“Henderson’s departure raised more questions

Lawmakers on both sides of the aisle say the ouster of General Motors Co. CEO Fritz Henderson was a decision that was rightly made by the auto maker’s board of directors, and not the government.

But speaking during an event here to announce GM’s $336 million investment in Chevrolet Volt assembly at the auto maker’s Detroit-Hamtramck plant, Michigan Congressmen Thaddeus McCotter (R-MI) and Sander Levin (D-MI) tell Ward’s last week’s decision to remove Henderson should not be a mystery.


“Henderson’s departure raised more questions, especially for the working families, than it answered,” McCotter says on the sidelines here.

“People that work at GM should have been told, and I think they need to know the reasons. Because your whole livelihood depends on working at GM on the line or in the boardroom, you want to know what’s going on, and this created more anxiety in an already uncertain time.”

But while taxpayer support requires GM to be accountable, the government should keep its distance from the auto maker’s day-to-day operations, Levin says.

Ron Bloom, head of the government’s autos task force, “wasn’t going to get into this,” Levin adds, noting “it’s not up to members of Congress or the White House to tell (GM) what to do. Once we start down the road of involving ourselves in these decisions, there’s no end to it. It’s up to them, and we made it very clear.”

GM Chairman Ed Whitacre, who temporarily has assumed the CEO post while a search for Henderson’s replacement gets under way, reportedly says he would like someone from outside the auto industry to assume the position.
GM invests $336 million in Detroit-area plant where Chevy Volt will be built.

However, pundits suggest federal pay restrictions likely will discourage talents such as Ford Motor Co. CEO Alan Mulally, who was lured from aerospace giant Boeing Co. with a multi-million-dollar compensation package.

Levin is more confident. “There are other ways to compensate executives, including issuing stock options,” he says. “Essentially, we more and more want people to be paid for performance.

“I think GM ought to be able to attract someone and pay them within the cap and say, ‘Help with the transformation of this company, and you’ll be adequately compensated if you succeed. If you fail, you won’t receive as much as you would have.’”

Meanwhile, GM’s investment announcement today brings combined Volt-related expenditures in Michigan to $700 million, covering eight state facilities.

The Detroit-Hamtramck facility will be the final assembly location for the Volt extended-range electric vehicle. The site will utilize tooling from Grand Blanc,; lithium-ion batteries from GM’s Brownstown Township, battery-pack manufacturing plant; camshafts and connecting rods from Bay City, and stampings and the Volt’s 1.4L engine-generator from Flint.

The $336 million investment announced today will pay for upgrades at the Detroit-Hamtramck plant, says Jon Lauckner, GM vice president-global planning.
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“We’re in the phase of installing the machinery and equipment in the body shop, in the paint shop and in general assembly,” he tells Ward’s. “It’s a brand-new vehicle based on our global compact-car architecture, so there’s a fare amount of work that needs to be done.”

Lauckner says Volt development is on schedule and product and process validation vehicles are scheduled to roll off the line in the spring.

GM says it hopes to sell some 8,000 Volts in 2011, and eventually ramp up volume to 60,000 units annually.

Mugen-fettled Accord, Fit aren't the big Honda story from SEMA

Mugen Honda Fit and Accord - Click above for high-res image gallery

In addition to announcing its plans to reinvigorate its participation in grassroots racing, Honda revealed two Mugen-accessorized models -- a 2010 Accord Sedan and Fit -- each outfitted with a range of parts available at dealers, but not a standalone model, ala Mugen Civic. While the 18-inch chrome wheels, front grille, spoilers, floor mats and machined aluminum oil filler cap are attractive additions to Honda's growing HFP line, needless to say, they leave us a bit cold when it comes the automaker's commitment to the aftermarket and, more to the point, performance.

Uninspiring SEMA efforts aside, the real news came last night during a meeting with Honda execs, where we were able to glean a few more details about Honda's future performance plans, how the CR-Z -- and more to the point, hybrids -- fit in and something to look out for next year.

