thegriffon

Expect this to roll out to the Lambdas and Epsilon sedans as transmission and battery production increases.

Ahh, I thi k you missed Makfu's point—with higher fuel prices, people will naturally gravitate toward smaller, more economical vehicles, and thus the market will decide what vehicles GM produces and not some artificial CAFE requirement. That could still kill vehicles such like the V8 DT7, but it will be because not enough people are willing to pay the running costs of a V8 (with less than 400 hp), and not because it hurts GM's CAFE.

Ford invested in Ballard, and recently purchased the fuel-cell business with Daimler. GM has been primarily going it alone, and may be closer to a commercial, volume fuel-cell vehicle (and established infrastructure) than Honda (one FCX leased to a private customer does not a true "production" model make). Gm does not commit to an on-sale date for the Volt because too many things are beyond their control (not just the battery technology, for which they are hedging with a back-up, less advanced system; but also battery production issues—the recent energy bill may help there.) If anything I think they are trying to blindside the competition by coming out with a production model sooner than their noncommittal to a public schedule makes it sound (i.e. they want people to think it may not be possible).

Errr, no this is nothing like that. This is more like driving into the harbor because you failed to realize you had to wait for the ferry. You can't really blame the NAV for that.

Volume. Until recently almost every BMW and Audi was sold with a manual transmission, and auto boxes were (and are) outsourced (sometimes to GM). On the other hand almost every GMNA car is sold with an auto, and so manuals have to be outsourced. In Europe GME builds it's own (fwd) manuals and outsources the autos to Aisin AW (who supplys most European OEMs). Thus GMNA has been able to source fwd manuals from GME, but it still needs to source rwd manuals for cars to either Aisin AI (a sister company of Aisin AW) or Tremec (higher-volume truck manuals are built in-house at Muncie transmission—remember them?—or sourced from ZF).

More likely it was incompatible with US map systems.

Lemme guess: PCS has been put in charge of future Pontiac midsize sedans—he gets to build his dream GP to replace the G6.

Apples and oranges. Where not talking the best-selling division, but the best-selling brand.

Size. The new V8 would have been much more compact and able to be used in more applications (such as the Lambdas, Zetas and Epsilon sedans).

The problem is a shortage of development $, not overbranding. Cutting the brands just cuts market share, revenue and … development dollars. No solution.

Only if you have been buying retail quanitities. production of all lightweight materials is naturally limited and pricing fluctuates with demand. That applies to aluminum, plastics, high-strength steels, titanium alloys etc., even plant-based polymers. Of course as demand drives up the price for more popular materials (such as steel), the feasibility of more exotic and expensive materials increases. Materials are commodities, unlike DVD players you can't just build a new plant to meet demand. At best, as the price increases it becomes feasible to open previously unprofitable mines etc.

e.g. CNG/gasoline, E85/Gasoline, diesel/biodiesel fueled vehicles currently get a credit for improved mpg (i.e. assumed partial running time using less or no gasoline). The maximum credit will be 1.2 mpg dropping to zero in 2020. Flexfuel vehicles will therefore have little to no advantage in meeting CAFE requirements.

Other fuel efficiency measures being introduced include: a fuel efficiency rating for replacement tires. A maximum of $25 billion in loans for facilities building advanced technology vehicles (low emission, low particulate vehicles achieving 125+% better fuel economy than the average for otherwise similar vehicles). (until end 2020) Unspecified grants for production of hybrid, plugin-hybrid, plugin-electric and advanced diesel vehicles. Loan guarantees for facilicities manufacturing of advanced batteries and undefined "fuel efficient" vehicles (until 2017) Grants for advanced biofuel refineries which lower CO2 emissions by 50% Grants for installation of renewable fuel facilities at gas stations etc. no franchise restrictions on gas station franchisees installing renewable fuel facilities, selling or advertising renewable fuels etc., even if the franchisor cannot provide such fuel.

FYI for flexible-fuel vehicles, the maximum increase in fuel economy under CAFE is 1.2 mpg until 2014, dropping gradually to 0 in 2020.

It actually works the opposite to that. As demand increases the cost of lightweight materials increases, just as the cost of regular steel has increased dramatically in recent years. It's only assembly costs and logistics which decrease with economy of scale.

