Flybrian

*snort*giggle* You know outside of Singapore Airlines, no commercial A380 will ever look like that? That thing's a joke.

'Foreigners' includes you, buddy!

Is that a Stratus? Wow. Dodge doesn't even like Dodge...!

For the record, I will not post the Dodge Kahuna because... ...its not that bad.

I'll counter with... A) Lexus engines aren't 'quiet, smooth' in a suave sense; they're hauntingly silent. I don't want a car whose powertrain I can't hear. B) I'll put a Hydromatic 4-speed next to anything for smoothness and shift quality. I'm not saying I wouldn't mind an extra gear above 'four,' but in both the 4.0l Aurora and 3800 II s/c Bonnie, the transmission is beyond reproach, 120-130k miles notwithstanding. People look at 5 > 4 more than any real measure of transmission quality you'll have to endure for the life of a vehicle.

Because its easier and far clearer to just say the Aspen is a joke because it is. Its duplication and badge engineering at its worst. It offers no unique features that seperate it from a fully-loaded Durango besides a set of wings, a waffle iron grille, and an analog clock. And the biggest travesty is seeing Chrysler dump the four dollars it spent making those changes into something that does absolutely nothing to improve its bottom line or other products.

The Super 8 is a bonadife piece of garbage, much like the substandard motel chain that some 'tard apparently decided to name it after.

Please read back and see how this was a rather tame thread until right about here. And the whole "...that C&G crowd..." or "typical C&G blah blah" gets very irritating no matter where it originates from.

As GM explained when it announced the phaseout of Olds, it would continue to build individual models through their product cycles. Intrigue and Aurora ceased production because their powerplants were dropped (Shortstar in '02, Aurora in '03). Bravada moved to Buick as the Rainier, Silhouette and Alero ran their cycles. You want me to purchase and own a vehicle for an extended period of time before forming any impression? Because Chrysler is trying to act like a premium manufacturer when its still churning out inappropriate crap like the 2.7l Sebring and 300. Acting like it.

Ordering will be in place by the end of this weekend. A quick note to all about calendars. Last year was our first year and I thank everyone for their support and patience as I encountered a DeVille-load of problems with the paper, ink, etc. This year will go much, much smoother. More details this weekend!

Wow. That doesn't even deserve a response. A rental, a 2006, and it was very unenjoyable. Steering was very disconnected, brakes were mushy, just not an appealing package. Your opinion and that's fine. But the fact is that few people share it, hence why the Sebring is getting massive surgury soon. I can look at a well equipped Malibu and say that's a nice interior. I just don't feel the same about the Sebring. And price range or not, Chrysler shouldn't really be competing in the entry-level segment anyway. If I'm pregnant, me and Sebring share similar looks. This only serves to muddle brand identity. Because you keep acting like Jeep did such a great job on it. Oh, and as for this... ...that's a Dollar rental lot. Kidding. Laugh a little.

Minus the goofy gas filler cap (which looks goofy on ANY car), excellence.

Its nonsensical when applied to my car because the Aurora did appeal to a different clientele than the traditional Oldsmobile, it was a luxury benchmark in powertrain and refinement, and did shake up the field. The Aspen is a joke because its a very lightly reskinned Durango (which is not a refined vehicle as is) and adds nothing unique in features or even design language. Chrysler admits it adds nothing because they are going to dump it shortly. I've driven a Durango. Please tell me what Chrysler engineers would've added to the jerky, disconnected, unsteady experience besides an analog clock. So, you're comparing the Sebring to a J-body. Enough said. Difference among luxury and premium and cheap-with-shiny-$h!-glued-on is something Chrysler hasn't quite figured out with the lower-rung Sebrings. Can't stop vomiting enough to get behind the wheel. Sorry. And yet lies another problem with the Chrysler organization - no luxury division. Also, no real volume budget division to dump some of the 'necessary trash.' Ford and GM both have these. Good. About time. I still don't understand why you defend the Compass, a vehicle so woefully misplaced that every moment it continues to exist, more essence is being sucked out of Jeep. Last time I checked, most Jeeps stayed on the road unless you consider popping the curb at Arby's "offroading." And that's not a slight at Jeep owners; its a fact that the vast majority of SUV buyers don't do jack $h! with any of their vehicles' capabilities. They do, however, want luxurious interiors. Again, please rationize a case against a powerful, agile, capable Range Rover-killing Grand Commander.

