William Maley

Ooops... I fixed it.

Finished my piece on the Silverado and Sierra event today - Deep Dive: 2014 Chevrolet Silverado and GMC Sierra I think the new trucks help bring GM up to a point with Ford and Ram, but like Z said there is not that one feature or piece that makes it a standout piece. I'm wondering if GM has something hidden up their sleeve for Detroit with the trucks..?

William Maley Staff Writer - CheersandGears.com December 13, 2012 It has been close to seven years since General Motors introduced a new Chevrolet Silverado and GMC Sierra truck. It that time, GM has been to hell and back with bankruptcy, The bankruptcy brought with it delays to key products, most notably the trucks and SUVs. The competition during that time has moved the full-size truck yardstick by a mile with Ford's engine lineup in the F-Series and Ram introducing a wealth of fuel economy tricks and clever storage places. GM has dropped the curtain on the new Silverado and Sierra today at an event in Detroit, bringing some much needed updates and changes to the trucks. Is it enough? GM decided to go the safe and conservative route with the exterior design of the new trucks. Both models feature a number of enhancements to reduce drag and wind noise, flared-out front and rear fenders, front-hinged rear doors on the extended-cab models, and the choice of either a five-foot, eight-inch bed or a six-foot, six-inch bed. The front ends of the two models are very much differentiated from the previous models. The Silverado's front end features a similar grille treatment as the current HD model and vertical headlights. Projector headlights are standard on the Silverado LTZ. The Sierra's front end takes some cues from the All-Terrain Concept with a large, square grille surround and unique set of headlights that on higher-end models feature LEDs. Stepping inside, GM has made some drastic changes. Gone is the two dash layout from the current models and in its place is a very worktruck dash with a touchscreen infotainment featuring GM's MyLink/Intellilink. The dash features soft-touch or leather materials and real aluminum trim throughout. Its a nice place sit when compared to the current models, though I do wonder if the new Denali and 'High Country' (Silverado Luxury model) will have a different dash layout. The engine lineup will include a choice of either a 4.3L V6, 5.3L V8, and 6.2L V8 wearing the EcoTec moniker. All three engines will feature direct-injection, variable cam timing, and cylinder deactivation. GM didn't reveal any performance and fuel economy figures. The sole transmission will be a six-speed automatic. We're hearing an eight-speed will coming sometime later. Underneath the skin, the suspension is made up of coil springs and struts in front with leaf springs in the rear. Steering comes in the form an electric power system. Other changes include new Duralife brakes which promise longer life and Auto Grade Braking which uses the engine and transmission to slow down the truck on a grade. The new Silverado and Sierra brings GM to the point where the current F-Series and Ram pickups are. But there isn't that one killer feature that puts it ahead of the competition. Maybe they're hiding that feature that will revealed at a later time. 2014 Chevrolet Silverado Gallery 2014 GMC Sierra Gallery 2014 Chevrolet Silverado Video 2014 GMC Sierra Video 2014 GMC Sierra and 2014 Chevrolet Silverado Release Video Authors Note: Cheers & Gears wants to thank General Motors for inviting us to check out the new Silverado and Sierra. William Maley is a staff writer for Cheers & Gears. He can be reached at [email protected] or you can follow him on twitter at @realmudmonster. View full article

I find the Sierra looks much nicer in person.. Much more meatier, has some of the all-terrain concept in there

