MDS)
Power Output: 345 hp @ 5300 rpm
Torque: 380 lb.-ft. @ 4200 rpm
Electric Motor Output: 87 hp
Torque: 235 lb.-ft.
Type: 2 AC synchronous electric motors
Voltage: 300 V max
Battery Power Output: 40 hp
Voltage: 300 V
Type: Sealed Nickel-metal hydride
Total Power Output: 385 hp
Emission Control: Dual three-way catalytic converters, heated oxygen sensors, electronic EGR and internal engine features
MILEAGE: 19/20 mpg (city/hwy)
Transmission: Two-mode Hybrid
Wheelbase: 119.2″
Length: 202.1″
Width: 76.0″
Height: 73.6″
Base Price: $44,540
Delivery: $800
Options: $3,070
As tested: $48,410

2009 Dodge Durango Photo Gallery

Road Test: 2009 BMW 335d

John Pardoe — Fri, 05 Jun 2009 18:12:47 +0000

Specifications

MSRP: $43,900
As tested, over $50,000
EPA: 23/36
Engine: 3.0-liter, 265-horsepower, 425 lb-ft of torque dual overhead cam (DOHC), inline 24-valve 6-cylinder Advanced Diesel engine with aluminum engine block, twin-turbo technology and third-generation piezo common rail direct injection Electronic throttle control
Transmission: 6-speed steptronic automatic transmission with Adaptive Transmission Control
Weight: 3825 lbs

BMW Advanced Diesel in bold black print across the side of this week’s test car let everyone know what was going on under the sleek hood; otherwise, you would never have guessed it was a diesel. I was amazed when I jumped on the gas to be thrown back in the seat like I was in a Porsche, not a finely appointed sedan that seats five. That’s just the half of it. BMW has turned their 3.0-liter in-line six cylinder in to a diesel-breathing torque monster that still sips the fuel and make you feel greener at the pump. It churned out a pavement pounding 425 lb-ft of torque. To put that in perspective, that’s more torque than the V-10 powered BMW M5, and one more lb-ft than a new Corvette. While torque is often a diesel engines strong suit, horse power is not. The 335d is ponied up with 265 horsepower, just what you need to get you going. It does just that with 0 to 60 in 6.0 seconds, according to BMW.

BMW is not the first one to market with a clean running diesel. They have waited to make sure their system outruns the competition. While a VW Jetta TDI is not really a fair comparison to the BMW, the 335d manages 36mpg on the highway while the Jetta can achieve 40mpg highway. The BMW has 125 horsepower more and 189 lb-ft more of torque. On the other hand, the VW’s MSRP is $20,000 less the BMW. On the opposite side of the diesel spectrum is Mercedes E320 BlueTEC. With an MSRP $10,000 higher than the 335d, Mercedes 3.0-liter V-6 produces 400 lb-ft of torque and only 210 horse power. With the Mercedes getting an average fuel economy of only 23 mpg city and 32 mpg highway, I would say if you’re in the market for a performance sedan or you just want to get a car with great fuel economy, the 335d is worth a drive. Even if you’re not, it’s worth a drive to see how different this diesel is.

The 335d engine gets a huge boost from the twin-turbo chargers and the common-rail direct injection. The turbos have almost no noticeable lag and the direct injection adds just the right amount of fuel under extremely high pressure to ensure every drop is used. A six-speed automatic gear box is the only available transmission. It is one of the few that can stand up to the massive torque.

The AdBlue system keeps the 335d 50 state emissions legal. It basically adds a filter and a catalyst to the exhaust system to reduce that nasty smoke we are all used to seeing from a diesel engine. During my time with the car there was no diesel smell, the exhaust smelled better than my gas fueled car. The following paragraph is from BMW explaining the AdBlue system:
To optimize emission management, Advanced Diesel with BluePerformance
incorporates an oxidation catalyst placed just downstream of the exhaust
manifold, a diesel particulates filter housed in the same unit and an SCR
catalyst with the urea injection. In addition to filtering out even the smallest particles from the flow of exhaust gases, this combination ensures effective reduction of nitric oxides (NOX) by way of a chemical reaction within the exhaust system initiated by the injection of a small dose of urea referred to as AdBlue. The ammonia (NH3) generated in this process within the SCR catalyst subsequently converts the nitric oxides (NO and, respectively, NO2) in the exhaust gas into environmentally compatible nitrogen (N2) and vapor (H2O).
More information about the advanced diesel engine is available at www.bmwusa.com.

Besides the latest and greatest under the hood, the most recent iDrive system controls some of the cars systems. This generation iDrive is more intuitive than in the past. Some functions have been returned to the dash to make things less complicated. My test car came with the iPod adapter kit. It was one of the best iPod interfaces I have used in any car. The Lodgi7 audio system makes your playlist sound and feel like a personal concert, minus the smoke and annoying crowds. With thirteen speakers, including two subwoofers, it would make any audiophile drool. The seats are supportive and comfortable even after three hours of highway driving. The ride and handling are crisp and confident around every turn. There is plenty of room for the whole family, with car seats and luggage for a weekend trip. With up to 560 miles on a single tank of fuel I could drive to New York and back to southern Maine without a fill-up. This makes finding gas stations with diesel fuel a moot point.
The navigation system is capable of real-time traffic updated, so getting from A to B can be efficient as possible.