Honda PR man Chuck Schifsky, told us that the Big H plans to use hybrids as a performance booster in the future, saying, "The CR-Z isn't the last step. It's the beginning." Although the real start of Honda's performance-marketed hybrids began with the last generation Accord Hybrid, Schifsky admits that its introduction was "ahead of its time," one of many reasons the electric-assisted sedan never quite caught on with consumers.

More interestingly, several Honda heads told us to expect something big in the world of motorsports next year -- likely in Japan. What that means is open to interpretation, but with Honda pulling its NSX out of SuperGT for 2010 (due to the front-engine, rear-drive chassis requirements), something interesting could be on the way. NSX revival? Lexus LFA fighter? Consider our interest extremely piqued...

Mugen Accessorized Honda Accord and Fit

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You also get 13-inch slotted rotors up front

Delta Tech Engineering Suzuki Kizashi - Click above image for high-res gallery

We totally dig the new 2010 Suzuki Kizashi. It's a bold step forward for Suzuki and (hopefully) a harbinger of great things to come, which also happens to be what "Kizashi" means. However, the looks are a little, well... not outstanding. Not that it's particularly bad-looking (it ain't), but what if it were a little more... special? SEMA to the rescue!

We've got a trio of modded Kizashis for you to peruse down in the gallery, but how about some background info up front? First up is Delta Tech Engineering's car which might be our favorite. Delta Tech specializes in lighting and every light on the car is either LED or HID. Even though big mouth-look grilles are on the way out fashion-wise, we like the snout on this guy. We also like the fact that it has a cold air intake, custom exhaust and Koni coilovers.

While we just said that the Delta Tech Engineering might be our favorite Kizashi, the Road Race Motorsports Platinum Edition Kizashi pushes all the right buttons with an even more aggressive body kit. It also features a custom air intake, engine management system and data logger. You also get 13-inch slotted rotors up front (though "only" 10-inches out back). Custom springs, sway bars and chassis stiffeners round the package out.

[UPDATE: We wrongly identified Westside's Kizashi as Import Tuner's car. A total mistake on our (my) part. Sorry 'bout that.]

Lastly, we've got Westside's custom Kizashi – a car we just can't wrap our heads around. From the Frankenstein's Monster neck-bolts as exhaust tips to the bizarre two-tone paint job to the Jianghuai GIGANTIC grill, we're totally, 100% not in love. And that's that.

Suzuki Kizashi Customs

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Meet the world's most desirable Lexus RX450h by Branew

Branew Lexus RX450h - click above image to view hi-res gallery

Let me be blunt: I don't like luxury crossovers. At all. It's a niche with no appeal to me whatsoever. Not a car, not a truck – just a fat sedan jacked up on stilts to woo trophy wives with fancy badges and reassure soccer mammas that their children are "safe." And the Lexus RX gets the sharp point of my spear of anger because it's basically responsible for the high-end CUV craze. Not a fan of hybrids, either. That said, I'm absolutely smitten with Branew's Lexus RX450h.

I think it's the stance, has to be. But there is just something very desirable – from an aesthetic standpoint. The big 24-inch wheels help tremendously, perching Branew's at just the right height. And the lower fascia helps the quite handsome – if not distinctive – OEM grill pop. And I know it's going to be a controversial opinion, but the koi fish on the hood totally work. In fact, I know a certain Subaru WRX that could use a koi or two. Anyhow, while I'd rather gargle nails than rock a luxo-CUV, if forced at gunpoint, Branew's RX450h would be my first (and only) choice.

Hummer quartet is a pretty sweet swansong

2010 Hummer Robby Gordon Off-Road - Click above for high-res image gallery

We almost skipped the Hummer section of the General Motors booth this year at SEMA, concentrating instead on the plethora of Chevrolet Camaro concepts all around them. When we went back for a second look at the day's new design for the Graphics Camaro, we saw the truck above and figured we should probably reconsider avoiding HUMMER after all. We took some pics and scrounged up the press release which you'll find after the jump.