William Maley Staff Writer - CheersandGears.com December 12, 2012 Its a BMW M5 with a sexier four-door coupe body. No, wait! Its a BMW M6 Coupe with two extra doors. However you want describe the new M6 Gran Coupe, it is the latest vehicle from BMW's performance division. Like the M5 and M6, the M6 Gran Coupe uses the 4.4L twin-turbo that produces 560 HP and 500 lb-ft of torque that is available from 1,500 to 5,750 rpm. The power is sent to a a seven-speed dual-clutch transmission and an exclusive electronically controlled Active M Differential before reaching the rear wheels. Performance stats are 0-60 MPH taking 4.1 seconds and a top speed of 155 MPH (electronically limited). Other performance changes for the M6 Gran Coupe include electronically controlled limited-slip differential, electronically controlled shock absorbers, electronically adjustable hydraulic power steering, and optional carbon-ceramic brakes. Being an M vehicle, the M6 Gran Coupe gets visual changes to help it stand out from other Gran Coupe models. Those changes include a more aggressive body kit, exposed carbon fiber roof panel, and 20-inch wheels wrapped in ultra-high-performance summer tires. Inside, there os plenty of Alcantara trim, a sportier, three-spoke steering wheel, and well-bolstered, leather-wrapped seats. Pricing hasn't been announced but expect the M6 Gran Coupe to be priced above the M5 ($89,900) and the M6 Coupe ($106,100), The M6 Gran Coupe arrives next summer. Source: BMW William Maley is a staff writer for Cheers & Gears. He can be reached at [email protected] you can follow him on twitter at @realmudmonster. Press Release is on Page 2 Introducing the All-New BMW M6 Gran Coupe. The style of BMW's four-door Coupe with performance by BMW M Woodcliff Lake, NJ – December 12th, 2012, 18:00 (6:00pm) Eastern Time... In early summer 2013, the all-new BMW M6 Gran Coupe will join its famous BMW M5 Sedan and M6 Coupe siblings as what is perhaps the perfect combination of both. The BMW M6 Gran Coupe is an ultra-high performance, four-door Coupe design with stunning aesthetics, race-bred technology, and the signature driving character of BMW M GmbH. The M6 Gran Coupe is made instantly unique among four-door vehicles by its bonded-in carbon fiber composite roof panel, similar to the one found on the M6 Coupe. Between the doors is a cabin of sensational coupe-like design and first-class materials. The M6 Gran Coupe's control placement and – equally important – control feel are second to none. The four-plus-one seating arrangement allows the M6 Gran Coupe to carry four adults in luxury, and offers maximum seating capacity for five when needed. The new M6 Gran Coupe features the most powerful engine ever fitted to an M production car, a 4.4-liter M TwinPower Turbo V-8 with 560 horsepower and an always-accessible 500 lb-ft of torque. With this endowment, the rear-wheel drive BMW M6 Gran Coupe practically rockets from 0-60mph in 4.1 seconds and reaches an electronically-limited top speed of 155mph in only a few seconds more. The new BMW M6 Gran Coupe focuses the gargantuan muscle of its engine on the road through one of the most advanced drivetrains BMW has ever developed. The high-torque 7-speed M-Double Clutch Transmission (M-DCT) borrowed from the M5 and M6 Coupe sends power uninterrupted to the innovative Active M Differential, which in turn perfectly balances power between the rear wheels. This advanced drivetrain, combined with truly radical chassis and suspension revisions to the BMW 6 Series Gran Coupe on which the car is based, ensure that the M6 Gran Coupe's substantial output is transferred to the ground predictably and repeatedly. The High-Revving M V-8 TwinPower Turbo Engine. The engine of the all-new M6 Gran Coupe has the highest output ever generated by a BMW M car, and provides a meaningful balance between ultra-high performance and fuel consumption. The engine's operating behavior is characterized by traditional M traits like immediate throttle response and linear power delivery. Additionally, thanks to turbocharging, the engine features an unusually high and flat torque curve, sustaining peak torque from 1,500rpm – 5,750rpm. The engine produces about 10% more output than the M V10 engine which preceded it, and torque is up by over 30%. To achieve the performance levels of the new M V-8, the engineers at BMW M GmbH started with the proven BMW M-developed 4.4-liter V-8 engine from the BMW X5 M and X6 M (internally known as the S63B44 engine) and further developed it for its duty in the latest M5 and M6 models. Internally designated S63B44Tü, this engine uses similar M Twin Power technology combined with the reverse-flow V-8 layout. The result is that the high-revving V-8 engine lends a fresh intensity to the powerful M car experience. The S63Tü develops a peak output of 560 hp (412 kW) at 5,750 – 7,000 rpm (versus 555 hp at 6,000 rpm for the S63), while its maximum torque of 500 lb-ft (680 Nm) is on tap between 1,500 and 5,750 rpm (versus 500 lb-ft from 1,500 to 5650 rpm for the S63). The rev limiter intervenes at 7,200 rpm, up 200 rpm from the original S63 engine and now accessible in each gear until the top speed limiter intervenes. The rev band, which offers extreme acceleration between peak torque and the availability of maximum horsepower, is therefore almost three times as wide as that of the V10 engine from the previous generation of M engines. As in the M V-8 engine of the X5 M, the two twin-scroll turbochargers are placed (along with the catalytic converters) in the V-space between the two cylinder banks in a reverse-flow layout. This layout results in an unusually compact engine where the intake is moved outboard and the exhaust inboard – the opposite of traditional V-engines. The lengths of intake and exhaust tracts are thereby reduced and their diameters increased, reducing pressure losses - especially on the exhaust side. A further advantage of the layout is the short distance between the cylinders' combustion chambers and the primary catalytic converters; this leads to quicker warm-up of the catalysts after the engine is started and therefore lower start-up emissions. The patented cross-bank exhaust manifold, first introduced in the S63 engine of the X5 M is also employed in the S63Tü, but with slightly larger tube sizes. This exhaust manifold is a special 8-into-4 setup that combines the exhaust from two cylinders (on opposite banks) that are 360˚ of crankshaft rotation apart from each other. Each of the eight runners is of identical length to ensure perfectly-regular timing of exhaust gas pulses. The acoustic sound of this engine arrangement is absolutely signature to BMW M. Each of the four manifold outlets is fed into each of the four available scrolls of the two twin-scroll turbochargers. The two scrolls of a twin-scroll turbo guide each exhaust pulse directly to the turbine without feedback or interference from the other scroll (that are fed by cylinders at other points in the combustion process). Additionally, dividing the gases into two smaller paths (scrolls) results in higher gas velocity than a single larger path. This enhances the turbocharger's response, thereby reducing lag. The crossover manifold is configured so that the second scroll of the turbo is fed by two cylinders that are 180˚ out of phase with the first scroll. In this way each turbocharger receives distinct exhaust pulses every 180˚ of crankshaft rotation (from one of four cylinders). Furthermore, the two turbos receive exhaust pulses that are 90˚ offset from each other. The result is that throttle response is sharpened and turbo lag is reduced to a minimum. The new engine also sports larger intake runners, larger air to liquid intercoolers and a tuned exhaust which results in the engine making power more quickly than previously possible. Finally, the S63Tü uses a maximum boost pressure of 1.5 bar (21.7 psi) versus 1.2 bar (17.4 psi) for the original S63 engine. BMW's efficient High Precision direct fuel injection also plays a major role in this engine's combination of high performance and fuel efficiency. High Precision direct injection ensures an extremely precise supply of fuel to the combustion chambers. Injectors positioned centrally between the valves within immediate range of the spark plugs spray fuel into the combustion chambers with maximum pressure of 200 bar (nearly 3000 psi), providing smooth and clean combustion. Innovative solenoid valve injectors in the engine use multiple injections per combustion cycle to achieve an extremely precise mixture. The fuel also has a cooling effect on the combustion that allowed the M engineers to endow the engine with a high compression ratio of 10:1. This high compression ratio contributes to both performance and efficiency, while reducing exhaust emissions – and even has a positive effect on engine sound. Throughout their histories, the hearts of the BMW M5 and M6 have been high-revving, high specific output engines fed by individual throttle bodies. The new engine introduces Valvetronic throttle-less intake system to a BMW M engine – effectively providing 16 individual throttles. Valvetronic is BMW's patented, fully variable intake valve control system that eliminates the need for conventional throttles. Engine power is instead controlled directly by varying the amount of lift of the intake valves. Pumping losses are minimized with this system, resulting in efficiency and torque improvements. Valvetronic has also sharpened the natural responsiveness of this engine compared to the V10 engine it replaces. The M TwinPower technology of the new V-8 engine also includes BMW's Double VANOS infinitely-variable valve timing system which optimizes the engine's efficiency and generates high torque at low engine revs. In addition, a volume-controlled oil pump and a range of other EfficientDynamics measures deliver an extra boost to efficiency. The new BMW M6 features both Brake Energy Regeneration and the Auto Start-Stop function, which automatically switches off the engine when the car comes to a stop. The instant power delivery and sustained thrust of the M TwinPower Turbo V-8 results in acceleration from 0– 60 mph in 4.1 seconds for the M6 Gran Coupe. Top speed is electronically limited to 155 mph (250 km/h). 7-speed M Double Clutch Transmission with Drivelogic The new V8 engine M TwinPower Turbo engine is mated to a newly developed 7-speed double-clutch transmission designed to handle the high torque and high revving nature of the engine. The M-DCT with Drivelogic, developed especially for the new M5 and M6, has been tuned to match the performance characteristics of the engine with the M6 Gran Coupe chassis. It delivers exceptionally fast and clean gear changes in both Automatic mode (D) and Manual mode (S). No clutch pedal is required for manual gearshifts and the driver can stay on the accelerator during gear changes (conditions permitting). The driver uses the model-specific M gear selector to choose between D and S modes and to engage Reverse. Comfort is further enhanced by the new Low Speed Assistance function, which smoothes power delivery in stop-and-go traffic with a light touch of the accelerator pedal. The shift lever offers a sequential shift pattern for the manual gearshift mode. Alternatively, the driver can also change gears using the shift paddles on the M leather steering wheel, complete with multifunction buttons. In typical M configuration, the driver pulls the right-hand paddle to shift up and the left-hand paddle to shift down. The newest M steering wheel stands out with its smaller rim diameter and a design that borrows from the double-spoke design of the M light-alloy wheels. M-DCT with Drivelogic offers three shift programs in both Automatic and Manual mode. The driver selects his/her desired mode using the rocker switch positioned immediately below the shift lever on the center console. The D1 program is selected automatically when the engine is started, tailoring gear selection to deliver the most efficient possible driving style. D2 mode supports moderate cruising with gear changes carried out according to engine revs and load. And, to promote a sporty driving style laced with dynamic acceleration and deceleration, shift times in D3 mode are set up to delay gear changes until the engine has climbed higher up the rev range, and to downshift more aggressively when slowing. Drivers can also adapt the shift characteristics to their requirements in Manual mode. S1 mode generates comfortable and smooth gear changes. In S2, the gear changes are completed noticeably faster and accompanied by significant shift kick at higher revs. S3 is the one to choose for maximum driving dynamics; it enables even sportier gear changes and is required to initiate the Launch Control function. When the DSC stability control system is fully switched off, Launch Control allows the driver to achieve maximum acceleration from a standstill as permitted by surface conditions. During Launch Control acceleration, each gear upshift takes place automatically and at the optimum engine speed. Active M Differential. The Active M Differential in the new M6 Gran Coupe is an electronically controlled multi-plate limited-slip differential programmed to optimize traction, stability and sporting character. The locking force within the differential is varied continuously between 0 and 100%. The Active M Differential works with high precision and speed. Its control unit is connected with the Dynamic Stability Control (DSC) system via FlexRay high-speed data transfer technology and constantly cross-checks the data collected by its sensors with the feedback from DSC. It uses this information to calculate the