At the moment it's the G6 that seems to be benefiting. Top-selling midsize sedans in 2007: 1. Camry 2. Accord 3. Altima 4. G6 5. Fusion (neck and neck) The top 4 all have coupe versions to juice the figures.

Errr, they've always said that (without even giving a target).

The 3.6 can be expanded to a 3.8, but you lose the cylinder liner and hp doesn't really increase. Figure on a Biturbo DI version of the 2.8 to ratchet up hp to the 350-400 hp level.

No-one is buying them even now. You'll have to be happy with a DOHC 6.2 small block in V-Series models (perhaps).

Umm, that is why they are killing the Grand Prix. You cheap-asses won't pony up the money required to keep it as a volume NA model. A 3.6 L G6 costs more than GP. If they can sell enough G8s at full retail and when people forget how cheap the last GP was, then they'll maybe think about renaming the replacement (CAFE, and the low volume, probably kills NA production though).

You're forgetting the Kia Rondo, which far outsells the Mazda5, but neither of those vehicles is that close. These are compact panel trucks designed primarily as commercial vehicles, including the capacity to haul standardized pallets (which the HHR—still too much like a Cobalt wagon inside—cannot do), and with a cargo capacity of roughly 116.5 cu-ft with 1-row of seats (more than double an HHR and 60% more than a Rondo or Mazda5—an Uplander Cargo is only 137 cu-ft). The Mazda5 and Rondo are dedicated minivans with the flexibility for occasional carrying of bulky household items—European LCVs like the Partner/Berlingo are dedicated commercial vehicles with a sideline as a cross between SUV and minivan (more the former than the latter). A very few of the larger models offer 3-row seating. I am only saying that the HHR should become even more like the European-style compact LCVs—a proper flat load floor in Panel models for better utility and higher capacity, and a folding second row like the lambda's in the passenger version. GM already builds the Combo for Opel—how hard would it be to design a retro Chevy version of the next gen to replace the HHR?

Where is all this ill-feeling toward GME coming from? It has nothing to do with them. This is all CAFE and the general industry trend. Cadillac doesn't have the global volume to support a V8 program whose volume is falling every day. Toyota can spend on a V8 prgram because A) it has money to burn, and B) it uses the same block in the LandCruiser, Sequoia and Tundra. BMW has much greater global volume to support niche V8 production. Audi uses the same design for everything from 4–10 cylinder engines (meaning 90 deg V6 and V10 engines when that is not the optimal angle); Mercedes new V8 shares it's design with the higher-volume V6. GM's V6 however is 60 deg, perfect for a V6 but unsuitable for a V8, and an ecotec-based V8 doesn't save as much money in tooling costs. I suspect Cadillac will get the 6.2 L DOHC small block instead.

Wagons in the US:V50, Impreza, Vibe/Matrix, Mazda3, Caliber, 9-3 SportCombi, V70, 3-er touring, 5-er, E-Class, 9-5, Outback, Jetta, Passat, Forenza, Magnum, A6. Some sell very well, some not so well. Forester, currently a wagon, becomes a proper SUV next year. Vehicles sold in the US which have a wagon version in other markets: X-Type, Mazda6 (US version will be larger and no wagon), Corolla Fielder (not the same as the US Corolla though), Astra (very nice), Wingroad (Versa wagon), 300C touring, Stagea (previous-gen G35 wagon), Accord Tourer (TSX wagon). Current 3-row 7-seat wagons as Purdueguy wants can be counted on one hand—even on the Simpsons. All are compact MPV alternatives: Peugeot 308SW Honda Stream (actually was an MPV in a previous incarnation) Dacia Logan MW. More truck-like in style, but with car platforms, are the European-style compact LCVs, primarily commercial vehicles like the opposite of an HHR Panel (an LCV with a passenger version, not a crossover with an LCV version). Some larger versions have 3-row seating, and the new Peugeot Partner and Citroen Berlingo (same platform as the 308) although only 2-row, have 3-across front seating (and roof options reminiscent of the Vistacruiser).

Well, I didn't vote for them.

Hmm seems I spoke too soon—BPG has fallen behind Dodge.