Most modern cars are equipped with a slew of safety features from advanced braking systems to airbags all around. In the 335d, BMW has added another level of air bag protection. The Head Protection System, (HPS) is an inflatable tubular structure to protect the heads of the front and rear seat passengers. It works with the side air bags to help prevent head injuries in a sever side impact.

Overall, the 335d is an amazing engineering feat and a big advance in diesel technology. I averaged about 33 mpg over the week with a significant amount of driving on the highway.
I would like to see a 335hd, a hybrid diesel, combining the best of both technologies and making a car that satisfies a need for speed, fuel economy, emissions controls, and comfort.

The BMW X5 will also get the diesel power plant, will achieve 26 mpg high-way. Not bad compared to the V-8’s 19 mpg high-way rating.

GM Q1 revenue drops 47% while company hemorrhages market share/cash

Zane Merva — Thu, 07 May 2009 12:53:39 +0000

General Motors released 2009 quarter one financial results this morning and despite being better than analysts expected- the downward slide continues. The company is reporting a quarterly loss of $6-billion amid sliding market share and a revenue stream that is only running at a trickle.

An overview of the numbers

The company’s Q1-09 revenue dropped by 47% to 22.4-billion
GM lost $6-billion in the first three months of 2009
Despite $15.4-billion in Government infusions- the company only had $11.6-billion of cash on hand as of March 31st
GM North American market share dropped 3.8%- from 21.7% Q1-08 to 17.9% Q1-09
GMNA dealer inventory currently sits at 767,000 vehicles – a 4.5-month supply if all plants sat idle

In the first quarter of 2008 GM reported revenue of $42.4-billion and lost $3.3-billion. This year, in Q1-09 GM’s revenue slid off a cliff, down $20-billion over Q1-08 to $22.4-billion. This massive drop has lead to a staggering Q1-09 loss of $6-billion.

These huge losses can be traced back to one undeniable fact- people are not buying many cars these days. Worse for GM- people are buying even fewer General Motors products. North American market share has sunk from 21.7% a year ago to 17.9% today. In North America alone GM revenue is down 50% over Q1 results last year. Year-over-year, GMNA production volume has fallen 58%.

It’s no news that US auto-dealers are seeing the very worst of the downturn. GM vehicle inventory on dealer lots sits at 767,000 units in the US. It’s an improvement of 105,000 units over the 872,000 cars on dealer lots at the start of the year. It’s no wonder that GM is shutting down many of its assembly lines this summer- it just can’t sell cars fast enough. Even at a rate of 170,000 car sales a month (GM reported 173k sales in April) it would take over four months to clear out GM’s inventory while every plant sat idle.

While revenue continues to flow at a trickle General Motors cash on hand continues to shrink. On December 31st, 2008 the company had $14.2-billion of cash and “marketable securities” on hand. Fast forward to March 31st, 2009 and despite $15.4-billion in TARP intervention the company is down to only $11.6-billion of cash on hand. This is dangerously low to the $10-billion figure floated as the absolute lowest the company can go before bankruptcy is unavoidable.

“This is a defining moment in the history of General Motors, and we are committed to our Plan, which we believe will lead to a stable and sustainable operating structure with a strong balance sheet,” said Henderson. “Our goal is to fix this business once and for all to position ourselves to win in the long-term. That will be achieved by putting the customer first in all we do, focusing on fewer, stronger brands and developing great products that lead in design, technology, quality and fuel efficiency.”

GM Reported Figures

First Quarter
	2009	2008	O/(U) 2008
Revenue (bils.):	$22.4	$42.4	$(20.0)
Reported automotive EBIT (bils.):	$(5.2)	$0.5	$(5.7)
Adjusted automotive EBIT (bils.):	$(3.9)	$0.8	$(4.7)
Reported net income (bils.):	$(6.0)	$(3.3)	$(2.7)
Adjusted net income (bils.):	$(5.9)	$(0.4)	$(5.5)
Reported earnings per share (dollars):	$(9.78)	$(5.80)	$(3.98)
Adjusted operating cash flow (bils.):	$(10.2)	$(3.1)	$(7.1)

GMNA

	First Quarter
	2009	2008	‘09 O/(U) ‘08
Revenue (bils.)	$12.3	$24.5	$(12.2)
Reported EBIT (bils.)	$(3.2)	$(.4)	$(2.8)
Adjusted EBIT (bils.)	$(2.8)	$(.2)	$(2.6)
GMNA Market Share	17.9%	21.7%	(3.8) p.p.