I think that's exactly why they didn't do that. Its hard to convincingly make all those facts known in 30 sec. That's what future ads are for and I look forward to them.

Saw three at a Toyota dealer today. Still ghastly. The only way of making this car better is bashing the grille in with a stilson wrench, flipping it over, pushing it on its roof into a ditch, and lighting it on fire.

Besides being completely false, your attack on my car proves nothing. The Aspen is a joke because it sells poorly and adds nothing worthwhile to the Chrysler lineup. The fact is that truck-based SUVs that don't have some sort of following are next on the industry's chopping block - that includes the Infiniti QX, Lexus GX, Mountaineer, Trailblazer/Envoy, Sequoia, Armada, and yes the Aspen. It may take longer or shorter, but I have no reason to believe any of those can survive in the current market in their current form for much longer. And unless the Aspen has been that much improved from the Durango in terms of ride quality and handling, I don't need to drive one. You're comparing the new Sebring to a J-car. That says it all right there. But seriously, you say that Sebrings 'aren't luxury cars...they are decent daily drivers.' Is that what Chrysler is supposed to be, a decent daily driver? I would hope the premium brand that Chrysler is trying to become would be aiming for the stars rather than settling for the horizon. Why not give the car a serious and thorough restyle inside and out, up the material quality, drop that junk 2.7l V6 (why is it even in there? Because its flex-fuel?), make the 3.5l a midlevel engine, and throw in a high-level V6 with ~270hp. (from DaimlerChrysler Press Release) Sleek and sophisticated with a rally car toughness, the Jeep® Compass concept would deliver Jeep fun, freedom and capability, broadening the global appeal of Jeep and attracting new buyers who might not have previously considered the brand. There is a difference between ruggedness and just plain cheap. The Compass is just plain cheap. How can you not see that? Either the Compass a rugged, though Jeep and needs non-flimsy componants to match that or it needs to be the suave urban Jeep the marketeers want it to be and it needs dressing up. Way too much overlap within the Jeep lineup. If you don't see that, you must work for Chrysler. There is no question in anyone's mind Jeep has more credibility among buyers of all vehicles brands and types than Chrysler. One of the most surprising things Chrysler learned in the late-80s was that Jeep buyers had median incomes twice as much as Chrysler/Dodge/Plymouth owners and Jeep products shared driveways with Mercedes, BMW, etc. Still true today. Why not exploit that with a rich, luxurious Grand Commander? What? Land Rover carved a niche for themselves, too, and - Freelander aside - stays true to it. Why can't Jeep be the American Land Rover, at least with one or two offerings while keeping the rest affordable? And if Jeep heritage is so vital, wtf is the Compass doing there?

Project Driveway Begins Fuel Cell Equinox deployed

Guess what? Its my background, too.

Bob Lutz funnin' with his Blackberry.

The Aspen is a joke. It adds nothing but laughter to the Chrysler brand. Also, if Chrysler is doing what it seems like they're doing and trying to consolidate their retailers as much as possible, why does Chrysler as a brand need any SUV? Jeep can be Chrysler's SUV outlet; maybe a nice Lambda-style crossover for Chrysler itself. Sebring is likewise a joke. No explanation needed. And even if it weren't such a joke, its been labasted so much in the media is futile trying to prove otherwise. Compass needs to either die or be made into what it was supposed to be - a cheap, semi-credible rallye-esque car with a non-crummy interior. Commander needs to be taken upscale...way upscale. Jeep still has more cred than Chrysler will for years to come, so why not market a very luxuriously trimmed Grand Commander at Range Rover levels?

