GM ends Saturn brand in restructuring; PHEV Vue, we hardly knew ye

Saturn VUE 2 Mode Hybrid

As part of the big and updated Viability Plan that GM released today, GM has moved up the "resolution" of three brands - Saturn, Saab and Hummer - to the end of 2009. That means that some of the hybrids that we were promised - including the 2010 Saturn Vue 2-mode hybrid and the plug-in Vue hybrid - aren't headed for your local dealership any time soon. GM once hinted that the PHEV Vue would be on the roads in "2009-ish."

We don't know what will happen to the work done on these platforms. We'd contemplated before that GM might simply put the Vue's hybrid system into the new Chevy Equinox and call it a day, but All Cars Electric says that's not going to happen. In its official statement, GM said simply that, "Updates on these brands will be provided as these initiatives progress."

SAE 2009: Is mobility sustainable? Not the way we're running it today

One of the more approachable topics discussed at the SAE World Congress this week (as opposed to, say, "CAE Simulation/Test Correlation and Optimization in Automotive Engineering." Not that there's anything wrong with that) was a talk by Philip Gott, director of automotive consulting at IHS Global Insight with the title "Is mobility as we know it sustainable?" Gott used IHS' deep resources to look at how the world will deal with the potential of 3.5 billion vehicles in 2035. If that's going to happen (and, if current trends continue, then it will), then the problems we see today with 800 million vehicles will be compounded like mad. What's the solution? There are many, but carsharing and smaller urban vehicles are two. Full details - and audio - after the jump. Oh, and he talks about the AirPod, too.

Here's the Problem

We previously heard some of Gott's predictions back in 2006, when he made bold claims (later dialed back) about the number of hybrids in the overall U.S. market by 2025. Gott has studied the automotive industry since 1975, and focuses, among other things, on ways the technical advantages can be used to "achieve targeted business results." At the SAE World Congress last week, Gott said that the automobile industry has not choice but to change in the coming decades. "Clearly, the current model of mobility is not sustainable," he said.

Why is this? Well, part of his work revolves around understanding what "mobility" means. Sure, it means getting around, but it also encompasses how we get around, and current models say that once per capita GDP hits $5,000 or so, the motorization of mobility begins in earnest. That's Data Point A. Combine that with Data Point B - that by 2035, every region of the world will be above the $5,000 per capita income on a PPP basis - and you can see that demand for motorized vehicles will soon be shooting through the roof. This is where the possibility of a world with 3.5 billion cars in it comes from. Perhaps you thought that Two Billion Cars was a lot.

How will we deal with billions more cars? If we have 3.5 billion vehicles in 2035, we'll need to reduce transport-related CO₂ by a factor of more than 3.5 just to break even. Gott said that with the alternative powertrain technology options that people are working on today, we can cut fuel use by almost 50 percent and CO₂ emissions by 40 percent. But, in Europe, for example, where diesels are common and some of the emissions numbers have already been dropped, there aren't as many options remaining to cut overall emissions. Biofuels can supply, at most, 15-30 percent of the global liquid fuel demand, and there is an assumption from some that their CO₂ emissions are benign (something that is not yet decided). Fuel cells have promise, Gott said, but provide their own challenges. Also, since CO₂ emissions are calculated when a vehicle is built - and many of the 800 million vehicles on the road today do not meet the emissions quality specifications that they had when they were new - we need dramatic changes in the way we get around.

Enter the PUMA

Gott said that "the future is in carsharing." Instead of having the do-everything vehicle, people will drive or ride in a car that is the right size for their need at the time. Today, Gott said, we purchase vehicles that are excessive for their most frequent missions. As roads fill up and emissions regulations tighten, more people will accept a truly small car (Tata Nano, Fiat 500, smart fortwo, GM's P.U.M.A.) as a way to drive, especially in cities. Some places - most notably the U.S., because of the long distances and the "natural evolution" of an infrastructure that supports the vehicle - will likely remain above the curve, while others - where legislation is in place to reduce the number of vehicles (Hong Kong, Singapore) will be below the curve. In many places, Gott said, there are already "weak signals" that change is coming. Have you heard someone say they are happy they've gotten rid of their cars? Then you've heard one of these weak signals.