locking force required to deliver optimum traction and stability during both acceleration and deceleration. The data recorded by DSC sensors is provided to the Active M Differential whether the stability control system is in MDM mode or is switched completely off. The ABS system retains full functionality in all situations. In addition to the data provided by DSC, the Active M Differential's control unit also takes into account the position of the accelerator pedal, the rotational speed of the wheels and the car's yaw rate. Every driving situation is therefore analyzed so that any loss of traction on one side of the car is identified at an early stage. The degree of axle lock is adjusted as required within a fraction of a second, enabling wheel spin to be reduced on all surfaces, when the right and left rear wheel have widely differing friction coefficients and in tight corners. Optimizing traction in this way also provides unbeatable driving stability in challenging conditions and allows impressive acceleration out of corners. The Active M Differential can also unlock just as quickly to stabilize the car off-throttle. M-Specific Chassis Each component in the suspension and chassis of the new M6 Gran Coupe has been developed based on the extensive race expertise of BMW M engineers. The aluminum-intensive integral rear axle subframe in the M6 Gran Coupe is rigidly bolted to the body to maximize body rigidity and handling precision. Reinforced chassis mountings at the front and rear axles ensure that dynamic forces are passed through to the body structure. Specially tuned axle kinematics and newly developed forged aluminum suspension components boasting high strength and low weight meet the requirements of everyday driving and the specialized demands of track use. The result is that the BMW M6 Gran Coupe continues the BMW M tradition of engineering a chassis that is "faster than the engine". As with every BMW M car, the engineers carried out the fine-tuning during extensive testing on the legendary Nürburgring Nordschleife circuit. M Dynamic Damper Control (DDC) electronically controlled shock absorbers are standard on the new BMW M6 Gran Coupe. DDC uses electro-hydraulic damping force adjustment to provide a set-up suited to the driving situation and the wishes of the driver. The shock absorber settings can be adjusted at the touch of a button. In default Comfort mode, the dampers respond adaptively to the condition of the road surface and the driver's style. Sport mode activates a noticeably stiffer damper set-up, while Sport Plus allows further stiffening of the suspension to achieve maximum longitudinal and lateral acceleration in ultra-dynamic driving situations. At the touch of a button, the driver can also select from three settings for the M-specific Servotronic speed-sensitive hydraulic power steering. The default Comfort mode keeps steering forces reasonable when parking or maneuvering, but still provides the M brand's hallmark direction-changing precision at higher speeds. Sport ensures the driver enjoys more intense feedback across all speed ranges. Sports Plus is the lowest level of steering boost that can be selected. The new BMW M6 Gran Coupe also uses BMW's most advanced Dynamic Stability Control (DSC) and Anti-lock Braking System (ABS) that includes Cornering Brake Control (CBC), Dynamic Brake Control (DBC), Brake Assistant, Brake Fade Compensation function, a Brake Drying function and Start-off Assistant. The DSC system has three levels of operation. The default is "On" which provides the greatest level of stability and traction control. M Dynamic Mode (MDM) can be activated to override the default setting by pressing the DSC button on the center console. This mode allows for very spirited driving – as on a race track – while still providing a safety net, by raising the intervention thresholds of DSC. "DSC Off" mode can also be activated with a long-push of the DSC button for complete deactivation of the system. Choice of High-Performance M Brake Systems. The standard high-performance braking system of the new BMW M6 Gran Coupe guarantees outstanding stopping power matching the overall performance of the car. The well-known BMW M compound rotors have been further improved for the new M5 and M6 family. These rotors thermally separate the central hub (constructed of aluminum) and the vented / cross drilled cast iron rotor discs. As a result, the rotors are free to expand and contract without warping. The diameter of the brake rotors is 15.7 inches (400 mm) at the front and 15.6 inches (396 mm) at the rear. The six-piston fixed calipers are radially bolted to the pivot bearing and are painted blue metallic complete with the M logo. Together, the M brake system has been tested to provide exceptional performance and modulation, fade resistance, and pedal feel. The new BMW M5 and M6 family will be the first cars in the history of BMW M to be offered with optional M Carbon-Ceramic brakes, which become available with Spring 2013 production. These new brakes are without parallel and take the cars' stopping power to a new level – especially on the race track. The brake rotors measure 16.1 inches (410 mm) in diameter at the front and 15.6 inches (396 mm) at the rear. Made from a carbon-fiber ceramic composite, the rotors boast even greater resistance to heat combined with significantly reduced rotating masses. The M Carbon-Ceramic brakes are 42.8 lb (19.4 kg) lighter than the standard brakes, yet the innovative material also displays exceptional resistance to wear, and the operating life of the rotors is several times that of conventional equivalents. The optional M Carbon-Ceramic system also sees six-piston fixed radial calipers at the front teamed with single-piston floating calipers at the rear. The M Carbon-Ceramic system can be easily identified through the wheels by the special gold-colored calipers. The M6 Gran Coupe features a unique wheel and tire combination with 20-inch M6 Gran Coupe-specific double-spoke forged light alloy wheels fitted with giant ultra-high performance summer tires, front and rear. The Design: An M Showstopper. Hallmark M design features are always influenced directly by technical considerations – such as cooling air requirements, chassis geometry, weight-and-balance, and aerodynamics. This form-follows-function philosophy opens a design window through which to see the performance capability of the BMW M6 Gran Coupe. The front of the car is dominated by its large air intakes, optional Adaptive LED Headlights and an M kidney grille designed especially for this model. From the side, the M four-door Coupe is clearly distinguishable from the BMW M6 Coupe thanks to its rear doors and 113-millimeter (4.45") longer wheelbase. The low roofline flowing smoothly into the rear, the shoulder line – which takes in the door openers – and side windows extending well into the C-pillars accentuate the dynamically stretched silhouette. Prominently flared wheel arches draw the eye to a track width specific to the BMW M6 Gran Coupe. The characteristic M gills, aerodynamically optimized exterior mirrors, standard BMW Individual High-gloss Shadow Line package and exclusive 20-inch M light-alloy wheels in double-spoke design underline the car's distinctive appearance, as does another M signature – twin exhaust tailpipes positioned on the outer edges of the rear apron. Also integrated into the rear apron, and charged with the task of optimizing the exit of airflow from the car's underbody, is a diffuser made of carbon fiber composite. Carbon fiber composite, an extremely lightweight, impressively strong high-tech material is used in the construction of the car's roof panel as well. Here, the visible carbon structure provides an eye-catching feature, as does a dynamic recess in the center of the roof. This recess is referenced stylistically inside the car, the anthracite-colored Alcantara headliner gaining a central section in leather. Emulating the harmonious blend of athletic prowess and elegance embodied by the exterior design, the distinctive M cockpit fuses sports car style with generous levels of space and a luxurious ambience. The driver and front passenger will enjoy M sport seats with integral seatbelts. And the BMW M6 Gran Coupe's standard specification also includes Merino Extended leather upholstery. The rear compartment offers three seats, the backrests of which can split and fold down in a ratio of 40 / 60 to increase luggage flexibility. M-specific cockpit design: flawless car control, made-to-measure luxury. The interior of the new BMW M6 Gran Coupe brings together the incomparable combination of the driver-oriented cockpit design of a sports car with the spaciousness and luxurious feel of a premium automobile. Merino Extended leather upholstery, door sills with "M6" lettering, an M driver's footrest, exclusive carbon fiber interior trim and the headliner in Anthracite Alcantara and Leather are all standard equipment, as is the iDrive control system with a 10.2-inch Control Display. This screen is centrally positioned and like the controls in the central section of the instrument panel, slightly oriented towards the driver. M Multifunction sport seats offer the driver and front passenger optimum lateral support while cornering, but also a high level of comfort over long distances. The lightweight seats with integrated belt system have an M-specific design headlined by extremely prominent cushion and backrest bolsters, head restraints integrated into the backrests, eye-catching stitching emphasizing the segments of the seats, and an M logo embossed into the shoulder area. The M Multifunction sport seats have electric height, fore/aft, side bolster and backrest angle adjustment, and also come with pneumatically adjustable lumbar support, a memory function and a manually adjustable thigh support. The M Multifunction sport seats are fitted with active head restraints to reduce the risk of whiplash injury in a rear-end impact. The M instrument cluster with black-panel technology includes classic circular instruments in traditional BMW M car style, with red needles and white illumination, as well as model-specific displays and the M logo on the rev counter. The shift program currently selected and gear engaged are shown in the center of the instrument cluster. Feedback from the drive and chassis settings are also displayed in the instrument cluster under the tachometer. Sports Car Cockpit - Custom Tailored M Drive Buttons On the left-hand steering wheel spoke, the driver has two M Drive buttons which can be used to call up a pre-configured setup for the car. For example, the driver can save a sporty configuration on the "M1" button and a track focused setup (with all driver aids shut off) on the "M2" button. The set-up selected will remain activated until it is either cancelled by pressing the button again or the driver switches to another M Drive setting. Once the system has been switched off – as when the engine is started – it reverts back to the default configuration. The M Drive system in the new BMW M6 Gran Coupe allows the driver to adjust no fewer than six parameters: the engine management, the response of the Servotronic steering system, the M-DCT shift program, the DSC mode, the responses of DDC and the information in the Head-Up Display. The desired settings can be configured in any combination via the iDrive menu or by using the M Drive select buttons on the center console to set the configuration followed by pressing and holding one of the two M Drive buttons for a few seconds (until the configuration is stored). For safety reasons, a setup involving setting MDM mode or "DSC Off" requires confirmation from the driver – by pressing the M Drive button again – before it can be activated. The setup configuration selected is shown by a "M1" or "M2" symbol displayed in the instrument cluster. M Head-Up Display. The M Drive configuration also includes the information shown on the optional M Head-Up Display and projects important information onto the windshield directly in the driver's field of vision. A full spectrum of colors is used to display graphics and symbols and the all-color capability means road sign symbols can be reproduced very realistically. In addition to a digital speed read-out, the M-specific version of the Head-Up Display also shows the gear currently engaged and a color rev counter symbol, complete with Shift Lights. Developed on the Nordschleife- as with every car ever engineered by BMW M BMW has been testing on the legendary Nürburgring Nordschleife since the 1960s. Every vehicle developed by BMW M since its establishment in 1972 has had to demonstrate its capabilities on the grueling 14-mile circuit before it was deemed ready. In the early years BMW conducted tests out of rented facilities. BMW Motorsport also rented facilities for many years in order to prepare for race activities like the 24h enduro at the 'Ring. So dedicated was the company to fully integrating the Nürburgring into its testing regimen that, in 1991, BMW became the first manufacturer to establish a permanent testing facility on site. Between 2003 and 2008 the test facility was re-built and enlarged without interrupting ongoing test activities. This dedication can be felt from behind the wheel of every product created by BMW M. The new BMW M6 Gran Coupe is the latest model to demonstrate the results of this dedication. The new BMW M6 Gran Coupe will reach US Authorized BMW Center showrooms in early Summer, 2013. US Pricing, final technical specifications, EPA fuel efficiency estimates, as well as standard and optional equipment for will be announced closer to the on-sale date. View full article