In the same vein as the b-pillar issue, did anyone refuse to buy a 3rd or 4th-generation F-body simply because it was a hatchback? This car is still destined to kick ass and take names whilst doing so.

Yay!

Tech Preview: GM Two-Mode Hybrid Pickups Mike Levine | 10-18-07 00:00 PT | Link to Original Article @ Pickuptruck.com If the discontinued GMT 800 Chevrolet Silverado Hybrid was a 'mild' hybrid, then the new GMT 900 Two-Mode Hybrid must be a jalapeno. I recently drove the 2008 Chevrolet Tahoe Hybrid to get a full size, SUV-flavored preview of the 2009 Silverado Two-Mode pickup. The next-gen Silverado Hybrid is expected to go on sale a year from now. General Motors co-developed Two-Mode Hybrid technology with Daimler|Chrysler and BMW. It's more capable and versatile than the parallel hybrid technology it replaces. The original Silverado Hybrid was considered mild because it used what was basically a super-sized alternator to power the truck’s electrical systems at full stop while the V8 hibernated to save fuel. The eight cylinder gas engine started back up as soon as the driver’s foot lifted off the brakes, to solely drive the rear wheels. This tag-team approach gained about 1.5 miles-per-gallon in fuel economy over conventional GM full size pickups. A slightly different version of this system is used in GM's current Saturn VUE. The VUE’s Belt Alternator Starter (BAS) not only stands in for the gas engine at stops but also provides a supplemental boost during acceleration, making it a true parallel hybrid because both the engine and electric motor work at the same time to power the vehicle. But it's Toyota that has profited most from parallel hybrid technology. Cars like the Prius, Camry, and Lexus LS600h use sophisticated electro-conventional drivetrains mated with continuously variable transmissions (CVT). Depending on driving conditions, either the electric motor, internal combustion engine, or both power the vehicle. Parallel hybrids have a drawback, though. Most are optimized to run in low-speed driving conditions because the electric motor, limited batteries, and CVTs can't stand in for conventional engines at more than several miles-per-hour and can't optimally spread torque across the power band. Since they tend to excel in only one set of conditions, parallel hybrids are also called single-mode hybrids. Two-mode hybrids throw out the CVT and large dynamo in favor of an advanced fixed-gear automatic transmission that's supplemented with two compact electric motors. At low speeds (Mode 1), the first electric motor, which also replaces the torque converter, silently drives the truck off the batteries up to 32-mph, and as far as one to two-miles, depending on charge levels. At high speeds (Mode 2), the second electric motor, which is housed at the back of the transmission, works with the fixed gears to create an electronically variable transmission (EVT). Think of it like a virtual CVT. At the same time, the first electric motor stands in as a digital supercharger to the 6.0-liter 332-horsepower Miller-cycle V8. Miller-cycle V8s leave their intake valves open longer than Otto-cycle engines, to reduce the amount of energy lost compressing the air charge during the compression stroke. Leaving the valves open longer causes torque loss at low RPMs, which the e-motor steps in to supplement during gear changes. The Active Fuel Management (i.e. cylinder shutoff) V8 also uses this electric boost to spend more time running in V4 mode to optimize fuel economy. The large 6.0-liter displacement helps keep the truck in V4 mode longer while providing a steadier torque curve across RPMs for the transmission to manage. GM has also replaced the hydraulic steering pump with an electromechanical belt driven motor, replaced the steel hood with an aluminum one, and carved weight from the seats to offset the overall Two-Mode Hybrids' 400 extra pounds versus the conventional truck. What you finally end up with is a V8 hybrid powertrain that’s optimized to perform at low and high speeds. And it returns over 40-percent better fuel economy in the city and up to 10% more on the highway, compared to a 5.3-liter equipped Tahoe. Gary White, GM's vice president and vehicle line executive for full size trucks, says the Two-Mode Hybrid will only be available on Chevrolet