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Pontiac can only import 12-18k GTO's from Australia a year. They're all 400+ hp V-8 powered ones.
I think the GTO's got style - understated, Euro style. It's just not what most Americans prefer (the "in-your-face" look - also see 300M, Charger, Ram, et. al.). I am happy with mine - I don't think GM builds a nicer 4-seater than the GTO (I do not consider the Mustang to reasonably seat 4 adults - the back seat is a joke - but then again, so is the GTO's trunk). Of course, that's because GMNA doesn't build it...
It's also nice that, stock for stock, assuming equal drivers, the GTO will outperform the Mustang GT (magazine tests notwithstanding). Too bad we won't see the next-gen version, at least not for a few years, if ever, thanks to GM's problems. Just happy to have one...
--Robert
Yes, that is why I said the Mustang has two body styles and two engines to the GTO's one body style and one engine.
Lutz had a part in the 2006 Pontiac Solstice. He didn't style it though, but it is the best-looking all-new Pontiac (Firebirds were never all-new like the Solstice) since the muscle car era.
The following is from a Hummer press release:
Arriving in dealerships in early 2005, the H1 Alpha delivers more power, more torque, and enhanced on- and off-road capability, with significantly improved fuel economy. GM’s award-winning Duramax 6600 (6.6-liter) turbo-diesel engine and Allison 1000 five-speed automatic transmission give the H1 Alpha dramatic performance improvements and add to the H1’s legendary off-road capabilities.
H1 Alpha is the first in HUMMER’s new performance series. “Alpha represents HUMMER performance taken to its ultimate extension,” said Susan Docherty, HUMMER general manager. “That means improving HUMMER’s already-unmatched off-road capability, along with enhancements to fuel efficiency and driving comfort on the road. As the original HUMMER, the H1 is the perfect vehicle to mark the start of the Alpha series.”
As was the case for previous H1s, the 2006 H1 Alpha will be offered in both Open Top and Wagon models. The Duramax 6600 replaces the previous 6.5-liter Optimizer Turbo-Diesel, which will continue on as the power plant for the military HUMVEE, the vehicle on which the H1 is based. All commercial H1s produced for the 2006 model year will be H1 Alpha models. H1s used for fleet sales will use the Optimizer engine.
H1 Alpha marks another important aspect of HUMMER’s ongoing growth, as the brand introduces new models and makes significant improvements to existing models. The H2 SUT, a new version of the H2 featuring a pickup-style cargo bed, began sales in the summer of 2004. The all-new H3, packing authentic HUMMER design and capability into a smaller and more fuel-efficient vehicle, arrives at dealerships in the spring of 2005.
Alpha performance: best-ever H1
H1 Alpha is the highest performing H1 ever, with more horsepower, more torque and better fuel economy. The Duramax 6600 delivers 300 horsepower at 3000 rpm, a 46 percent increase over previous H1s equipped with the 6.5-liter Optimizer Turbo-Diesel. Peak torque is a massive 520 lb.-ft. at 1500 rpm, an increase of 18 percent.
The H1 Alpha’s increased power makes its already-extreme off-road crawling and climbing ability more potent. On the road, the new powertrain provides smoother, quieter and more comfortable operation, with better acceleration. Zero-to-60 acceleration improves by a full three seconds to 13.5 seconds, respectable for a truck that is an off-road performer without peer.
At the same time, fuel economy of the H1 also improves. Preliminary testing indicates significantly improved fuel economy. A revised fuel system also increases capacity of the H1’s two on-board tanks to 51.5 gallons, 9.5 gallons more than previous H1s. The increased tank capacity combines with the efficiency of the Duramax to raise cruising range from 400 miles to an estimated 570 miles between fill-ups.