William Maley Staff Writer - CheersandGears.com December 12, 2012 Honda has issued a recall for 871,000 vehicles due to an issue where a vehicle may roll away after the key has been removed form the ignition. 92% of the effected vehicles (about 807,000) are in the U.S. The Honda vehicles in question are, 2003 - 2005 Acura MDX: 230,000 vehicles 2003 - 2004 Honda Odyssey: 318,000 vehicles 2003 - 2004 Honda Pilot: 259,000 Honda Vehicles Outside The U.S.: 64,000 Honda in a statement says the problem pertains to the ignition interlock which can become damaged or worn. This can allow the key to be removed from the ignition when the car is started or if the transmission has been shifted into any gear. "If the transmission is not in park and the parking brake is not set, the vehicle could roll away and a crash could occur," Honda said in a statement. NHTSA opened a investigation into the issue after receiving 43 complaints about Honda and Acura vehicles rolling away. Some of the complaints say their vehicles hit parked cars, fences, trees, mailboxes and in some cases, caused bodily harm. Source: Reuters via The Chicago Tribune William Maley is a staff writer for Cheers & Gears. He can be reached at [email protected] or you can follow him on twitter at @realmudmonster. View full article

William Maley Staff Writer - CheersandGears.com December 12, 2012 The Jaguar C-X75 was a unique concept when shown at the 2010 Paris Motor Show, using four electric motors mounted in the wheels and a battery pack to power. Once the batteries were depleted, a pair of gas turbines would take over. Jaguar announced the C-X75 would head into production last year, albeit with some changes. The gas tubines would be dropped for a 1.6L turbocharged and supercharged four-cylinder and two electric motors mounted at either end of the vehicle. Combined power output was expected to be 888 HP and 590 lb-ft of torque. 0-60 MPH time was expected to be 2.8 seconds and a top speed in excess of 200 MPH. Now Jaguar has announced with heavy heart that the C-X75 has been cancelled due to the current global economic crisis. "We feel we could make the car work, but looking at the global austerity measures in place now, it seems the wrong time to launch an £800,000 to £1 million supercar. This is backed up by other products from us that people are screaming out for," said Adrian Hallmark, Jaguar's Global brand director. Hallmark says the investments made into the C-X75 will not go waste. 60% of the weight-saving and hybrid tech will be incorporated into future models. Also the five prototypes that Jaguar has been working will be finished up. Two of them will go up for auction while the rest will go to Jaguar's museum. Source: Autocar William Maley is a staff writer for Cheers & Gears. He can be reached at [email protected] or you can follow him on twitter at @realmudmonster. View full article