GMNA revenue for the first quarter 2009 was $12.3 billion, down 50 percent compared to $24.5 billion in the year-ago period, mainly attributable to the impact of the U.S. recession on consumer spending. Earnings were affected by substantially lower production volume, down 58 percent year-over-year, due to the depressed industry, lower market share and adjustments to U.S. dealer inventory. GMNA managed its business in-line with lower industry demand by reducing U.S. dealer inventories by 105,000 units within the first quarter of 2009, from 872,000 units down to 767,000 units. GMNA’s losses were partially offset by a reduction in the accrual for residual support programs for leased vehicles, primarily due to the improvement in residual values. In addition, GMNA significantly reduced engineering and manufacturing cost in the first quarter.

GME

	First Quarter
	2009	2008	’09 O/(U) ‘08
Revenue (bils.)	$5.3	$9.9	$(4.6)
Reported EBIT (bils.)	$(2.0)	$0.1	$(2.1)
Adjusted EBIT (bils.)	$(1.2)	$0.2	$(1.4)
GME Market Share	8.9%	9.6%	(0.7) p.p

GM Europe (GME) sales volume was up in Germany, as were industry sales, which were aided by aggressive government stimulus for the automotive sector. However, due to sales declines in other countries, GME experienced a 46 percent decline in production volume versus the year-ago quarter, which largely impacted regional earnings. In addition, GME experienced unfavorable foreign currency exchange, driven mainly by the weakening of the British Pound, and unfavorable mark-to-market commodity hedging. Results were partially offset by favorable mix and pricing, due in part to the success of the Opel/Vauxhall Insignia, and improved structural cost performance across the region.

GMAP

	First Quarter
	2009	2008	‘09 O/(U) ‘08
Revenue (bils.)	$2.4	$5.3	$(2.9)
Reported EBIT (mils.)	$(21)	$310	$(331)
Adjusted EBIT (mils.)	$(21)	$310	$(331)
GMAP Market Share	8.0%	6.9%	1.1 p.p.

GM sales in China were up 17 percent, driven by strong SAIC-GM-Wuling performance and aggressive government stimulus. This helped fuel overall regional sales and market share increases. However, sales decreased in most countries across the region excluding China, driving down production volumes, which impacted GMAP revenue. In addition, GM Daewoo revenue dropped as export volumes declined significantly across its major export markets.

GMLAAM

	First Quarter
	2009	2008	‘09 O/(U) ‘08
Revenue (bils.)	$3.4	$4.8	$(1.4)
Reported EBIT (mils.)	$16	$500	$(484)
Adjusted EBIT (mils.)	$42	$500	$(458)
GMLAAM Market Share	16.9%	17.6%	(0.7) p.p.

GM Latin America, Africa and Middle East (GMLAAM) experienced sales increases in Ecuador and Peru in the first quarter, where it set new sales records. At the same time, GMLAAM saw market share increases in Colombia, Ecuador, Chile, Peru, Venezuela, Egypt, Kenya and North Africa. However, consistent with the industry’s downward trend in the region , GMLAAM production volume dropped 24 percent versus the year-ago quarter, which impacted revenue. The region also experienced unfavorable foreign currency exchange primarily related to the depreciation of the Brazilian Real. In addition, special charges related to restructuring were incurred in several countries.

GMAC

On a standalone basis, GMAC reported a net loss of $675 million for the first quarter 2009, down $86 million from the year-ago quarter. GM realized a reported loss of $500 million for the quarter as a result of its equity interest in GMAC. Excluding the impact of the $385 million gain related to GM’s portion of GMAC’s gain associated with the accounting on its debt extinguishment, GM realized an adjusted net loss of $885 million.

GMAC’s results were primarily attributable to continued pressure in mortgage operations, weaker credit performance on both auto and mortgage assets, mark-to-market adjustments, and an original issue discount related to its fourth quarter debt exchange. The losses were partially offset by profitable performance in its insurance business and gains on debt extinguishment transactions.

Cash and Liquidity

Cash and marketable securities totaled $11.6 billion on March 31, 2009, down from $14.2 billion on December 31, 2008.

The change in liquidity reflects negative adjusted operating cash flow of $10.2 billion in the first quarter of 2009, which was partially offset by U.S. TARP funding. Further detail on GM’s current liquidity position and outlook will be disclosed in a Form 10-Q filing with the Securities and Exchange in the coming days.

Reinventing GM

On April 27, 2009, GM announced its revised Viability Plan, which is expected to result in sustainable cash flow and profitability, as well as a stronger balance sheet. The Plan includes faster and deeper acceleration of operational actions, encompassing further rationalization of its U.S. brands and nameplates, dealer consolidation, manufacturing capacity, and hourly employee and labor-cost reductions. GM also expects to implement additional salaried employee and executive reductions. These actions are designed to enable the company to dramatically reduce its U.S. breakeven volume, enabling GM to be profitable at below-trend industry sales volumes.

In addition, GM announced a number of initiatives to restructure and deleverage its balance sheet as an important part of the revised Viability Plan, including an exchange offer to its bondholders aimed at reducing its unsecured debt by at least $24 billion, conditioned upon exchanging at least half of its VEBA obligations (about $10 billion) to GM common stock and the conversion of at least half of GM’s U.S. government debt to GM common stock. GM has not reached agreement with the UAW on the VEBA trust or with the U.S. Treasury on these conditions yet.