There were four different Hummers on display. The one shown above is a Robby Gordon Off-Road race truck that is absolutely ridiculous -- in a good way. This H3 was built to campaign in the 2010 Dakar Rally and is a full-blown, tube-chassis race truck, just like the Trophy Trucks you'll see running in the Baja 1000.

Next up was the Rod Hall Racing H3 Alpha. This is a stock-class desert runner that ran the 2009 SCORE International Baja 1000., meaning that it features a stock frame, stock suspension design and production-based engine.

The other two trucks were Hummer concepts. First up was the H3 Moab. Said to be inspired by trails like Steel Bender, Moab Rim, and Poison Spyder, it's a 300-horsepower, V8-powered H3 Alpha with dual locking differentials, a Rancho four-inch front suspension lift, custom rear spring-over conversion, and 35-inch BF Goodrich Mud-Terrain KM2 tires mounted on custom 17-inch two-piece Monster Black Competition Beadlock Raceline Wheels by Allied.

Last but not least is the H3T Sportsman. It's been customized with a combination of powertrain modifications, suspension enhancements and an assortment of genuine factory accessories and aftermarket components. The standard Alpha 5.3-liter V8 has been boosted by a healthy 70 horsepower. Suspension upgrades include Light Racing JounceShocks and two-inch-diameter Rod Hall Racing piggyback reservoir-type performance shocks.

Altogether a pretty nifty quartet of Hummers that we'll probably never own. Check out the gallery and all the details after the jump.

General Motors has reached an agreement to offload Hummer

General Motors has reached an agreement to offload Hummer onto China's Sichuan Tengzhong Heavy Industrial Machinery, with Tengzhong taking an 80 percent stake and a private investor consuming the rest.

Details on the deal (available in the press release after the jump) include Hummer contacting vehicle manufacturing from GM, with the General's Shrevport and Mishawaka plants continuing to produce vehicles through June of 2011, with a possible extension until 2012. A recent report says the sale will net GM around $150 million, although the transaction still has to be approved by both U.S. and Chinese regulatory agencies, which could come later this year or in early 2010.

Tengzhong, which only produces commercial trucks and industrial equipment, has never entered into consumer vehicles before, but according to Yang Yi, chief executive officer of Tengzhong. "We are excited about some of the initiatives already underway at HUMMER that we believe our investment will be able to accelerate, particularly related to the creation of the next generation of more fuel-efficient vehicles to meet not only future regulations but also customer expectations."

2009 Volkswagen Golf VI

Click above for high-res gallery of the VW Golf VI

Though we got a preview of the sixth-generation Volkswagen Golf earlier this month, it took VW this long to get its act together and release the full gamut of official images and details. In addition to the new exterior and interior, the Golf VI will also be offered with four TSI gas engines and two TDI diesels, and the superlative 6- and 7-speed DSG transmissions will replace automatic trannies in all but the entry-level models. Electronic nannies will include DCC Adaptive Chassis Control, Park Assist, a Rear Assist rearview camera and the Park Pilot with a visual display. Pricing hasn't bee released yet for Europe, but expect it to start low and end high.

Gallery: Volkswagen Golf VI

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[Source: Volkswagen]

PRESS RELEASE

To the Point: The Best Golf of All Times

- Golf's high customer value and comfort defy class distinctions

- New Golf design points the way to Volkswagen's future

- TDI, TSI and DSG systems reduce fuel consumption by up to 28 percent

- First Golf with Adaptive Chassis and Automatic Distance Control

Volkswagen is sending a new Golf out into the world, the best of all times. The Golf is a phenomenon, regardless of its particular generation. Positioned in the compact class, this style icon defies all automotive and social class distinctions. No other car in this price segment has even come close to reaching as large a cross-section of people. The Golf is the only one that always fits right, and the new one is even better fitting.

