V8s for Everyone, and Feature Bloat

What if, instead of decreasing the cylinder count in smaller cars, they all had V8s, but with smaller displacements? They'd at least sound great!

Time for a New Engine Design Paradigm?

By Chris Haak

05.21.2007

I just read a story on Autoblog about Hartley Enterprises’ new 2.8 liter 75 degree V8 engine. It’s a combination of two Suzuki Hayabusa four cylinder motorcycle engines. The Hayabusa (formal name GSX1300R) is considered by many to be the fastest production motorcycle in the world. Its 1299 cc (1.3 liter) engine is rated at 175 horsepower, and there are numerous performance upgrades available to improve these figures even further (such as turbo-charging). The V8 built by Hartley Enterprises weighs just 200 pounds, and pumps out 400 horsepower and 245 lb-ft of torque, and revs to 10,000 RPMs. The manufacturer claims that the engine will fit in applications designed for inline four cylinder engines.

Every year, automakers add more and more safety and convenience features to new cars, and every year, consumers expect more and more standard features. Equipment that was once an option in exclusive domain of luxury cars is now standard in nearly every model.

What Makes a Car "Loaded?"

By Chris Haak

05.24.2007

Today, I was thinking about, how, as new features are introduced and eventually make their way from luxury models to the more pedestrian ones, the expectations of the buying public increase.

Think about just the past 20 years. Back in 1987, what kinds of bells and whistles were offered? Power windows, power locks, power steering, power trunk release, air conditioning, cassette player, cloth seats, rear defroster, and a V6.

Ten years later, in 1997, many of the above features were standard, other than the V6. But ABS, dual airbags, traction control, leather seats, and CD players were also goodies that you could add to your new car.

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There Are Too Many Big Three Dealers

Here's my latest piece up on Autosavant. Enjoy...

There Are Too Many Big Three Dealers

By Chris Haak

05.20.2007

I’ve heard over the past several years that among the many problems the Big Three have, that their dealer count is too large. Basically, there are still nearly as many dealers today as there were years ago when the domestic manufacturers (GM, Ford, and Chrysler) had a stranglehold on the US market, with share above 75%.

The reality today is that amidst falling sales and even faster falling market share, the dealer count is not falling nearly as quickly. The problem then is that there is nearly the same number of dealers fighting for their piece of an ever smaller pie.

I’d known anecdotally that this was a problem, but this past week, I noticed in a supplement to industry publication Automotive News just how pronounced this problem is. The supplement had some data on both the number of franchises for each vehicle brand in the US – the number of Toyota, Chevy, Dodge, etc. dealers – as well as the average annual sales per store.

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Barack Obama's Legacy Cost/Fuel Economy Proposal

Note: After posting the article below on this site, it was later added to Autosavant. Click here to see the post there, including several reader comments from both ends of the political spectrum.

On Monday, Democratic presidential candidate Barack Obama spoke to an audience at a sold-out Detroit Economic Club about the auto industry and its legacy cost (pension and retiree healthcare) problems, as well as fuel economy issues. He told his audience that domestic automakers did not adequately invest in fuel economy technology over the years, and that it's one of the reasons they are now struggling in the marketplace relative to their Asian competition.

Obama's plan (which he first proposed in his second book, The Audacity of Hope (2006)), calls for helping the industry with its enormous legacy cost burden by paying 10% of it, or about $7 billion. The industry would then be required to invest at least half of those savings (or about $3.5 billion) into technology to produce more fuel efficient cars. He's still calling for increases in CAFE standards similar to the aggressive ones that the Bush Administration has proposed. However, the Bush Administration's CAFE proposals have included no incentives or other assistance to the Detroit Three. True, this would increase government spending, but would still be only a fraction of what is spent on the Iraq war. I don't understand why any supporters of the domestic auto industry would be opposed to this proposal - it's the same requirement, but at least helping them to meet the goals.

CAFE itself is another topic - it may be one of the most shameful examples of the law of unintended consequences, since its fuel economy mandates were probably the biggest factor in moving American consumers out of their big, thirsty cars into big, thirsty SUVs and pickups instead. Large SUVs like Suburbans and Expeditions get worse fuel economy than large cars such as Lincoln Town Cars and Ford Crown Victorias, even though the SUVs are now equipped with six-speed automatic transmissions and other fuel saving technology, while the cars soldier on with old-fashioned four-speed automatics and old-tech engines. But if CAFE must continue to survive, the government should partner with industry to make it happen rather than just dictating the way it will happen from within the Beltway.

Obama's idea may not be the answer - but I give him a lot of credit for being the first prominent politician to actually propose a solution - and in the form of a partnership, not a mandate.


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Renault Logan: How to Build a Successful Cheap Car

Last night, I wrote another article for Autosavant about the Renault/Dacia Logan.

Renault Logan: How to Build a Successful Cheap Car

Renault Logan, Dacia Logan and Nissan Aprio - it's all good for Renault-Nissan

By Chris Haak

05.07.2007

We’ve previously mentioned the Renault Logan on this site (most recently here in reference to a story that they will be sold as a Nissan in Mexico in the near future). Some have asked for more information about this car, so let’s get into it.

The Logan is built by Renault’s Dacia subsidiary in Romania and sold as a Dacia in most parts of the world where Renault has a presence, but as a Renault in Russia, China, and Venezuela. And, of course, in the very near future, as a Nissan Aprio (new name announced last week) in Mexico.

I hope you enjoy a look at this car, which could turn out to be a trend
setter.

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