The Allison 1000 transmission is an important aspect of the H1 Alpha’s comprehensive performance improvements. This five-speed automatic from Allison Transmission is extremely stout and durable as it is utilized in medium- and heavy-duty commercial trucks. The Allison 1000 features a Tow/Haul mode that adjusts shift patterns for optimal performance when the vehicle is towing or carrying heavy loads. The Allison unit aids the H1 in severe maneuvers with features such as improved drivetrain braking and a crawl ratio of 45:1, an increase of 22 percent.
With the improved power and efficiency of the H1 Alpha comes an increase in towing capacity. Gross Combined Weight Rating (the sum of vehicle, maximum cargo and towing capacities) increases 2,000 pounds, to 17,300 pounds.
Several other areas of the H1 Alpha also have been enhanced, in addition to the drivetrain. Brake rotors are larger, going from 10.7 inches to 12 inches in diameter. The half-shafts on each axle and the steering gear have all been bolstered to better manage the Alpha’s increased capabilities. One of the H1’s unique suspension features from its outset are the geared hubs at each wheel that contribute to the truck’s incredible crawling and climbing ability. These have been redesigned for the H1 Alpha and feature a helical-cut gear set. This new design improves gear engagement, which reduces both the noise and rocking motion during deceleration and stopping maneuvers.
To accommodate the new dimensions of the Duramax 6600 and Allison 1000, the body of the H1 Alpha is positioned 2 inches higher than the previous H1. This provides slightly more clearance for the body panels from the wheels and from potential obstacles on trails.
Alpha is about performance, more than style. However, there are a few visual enhancements to the H1 Alpha. The new Alpha shield logo appears on a badge just above the rear bumper. A Duramax badge adorns the front driver’s side corner of the body, surrounded by a redesigned brush guard. The wheels have also been freshened, featuring a new, brighter finish.
On the inside, the H1 Alpha features the new interior that debuted on the 2004 H1. Those improvements included aniline leather seats, revised controls, and more luxurious surfaces throughout.
Actually if you lease any of the above you can return it within 12K miles and walk away from the lease. You will lose your $1500 deposit.
GM Lease Program
I think the 2006 Corvette Z06 looks better than the new GTO, or any Holden for that matter. I also think that the 2006 Cadillac STS-V looks better than any Holden.
I hope the next generation Corvette has a fixed roof and gets rid of the hatch like this 1963 Corvette Z06 (but not retro styling).
(notice the fenders of the new Corvette and the C2 and C3 Corvettes)
M
The 300 is based on MB's last generation mid-size platform. With the second generation CTS about to launch, GM will have the option to use a decontented Sigma platform for less expensive rwd offerings.
I hope GM does not do something as over the top as the 300 design. I predict the 300's styling is going to be very flash in the pan. It is like leisure coats or goatees. For a while everyone does it. Then just as suddenly, people are looking at pictures of themselves a few years back wondering just what the heck they were thinking.
And what's wrong with a goatee? I've had one since I was able to grow one! :shades:
Goatees actually do work on some people. But remember the early '90s when everyone and their mother had one? Some people need the razor, others do not.
One thing that got me thinking that there's a pretty substantial difference between a 300/Magnum and the old E-class is width. The Mopars are around 74" wide, versus only around 70" for the old E-class. It's not that hard to take the same design and offer it in different lengths, but usually width stays about the same, as it's harder to make the whole car wider than it is to add a couple inches to the back seat legroom, or a few inches ahead of the firewall, or in the trunk.
On older, body-on-frame cars, sometimes they could just make a wider body that hung out over the frame rails further. GM did this with their downsized cars of the late 70's. A 1978 Malibu is on the same basic frame as a 1978 Impala, just with 8 inches taken out of the wheelbase. And some of the suspension parts are shortened to make for a narrower track. And the body doesn't hang out as far beyond the frame rails on the sides as it does with the bigger cars. However, with newer, unitized designs, I don't know if it's nearly as easy to vary the width.
What I think GM may do now that it is upgrading the Sigma platform, is make a variation of the original using more steel and less alloys, along with less expensive suspension components and the like, for a big rwd Chevy and possibly Buick.