It was perfected in every detail. It is also the quest for perfection that has elevated the styling of the Golf to a new level. The team headed up by the Group's chief designer, the Italian Walter de Silva, has succeeded in giving the Golf a presence, a sharpness, a power that generates even more fun. Fun to look at and fun to drive. An intelligent car. Data such as an average fuel consumption of 4.5 liters per 100 kilometers for a 110 PS TDI put fuel prices in their place. Upon request, the Golf can park itself nearly automatically in the city thanks to "Park Assist", it can maintain an ideal gap on the freeway by distance control (ACC), and at the push of a button it can transform itself from a cruiser to a sports car when the new "DCC Adaptive Chassis Control" system is on board.

Above all, the car exhibits a standard of quality never before attained in this price class. Prof. Dr. Martin Winterkorn, Chairman of the Board at Volkswagen AG sums it up: "This sixth generation of Golf cars will completely redefine the quality and comfort level of its class over broad categories, offering more customer value than ever before". In Europe the new Golf will be introduced to the market in October. Following in succession will be Africa, Asia, Australia and North America.

Innovative force – the Golf democratizes progress

The clear and powerful styling of the Golf being offered as a two-door and four-door in the "Trendline", "Comfort line" and "Highline" equipment lines is showing the entire brand the way to the future. The Volkswagen's acoustic properties and overall comfort tear down class distinctions. Innovative engine and transmission technologies reduce fuel consumption by up to 28 percent. All gasoline and diesel engines fulfill emission limits of the future Euro-5 standard.

Assistance systems such as "ACC Automatic Distance Control" – as well as developments like "DCC Adaptive Chassis Control" (DCC) and "Park Assist" – bring additional top technologies to the Golf class. A new ESP system, with finer response over its control range, further optimized crash properties, seven airbags including knee airbag, the special head restraints (WOKS) that work to counteract whiplash trauma, a "seatbelt detection" feature debuting on the Golf in the rear seating area and daytime running lights – also standard equipment – provide for a maximum level of safety.

Exterior design – precision in a new form

The exceptionally high value of the new Golf is reflected par excellence in its stylish design; all key body elements were redesigned: "We have cast the Golf's core components in a precise new mold", explains Walter de Silva. And he emphasizes this: "The Golf is the global icon of car making. So the architecture and styling of new model are also absolutely clear and unique." At the same time, the sixth Golf has a sportier and more distinctive image than any previous generation of the model series. De Silva: "It is more accentuated, more three-dimensional than its predecessor; with precisely defined lines and edges, and with finely proportioned flared surfaces and recesses." And Klaus Bischoff, Chief Designer for the brand, adds: "Every detail is uncompromisingly aimed at improving value."

Especially in a direct comparison of generations V and VI, it becomes evident just how much the new Golf has changed. The design team – headed up by Walter de Silva, Klaus Bischoff and the Group's director for creative design, Flavio Manzoni – crystallized out the Golf's essential DNA and sent it on a trip to the future. Style features include the clarity of the first generation's front end and the C-pillar that was perfected in the fourth generation.
The roof section now rests – similar to the new Scirocco – on a prominently contoured shoulder section. Responsible for this is a dominant curved line that – like a muscle trained down to the last fiber – extends from the headlights back to the taillights. This side profile line – which Volks wagen Design calls the "character line" – also gives the Golf a fuller, lower stance on the road from a lateral perspective.

All body surfaces are more relaxed, more athletic. In front the new car adopts the radiator grille of the first Golf generation that is horizontally aligned between the headlights; the grille itself is in high-gloss black. The lines of the bumper match those of the radiator grille. Beneath this is a section with another air scoop. Also presented over a black background are the chrome light housings of the dynamically styled headlamps.