Silverado and GMC Sierra Crew Cabs at Job 1 next year. The truck team still hasn't finalized the trim package, but it will probably be the LT level pickup. One potential drawback for work truckers - the new pickups won't be quite the mobile power plants the Parallel Hybrid Silverados were. They'll be giving up the PHT's pure generator mode, that provided 1,400-watts of power for heavy tools plugged into the truck’s four 110-volt outlets."These (new) trucks will have a 110-volt outlet to run a computer or small SkilSaw, but they're not going to have as powerful a generator as was on the last truck," says Mr. White. I drove the GMT 900 truck for about 20 minutes in fast and slow driving conditions. At low speeds, the big SUV drove golf cart quiet and smoothly fired up the V8 as velocity increased or power was needed quickly. It was an eerie feeling driving something so large yet stealthily quiet. However, I found starting and driving the Tahoe in electric mode at commute speeds to be easier to get used to than my experience driving the old PHT Silverado, where you could feel the V8 rumble to life as the truck moved away from every stop. Motion and road feel from the low rolling resistance tires dampen the rumble effect in the Two-Mode Hybrid. The standard navigation display in the Tahoe has the hallmark Prius-style monitor, which shows you the mode the truck is operating in and what engine components are being blended together during driving. Mr. White says it's likely that half-ton hybrid buyers will be given the choice of ordering the navi-unit as optional equipment because of price sensitivities in the segment. Other expected differences between the Tahoe/Yukon and Silverado/Sierra. The pickups won't get the lower ride height and front clip mods the SUVs have, but the haulers will get the full-on hybrid badge treatment and low rolling resistance tires. There's also no tow/haul mode for trailering and moving heavy cargo. Instead, the EVT constantly adjusts RPM to pick the optimal load and speed combination depending on load conditions. About a year after the Silverado and Sierra Hybrids hit lots, GM's other 'green' engine will arrive for half-ton buyers – the 4.5-liter Duramax V8 diesel. It's sure to present buyers with an interesting dilemma. Which engine should they buy – gas, hybrid, or diesel? If the decision is based strictly on fuel economy, then the hybrid will likely be the number one choice. Mr. White and Bob Lutz, GM's vice chairman and product czar, both think the hybrid will achieve better overall fuel economy than the 4.5-liter diesel. Diesels are known to get about 20-percent better fuel economy than similar displacement gas engines. The decision will ultimately come down to buyers’ needs and how they intend to use the truck. "It depends on what you're doing, because a light duty diesel will give you more capability, especially towing. So, for a pickup truck application, there’s room for both (powertrains)," says Mr. White, but he further explains, "You'd think diesel would be more appealing but some people are buying pickups just to commute in and not to work in. If someone has a pickup that's a commute vehicle and they use it on the weekend to pick up something at Home Depot, and they're only driving in town, then maybe the hybrid makes more sense." Don't expect to see the Two-Mode Hybrid option appear for heavy duty truck owners. "It could work but I'm not sure how much duty cycle you'd get. If you're hauling heavy loads, diesels would be the right answer because people are working the truck hard a very high percentage of the time," says Mr. White. And don't get hopes up for a diesel hybrid either. Mr. White explained that hybrids and diesels are independently expensive powertrains to produce. Combining the two would likely not yield high enough fuel economy improvements to make it economically worthwhile to offer a diesel-electric Two-Mode Hybrid truck. So what comes after the Two-Mode Hybrid? It could eventually be a serial hybrid pickup, like the Chevy Volt or what entrepreneur Ian Wright proposes. But that's a long way off. According to Mr. Lutz, look for Four Mode Hybrids next, which will add extra modes to more efficiently run the truck in a wider array of driving conditions.

Dear Edmunds, welcome to two weeks ago.