Maybe even a mid-priced cross over, if the trend away from truck based SUVs continues. Perhaps the Ranier and Rendevous could both be replaced by some sort of SRX lite (and very quiet).
But I do think the sigma platform could be moved to other plants by adding the tooling/assembly_lines needed to build them. This is an expensive platform, but perhaps the suspension components are a significant cost that could be done at a lower cost if one had lower expectations for ride and handling.
The zeta platform may have had this goal, but in the end perhaps was nearly as costly as the sigma without the refinement.
Um - you still have to make the lease payments. GM is allowing you to break the lease and lose the $1500 deposit.
"Well the chances of that are even slimmer since they cut the Zeta platform and they're years behind like everyone else (except Honda) in hybrids."
I believe that most of Honda's hybrids are considered partial hybrids (which simply mean that Honda's vehicles can't run soley under electric power - which, doesn't mean that what they haven't isn't good - GM's trucks use the same sort of technology). Ford's Escape is a full hybrid, just like Toyota.
The media is reporting that that it uses much of Toyota's architecture. This is inaccurate. Ford developed most/all of their hybrid powertrain. However, since Toyota holds a bunch of patents in the area, Ford must pay them some licensing fees (though the design that Ford uses is mostly a Ford design).
Therefore, not everyone else is "years behind" toyota.
Four years is a blink of an eye to GM - the Solstice is Lutz' first offering - and it's pretty impressive. Everything else may have a tweak or two of his on it, but it's not his car yet..... so we can't blame him for the mess GM is in.
"However, I do not think that the body is a Mercedes sedan, but is a body design for Chrysler. The suspension design was developed by Mercedes. One would think that Mercedes helped with the body-suspension mounting, which means that Mercedes probably aided Chrysler with the body design too. But the 300 is not an old E-class sedan, but is using a suspension design developed by Mercedes on a new body."
is what I've mostly seen and heard also. They used as much as they could to a price point and the rest is Mopar stuff. I think the 300 and Ford 500 are about the same in this regard, as both cost much less than their platform donors/source, but the parts they share are clear and obvious when you start poking around.
M
"The Regal or the Lacrosse, we threw out the original body style, but it was limited as to what we could change, and that was as much as we could change in fourteen months."
This guy should be working in the White House.
M
With the LaCrosse, it's obvious that GM just took the '04+ Grand Prix and worked from that to come up with a Buick version. In proportioning it's almost identical, with a smallish greenhouse, high rump, long hood, and generous front overhang.
I guess consdiering what they had to work with and the timeframe, they didn't do too bad of a job on the LaCrosse. Compared to a Century/Regal, it looks like a completely different car. But did they have to make it look like a '96 Taurus? :confuse:
AMEN,. Andre!!! :P
14 months? Lutz has been at GM long enough now to have made his mark. Nothing but excuses from GM supporters, which is why they can't get anywhere with all the competition now. Either way he's been reassigned so we'll never see a pure "Lutz" vehicle now.
M
There appear to be two things going on here:
First, GM probably does not want to garner any more grief from dealers with lots of slow moving inventory on their lots. At least some number of current buyers will wait if they think something better is just around the corner.
Second, and far less acceptable than number one, GM has always had this thing about making a big PR splash at the auto shows. I think GM puts more stock into auto shows than they deserve.
Giving journalists a "sneak peak" at upcoming hardware was a good way to generate some favorable publicity and show that, yes, management may just dodge the iceberg. (That sneak peak was probably aimed at Wall Street as much as any other entity.)
Keeping details about the new models secret does two things: it prevents overexposure of the new models, and it prevents the Average Joes and Janes from delaying a purchase until the new stuff hits the showrooms.
Want an October write up? Need the journalists to see it in June.
Why this should be is anyone's guess. The Economist managed to get a cover story on the tragedy in London last week in their international edition that launched the next day!
I know the production values in the buff rags are better, but they are not that great.