The rear too is characterized by a predominance of horizontal lines. The taillights – now very wide – are marked among other things by an unmistakably unique night design. Stylistically, the crystal-clear line of turn signal and backup lamps bears a resemblance to the taillights of the Touareg. Overall, the new Golf – in the interplay of all of its design characteristics – gives the appearance of a significantly wider, flatter and higher end car.

Interior – imploding class distinctions

The car's exceptionally high value also applies to the newly designed interior, whose refined surfaces and features completely transform class distinctions, both to the touch and visually, especially in the cockpit area. The appearance and layout of materials – as well as details such as brushed chrome accents and round in­struments and steering wheels derived directly from those of the Passat CC – leave the impression that one is actually sitting in a car of the next higher segment. Ergonomic properties of the car's interior were also further developed. For example, all controls are even easier to use. They include controls for the automatic climate control system (Climatronic) being presented for the first time on the Passat CC, the new RNS 310 radio-navigation system with touchscreen and the power window controls that are now located further forward in the door trim, making them easier to access.

There is a common thread here: Volkswagen's typical attention to perfection of every detail in the car. Take the example of "seatbelt detection" in the rear: if rear head airbags are ordered on the Golf, the driver can tell from the multifunctional display in the cockpit and an acoustic warning whether the occupants have their seatbelts fastened in the rear – separately for each seat. Or take the example of leather seats: a new, more robust leather is being used for the first time on the Golf. Or the cargo area: on the new Golf too, four practical hooks ensure that the contents of shopping bags are not strewn across the cargo area after shopping. Or the outside mirrors: thanks to their aerodynamically optimized shape they get significantly less dirty. They are easier to adjust from the inside, since the power mirror adjustment control is now located higher and further forward in the door trim.

Low-noise comfort – the quietest Golf since the model series began

The new Golf is characterized by first-class acoustic properties. A special sound-damping film in the windshield reduces driving noises, as does the newly developed seal design on the doors and side window guides. Significantly less wind noise is generated by the outside mirrors due to their new shape. Furthermore, special modifications were made to better isolate the engine and passenger compartments from one another acoustically. Quiet rolling tires and new engine bearings round out the noise reduction program.

Diesel engines – the shift to common rail injection

Making a significant contribution to the pioneering acoustic properties of the Golf are the exceptionally quiet common rail TDI engines being implemented on the Golf for the first time. Two balancer shafts (from 103 kW / 140 PS) also eliminate undesirable vibrations. Plans call for a TDI power range from 66 kW / 90 PS to 125 kW / 170 PS. Right at its market launch Volkswagen will be offering two 2.0 liter TDI engines on the Golf; they deliver 81 kW / 110 PS and 103 kW / 140 PS. Always there: a diesel particulate filter (DPF).
The new TDIs are exceptionally fuel efficient. The 110 PS strong diesel is satisfied with just 4.5 liters of fuel per 100 kilometers (119 g/km CO2) – that represents a 0.6 liter reduction in fuel consumption! Even the 140-PS version only requires 4.9 liters of diesel (129 g/km CO2), which is 0.6 liter less than the on the previous generation.

Gasoline engines – more fuel efficient than ever before

In the launch phase, four variants will define the range of gasoline engines with 59 kW / 80 PS, 75 kW / 102 PS, 90 kW / 122 PS and 118 kW / 160 PS. Starting at 90 kW / 122 PS, TSI engines with supercharging and/or turbocharging are used. The fact is: the gasoline engines are also pioneers in economy. The optimized 80-PS entry-level engine consumes just 6.4 liters Super per hundred kilometers (149 g/km CO2) – that is 0.5 liter less than its predecessor. The TSI engines once again make their appearance as prime examples of efficiency: with 122 PS the new Golf 1.4 TSI consumes just 6.2 liters Super (144 g/km CO2); this represents a fuel consumption advantage of 0.1 liters. Even the new 160-PS top version of the 1.4 TSI achieves a top value at 6.3 liters. The 160-PS TSI's fuel consumption too was lowered by 1.6 liters compared to the retired 150-PS FSI.