William Maley Staff Writer - CheersandGears.com December 12, 2012 The introduction of the new Cadillac XTS at last year’s Los Angeles Auto Show marked the beginning of a new era. The XTS would be one the first Cadillac models to use their new CUE (short for Cadillac User Experience) infotainment system. Since then, CUE has made its way into new ATS and refreshed SRX. I sampled CUE in the 2013 Cadillac ATS 3.6 AWD reviewed yesterday. CUE is made up of four key components: a large eight-inch capacitive touch screen with haptic feedback. This means when you press the screen, you’ll feel a pulse as if you had pressed a button. The screen also features a proximity sensor which allows the system to bring up controls when a hand is waved or fades the controls, giving a less distracting screen. Next is the capacitive touch buttons which sit underneath the screen and feature haptic feedback as well. Third is the voice recognition system which can control certain functions of the system. Finally, there is a reconfigurable LCD instrument panel that a driver can customize to their liking. This is only available on the SRX and XTS. The ATS makes due with a regular analog instrument panel and 5.7-inch color display providing trip computer, navigation, and audio information. Reviews of CUE have been pretty mixed. Most say they like the layout and design of the system, the voice recognition, and the haptic feedback when you press one of the buttons or the touchscreen. On the other side, most don’t like how the system is somewhat sluggish when you’re moving around, the buttons don’t always respond when pressed, and the system is distracting when on the move. I had only briefly played with CUE at the press introduction of the new ATS back in January and found it to be very interesting and unique. I did wonder how it would work out in the real world as I was leaving the event. I would find out when a Cadillac ATS 3.6L AWD Luxury would arrive to my residence. My first day with CUE wasn’t a particularly pleasant experience. The capacitive touch buttons didn’t always respond whenever I pressed them, the touch screen had lag in certain situations, and trying to move around the system while moving was a bit nightmarish. I almost reached a point of where I wanted to put my fist through the screen and yank its electronic guts out. Thankfully, reason entered my head and I took some time out to read the manual and play around with the system. Before I knew, CUE wasn’t as frustrating as before. That’s the biggest takeaway with CUE; you have to spend time learning how to use the system and play around with it before it clicks into your head. If you don’t, you’ll be in a world of hurt. Once I got my head wrapped around CUE, there are some bright spots to the system. For example, the large eight-inch touch screen is very bright during the day, provides the right amount of brightness during the night, and is very readable whenever given a quick glance. The haptic feedback provides acknowledgement that yes; you did touch the screen or button. One of the big surprises of CUE was the voice command system. No matter what command I threw at whether it was to change a station, provide an address, or a dial a phone number, the system was able to process and perform it with no problems. Not many systems that I have tried can boast as a high of a success rate as CUE. However for all of its good points, CUE has some huge downsides; the biggest one being how distracting the system is on the move. When you’re stationary, you can perform any function of CUE very easily since your attention focused on the screen and controls. However on the move, trying to find which button you need to press turn the temperature up or where you are on the map or a number of other things means your eyes are off the road. This isn’t helped by the capacitive touch buttons not always responding to your press, meaning you have to hit it again. Cadillac does deserve some credit for at least trying to reduce distractions while using CUE. For starters, the eight-inch touchscreen features a proximity sensor that brings up the on-screen controls when a hand is waved across If the sensor doesn’t detect any motion, it will fade the on-screen controls. The system also locks out certain functions while the vehicle is in motion. The voice command system is able to perform many of the commands. Finally, there is the 5.7-inch color display that gives you a readout on certain items. Still it doesn’t fully cure all of CUE’s distraction ills. There are certain things that still to need to be performed on the screen or the buttons which takes your eyes off the road. Aside from this, CUE is also in its first generation. That means the system has a lot of bugs. During my time, I found the system to be somewhat sluggish when moving around from screen to screen. Plus, the buttons don’t always respond when pressed. Hopefully this can be fixed with some software updates. CUE is an interesting idea of what an infotainment system can be. In the real world though, the results are mixed. The system has some very good ideas and impressive features. Those are overshadowed by the problems of CUE being a first-gen product, distractions, and amount of time you have to spend with it. Over time, these problems will work themselves out. But it will hurt Cadillac in the short run. So the question comes to this, should you buy into CUE now or wait? If you’re willing to learn how to use the system and put up with its shortcomings, then yes. Otherwise wait. There will be changes and updates coming. William Maley is a staff writer for Cheers & Gears. He can be reached at [email protected] or you can follow him on twitter at @realmudmonster. View full article