DSG – replaces conventional automatic

With the exception of the entry-level versions, all gasoline and diesel engines may be paired with Volkswagen's dual clutch transmission (DSG). Either a 6-speed or 7-speed DSG is used, depending on engine torque. This means that on the Golf the extremely efficient and agile DSG has replaced the classic torque converter automatic. Just how economical the alliance of TSI plus DSG can be is demonstrated by the example of average fuel consumption on the 1.4 TSI with 160 PS and 7-speed DSG: 6.0 liters (139 g/km CO2). This high-tech duo replaces the 2.0 FSI with 150 PS and 6-speed automatic. Average fuel consumption there: 8.3 liters. Savings: 2.3 liters per hundred kilometers or 28 percent – progress at its best.

Golf Facts Sheet

Key aspects in alphabetical order

• Automatic transmission: 6 and 7-speed DSG
• Body: two and four doors with tailgate; key body sections are galvanized
• Cargo area: 350 liter to 1,305 liter, 828 mm to 1,581 mm long
• Character: bestseller, at home in all social classes
• Chassis: MacPherson front suspension, multi-link rear suspension, ESP is standard, DCC Adaptive Chassis Control (optional)
• Colors: "Candy white", "Black uni", "Tornado red", "Shark blue metallic", "Amaryllis red metallic", "Reflex silver metallic", "Shadow blue metallic", "Silverleaf metallic", "United grey metallic", "Blue graphite pearl effect", "Deep black pearl effect"
• Debut: Generation I: 1974
• Debut: Generation II: 1983
• Debut: Generation III: 1991
• Debut: Generation IV: 1997
• Debut: Generation V: 2003
• Debut: Generation VI: 2008
• Design: Walter de Silva (Group), Klaus Bischoff (Brand), Flavio Manzoni (Creative Design), Marc Lichte (Model)
• Dimensions: 4,199 mm long, 1,779 mm wide, 1,479 mm tall, tread width, front 1,540 mm; tread width, rear 1,513 mm
• Drive: front wheel
• Engine range: 59 kW / 80 PS to 125 kW / 170 PS; starting at 90 kW all gasoline engines are charged TSI engines; all diesels are new common rail TDI engines; all engines fulfill Euro-5 emissions standard
• Engines – diesel: at launch with 81 kW / 110 PS (TDI), 103 kW / 140 PS (TDI); after time offset: 66 kW / 90 PS (TDI) and 125 kW / 170 PS (TDI)
• Engines – gasoline: at launch with 59 kW / 80 PS, 75 kW / 102 PS, 90 kW / 122 PS (TSI), 118 kW / 160 PS (TSI)
• Equipment lines: Trendline, Comfortline, Highline
• Fuel consumption range: 4.5 liters to 7.1 liters per 100 kilometers
• High-tech driving systems: DCC Adaptive Chassis Control, ACC Automatic Distance Control, Park Assist, Rear Assist rearview camera, Park Pilot with visual display
• Infotainment: RDC 210, RDC 310, RDC 510 radio-CD player systems; RNS 310 (completely new) and RNS 510 radio-navigation systems; MEDIA-IN port, AUX-IN port, Excite Dynaudio sound system, hands-free unit
• Market launch: starting in October 2008
• Produced Golf cars, total: more than 26 million
• Production sites: Zwickau and Wolfsburg
• Standard equipment: includes ESP, seven airbags, air conditioning system, electro-mechanical power steering, power windows in front, multifunctional display, central locking, driver's seat height adjustable
• Standard transmission: 5 and 6-speed manual transmission

Note:
All data and equipment contained in this press release apply to models offered in Germany. They may differ in other countries. All information is subject to change or correction.

TDI, TSI, DSG and Twincharger are registered trademarks of Volkswagen AG or other companies of the Volkswagen Group in Germany and other countries.