I think Maserati is counting on U.S. and China to make a bulk of the sales.. Not that I think they have a chance to possibly get those numbers.

Yes, your 04 Silverado has an EDR. GM I believe was one of the first automakers to put 'black boxes' into vehicles in the 90s.

Yes.. I tried to get an up close shot of the gauges, but none of pictures were decent.

The ATS has a set of regular gauges. XTS and SRX are the only models with the CUE gages.

William Maley Staff Writer - CheersandGears.com December 11, 2012 Maserati is making some ambitious sales predictions for the brand and the new Quattroporte that will be shown next month at Detroit. At the press introduction of the new Quattroporte in Nice, France, Maserati brand CEO Harald Wester said their parent company Fiat would be investing close to $1.6 billion into the brand to help revitalize and make it more competitive. Maserati will be launching three new vehicles in coming months; the Quattroporte being the first. With those new models, Maserati has set a target of 50,000 vehicles by 2015, a large increase from the 6,159 units sold last year. For the new Quattroporte, Maserati is hoping to sell 13,000 models in 2013. Maserati is hoping to leverage some of Chrysler's dealer network to help pull these ambitious sales goals. Some industry analysts are skeptical of Maserati's lofty sales goals though. "Maserati has the right reputation and consumers are out there for more premium cars, especially in the U.S. and China. On the other hand, their target is incredibly ambitious," said Neil King, an analyst at Euromonitor International in London to Automotive News Europe. Source: Automotive News Europe William Maley is a staff writer for Cheers & Gears. He can be reached at [email protected] or you can follow him on twitter at @realmudmonster. View full article

William Maley Staff Writer - CheersandGears.com December 11, 2012 If you’re a car company and you’re planning a new compact luxury sedan, sooner or later someone will bring up the elephant in the room: How is it going to fare against the BMW 3-Series? For the past twenty-plus years, the BMW 3-Series has been the benchmark of the compact luxury car class. Why? Because the 3-Series provided a balance of performance and luxury in one complete compact package. It was the vehicle that many automakers wanted to beat and some would actually call it out in their ads. Most of them though would fail at their mission to beat at the 3-Series. But with the new 3-Series, there appears to be some change. The new model is trying to be all things to all people; a luxury sedan, a sporty sedan, and a fuel efficient sedan. With this new model, the impenetrable armor previous generations of the 3-Series wore is beginning to show some chinks. The competition has taken notice of this and has begun to work on either refreshing its current models or introducing new contenders to beat the 3-Series. The first of these efforts is from Cadillac. Since 2003, the wreath and crest team has made serious efforts into becoming a homegrown contender to Germans with such vehicles like the CTS, CTS-V, and SRX. Now the latest vehicle is directed at the heart of BMW - the 3-Series. Named the ATS, Cadillac worked from a clean sheet to produce this new RWD sedan. On paper, it has the goods: light-weight, balanced chassis, a range of engines, and filled with technology. So the ubiquitous question remains, can the new ATS give the 3-Series a run for its money? To answer this question, I got my hands on a 3.6L AWD Luxury model that came equipped with the cold weather and the Cadillac User Experience & Navigation packages. Next: The Outside & Inside Exterior The new ATS is very much a Cadillac in its design, looking very much like what the CTS could have been if GM decided not to make it larger. The front end features head lights that extend into the front fenders, a short front overhang, and long hood with a ‘power bulge’. The side profile features chrome running along the windows and a set of seventeen-inch wheels. Around back, the ATS copies certain parts of the CTS’ rear end, most notably with the vertical LED taillights and trunk lid design. There is also a wide, center brake light mounted in the spoiler, and twin, large exhaust ports mounted in the rear bumper. The one exterior feature that is missing on our ATS is the strip of LEDs that run along the outside edge of the headlights and LED fog lights. This is due our ATS being the 3.6 Luxury model. The 3.6 Performance and Premium models come equipped with it. Interior If you were to ask me to describe the ATS’ interior in one word, I would say snug. No matter where you sit in the ATS, you feel encapsulated. Most of this feeling comes from the ATS’ design with a low roof line and not much glass used. Surprisingly, interior measurements as shown in this table show the ATS sitting dimensionally in the middle of its class. Despite what the measurements say, the ATS could be one of the first 2+2 sedans on the market. Climbing into the back seat, I found that I had a decent amount of legroom. Headroom is another story; I found that my head was touching the roof. This was a bit surprising considering that I’m 5’7. The back seat is good for kids, not so much for adults. Situating yourself into the front seats, you find that Cadillac has really stepped up its game in materials. There is a mix of black and red leather, and carbon fiber trim used on the dash. For the touch-capacitive controls, Cadillac’s interior designers put them into a piece of black acrylic, which also lies around the transmission. The seats were swath in red leather that provided good support and comfort. Build quality was top-notch with no trim pieces loose and no abhorrent panel gaps. The interior also features Cadillac's new CUE (Cadillac User Experience) infotainment system which uses a eight-inch fully capacitive touch screen, capacitive touch buttons, and voice recognition. You do have to spend some time learning how to use the system. Once you do, the system brings out a lot of positives. The eight-inch screen is very bright and easy to read at quick glance, while CUE's voice recognition was able to understand my voice and perform the commands I asked for. But CUE brings a lot of negatives to table which include the capacitive touch buttons not always responding to your touch, the system showing some sluggishness when moving around, and the system being a large distraction when on the move. I've only scratched the surface on CUE and have an in-depth look at the system coming tomorrow. Next: Moving and Turning Powertrain Cadillac has given the ATS three engines, two transmissions, and two drivetrain options. Your base ATS is a 2.5L direct-injected inline-four producing 202 HP and 191 lb-ft of torque. The only transmission is a six-speed automatic down to the rear-wheels. Next up is a 2.0L turbo-four producing 272 HP and 260 lb-ft of torque. The 2.0L has the choice of either a six-speed manual or automatic, and the choice of rear-wheel or all-wheel drive (Note: 2.0T with AWD can only come with the auto). Finally there is the venerable 3.6L direct-injected V6 producing 321 HP and 275 lb-ft of torque. This goes through a six-speed automatic and you have the choice of either rear-wheel or all-wheel drive. Our test ATS was equipped with the 3.6L with AWD. The ATS 3.6 is a vehicle that is very fitting of the Cadillac badge. Whenever you step on the accelerator, the power is immediate and effortless. Also, the 3.6L makes a very meaty noise, something very appreciated in a sports sedan like this. The six-speed automatic does an excellent job of making sure you’re right in the power seamlessly and quickly. The optional AWD system does a great job of making sure you have the traction without you really noticing. The only time you feel the system working is when you decide to floor the pedal or enter a corner way too quickly. Fuel economy for the 3.6 AWD is much like the ATS’ interior measurements; in the middle of competitors’ numbers. The EPA rates the 3.6 AWD 18 City/26 Highway/21 combined. During my six day loan, I averaged around 19.6 MPG. This was due to me driving it hard for a good amount of the week. On the highway, I got around 25.7 MPG. Ride & Drive General Motors has been making big deal about the work done underneath the skin of the new ATS. How it’s the lightest car in the class; how it has perfect 50/50 weight balance; how it was benchmarked against the BMW 3-Series during the development; so on and so forth. On paper, the ATS has a lot going for it. Curb weight ranges from 3,315 lbs (2.5 with the automatic) to 3,629 lbs (our 3.6 AWD test model). This is in part to the ATS’ structure using a combination of high-strength steel, aluminum, and magnesium. Also, engineers sweated in the small details to save weight, going as far as to punch holes in the structure. The suspension is an interesting bit of kit for a Cadillac. Up front, the ATS uses a multi-link double-pivot MacPherson strut setup that Cadillac says provides a balance of precise handling and a comfortable ride. The back-end features Cadillac’s first five-link independent rear suspension. The ATS also features a ZF electric power-steering system and a set of Brembo brakes standard across the whole range except for the base 2.5 model. So how does it fare on the road? Surprisingly well. Taking the ATS onto one of the rare curvy stretches of road in the Detroit, I found it to be very capable. The suspension keeps the car stable and balanced when going through a turn. Steering is very quick and direct with just the right amount weight. Steering feel is also very good, providing a good amount of information about road you’re driving on. The Brembo brakes were excellent, providing enough bite to slow down the ATS very quickly. Driving the ATS on regular roads and the freeway, I found the ride almost being too stiff. The suspension tries its best to cope with road imperfections, but the standard all-season run-flat tires don’t have enough give when going over imperfections. I do wonder how much of a difference would come if you do swap the run-flats for all-season or summer/winter tires. Wind noise is kept to a minimum while some road noise does make it into the cabin. Visibility is good up front, but side and rear is difficult thanks to thick c-pillars and a small rear window. Cadillac does have a rear-view camera standard on the 3.6 Luxury model while a blind-spot monitoring system is optional. Next: The Verdict Verdict The long held beliefs of Cadillac being a nobody or a pretender in the luxury class are being push out the door by vehicles like the new ATS. The ATS brings a lot to the compact luxury class; a very impressive chassis, daring styling, load of interesting tech, and the meaty 3.6 V6 engine. There are problems with the ATS though. You can’t really put anyone in the back seat unless they are kids, not really being able to see out of the back, and some other minor concerns. There is still one big problem with the ATS, Cadillac’s history. While the ATS is helping move the brand forward, there are still many people who have a bad taste in their mouth when you mention Cadillac. Whether it’s due to the vehicles of the past, reliability concerns, dealers, or number of other reasons, Cadillac still has a long way to go in this regard. Now to the big question that people have on their minds; is the ATS a 3-Series killer? Honestly, I cannot say that either one is better for one very simple reason; I haven’t spent enough time in the 3-Series. If I was to say right now that the Cadillac ATS is better than 3-Series, than I’m not providing a fair analysis of the vehicles to you. What I can say is this: Cadillac should be very proud of what has it accomplished with the new ATS. It might be the perfect sparring partner to the 3-Series. Cheers: Styling Interior Appointments Sporty Chassis V6 Engine Jeers: Interior Room Run-Flat Tires don’t help in ride quality Side and Rear visibility Disclaimer: General Motors provided the vehicle, insurance, and one tank of gasoline. Year - 2013 Make – Cadillac Model – ATS Trim – AWD 3.6L Luxury Engine – 3.6L Direct-Injection V6 Driveline – All-Wheel Drive, Six-Speed Automatic Horsepower @ RPM – 321 HP (@ 6,800 RPM) Torque @ RPM – 275 lb-ft (@ 4,800 RPM) Fuel Economy: City/Highway/Combined - 18/26/21 Curb Weight – 3,629 lbs Location of Manufacture – Lansing, Michigan Base Price - $43,195.00 As Tested Price - $45,985.00* (Includes $895.00 Destination Charge) William Maley is a staff writer for Cheers & Gears. He can be reached at [email protected] you can follow him on twitter at @realmudmonster. View full article

William Maley Staff Writer - CheersandGears.com December 10, 2012 Opel announced today that it will close the Bochum plant in Germany in 2016 when production of the current Opel Zafira ends. "Despite rigorous efforts, there was no success in changing the situation. The main reasons are the dramatic declines in the European car market and the enormous overcapacity in the entire European auto industry," Opel said in a statement today. The closure is part of a long-term recovery plan called Drive Opel 2022. Under the plan, Opel will work on trying to be more cost efficient, improving the brand's image, strengthen market share, and entering new markets and segments. The plan also says by 2016, Opel will have 23 new models and 13 new engines. The closure of Bochum also means the loss of 3,300 jobs. Opel says they will preserve some jobs in its Bochum warehouse and is looking at allocating new component production to the region. Local labour leader Rainer Einenkel says the union is hopeful about trying to save Bochum. Meanwhile, the German government expects GM to provide severance packages for the workers. "It's a severe blow that affects a lot of people and their families and the Bochum region as well. The German government has the expectation that the parent company General Motors will do everything possible to find socially acceptable solutions," said Georg Streiter, spokesman for German Chancellor Angela Merkel. Source: Opel, Automotive News Europe (Subscription Required) William Maley is a staff writer for Cheers & Gears. He can be reached at [email protected] you can follow him on twitter at @realmudmonster. Press Release is on Page 2 Opel plans to end car production in Bochum in 2016 2012-12-10 Warehouse to remain in Bochum and probably to be expanded New component production could be allocated in Bochum Initiative "Bochum Perspective 2022“ to secure existing and create new jobs Goal: No forced redundancies before run-out of current Zafira Attractive separation packages Germany stays backbone and home of Opel Announcement is part of long-term plan “Drive! 2022” Ruesselsheim. Adam Opel AG management today informed its employees that vehicle production is planned to end in Bochum at the end of the current Zafira lifecycle – expected in 2016. In June, Opel announced that no successor to the current Zafira is planned to be allocated in Bochum in view of the shrinking European car market and the overcapacities in the automotive industry. Despite intensive efforts this situation could not be changed. The warehouse in Bochum will continue to offer jobs beyond 2016 and could be expanded. Additionally, Opel is negotiating with the employee representatives to allocate a new component production in Bochum. On top of this, the working group “Bochum Perspective 2022”, which was recently established by Opel, has the objective to focus on site development, to secure existing jobs and create new ones in the City of Bochum and the entire Ruhr region. “Bochum Perspective 2022” is composed of representatives of local and regional government, along with leaders and innovators from labor, industry, academia and financial institutions located in North Rhine-Westphalia. Opel will support the initiative financially and personnel-wise. “Building on the Bochum Perspective 2022, we have a clear goal for securing a significant number of tariff-bound jobs at Adam Opel AG. They include positions in our warehouses and potentially component production. Opel takes its responsibility seriously and will implement still-necessary job reductions in the most socially responsible way. The goal of our negotiations with the works council is to refrain from forced redundancies before the run-out of the current Zafira,” said Steve Girsky, GM Vice Chairman, Chairman of the Opel Supervisory Board and Acting President of GM Europe. "Germany is our most important market and with about 20,000 employees the backbone and home of our brand. And this will stay this way in the future,” Opel Deputy CEO Dr. Thomas Sedran said. Opel also has the responsibility for its independent dealers; in North-Rhine-Westphalia alone there are 320 Opel dealers who employ about 5,300 employees. This move is part of the company’s long term plan “Drive Opel 2022” which targets break-even results by mid-decade. Opel plans to increase its revenue and variable profit significantly by more cost-efficiency, re-focusing its go-to-market strategy, improving the image of the Opel brand, strengthening the quality of market share and entering new markets and segments. From 2012 to 2016, Opel will launch 23 new models and 13 new engines in total. View full article