Autoblog spends a day at the 22nd Annual Seal Beach Classic Car Show

Click above for huge high-res gallery from Seal Beach

We love spring for a multitude of reasons, but mainly for the car shows that start popping up around the country. The sun comes out and so do the classic cars, hot rods and muscle cars. This weekend we stopped by the 22nd Annual Classic Car Show in Seal Beach, California along with about 25,000 other folks. The show features around 500 cars, stretching from PCH to the pier right down the heart of Main Street.

The day includes a pancake breakfast, a running of the local pinewood derby, and a whole lotta' fun. Besides the bands that show up to play everything from swing to rock-and-roll, there were also the sounds of the cars themselves during the periodic cacklefest moments of the day. That's when the show participants are encouraged to start 'em up and stomp the loud pedal. It's quite an earful, especially if you happen to be standing next to one of the dozen or so race cars in attendance, like we did when a vintage Yeakel dragster once piloted by Tom "Mongoose" McEwen dropped the throttle.

Although muscle cars are generally king at these types of gatherings, there are also a number of other classes. Everything from the aforementioned race cars to European classics; from hot rods to Woodies; from customs to boats, bikes and even buses. A great event that puts a big emphasis on wholesome family fun in a quintessentially American way and you can check it out in our massive gallery below.

Honda pondering plug-in hybrid as response to U.S. policy changes?

"We are thinking about plug-in hybrids, but we aren't thinking about commercializing one right away." This is what Honda's President Takeo Fukui said in a recent interview. The automaker, which is leasing hydrogen cars in the U. S. and Japan, thinks of hydrogen as the long-term solution, but competitors and new automotive policies coming out of the White House are forcing the Japanese marque to rethink its policy. The new regulations might be the most important for Honda, because the Obama presidency has yet to say something big about hydrogen cars but speaks about tax breaks for plug-in hybrids and $25 billion in low-cost federal loans for production of advanced technology vehicles. Honda already has a joint-venture to produce batteries, albeit designated for hybrid use, that could be used to produce PHEVs in the future, Fukui said.

Maruti-Suzuki Ritz test drive*

When Maruti introduced the Suzuki Swift into its ageing model range, it came as a breath of fresh air and forever changed the face of Suzuki (née Maruti). Until then, Maruti had a reputation for producing highly dependable but dull and boring cars. The Swift was proof that Suzuki can now make cars that are sexy, well built and desirable. It won several awards (including our Car of the Year gong for 2006) and became an instant hit. The Swift was always going to be a tough act to follow and even the SX4, which is designed and built much in the same mould, hasn’t quite dominated its class the way the Swift has and the A-star too is trying to walk like the Swift.

But now the Swift could be outdone by the Ritz, a funky new hatchback that follows the same European design theme which is now a key element of Suzuki’s future products. Built on the same platform as the Swift, the Ritz has all the well-established ingredients of its cousin but comes with an added dose of practicality and a brand-new petrol engine.

Suzuki describes the Ritz as a mini-MPV but we’d rather look at it as a spacious hatchback that’s aimed at families rather than the young couples and singles that the Swift appeals to. Unlike the Swift’s distinctly two-box styling, the Ritz leans towards a monospace shape, the idea being to liberate as much internal room as possible.

While the Swift’s styling is intended to make a statement, the Ritz’s smooth and simple lines, though nowhere near as dramatic, look every bit as modern. The large lights and rounded nose with the now-de rigueur raised bonnet (to meet mandatory pedestrian safety regulations) stand out but manage to blend well with the rest of the body. With its 1590mm height, the Ritz is pretty tall but the large wheels (on 15-inch alloys) bulge out of their arches to give it a planted look. The rising waistline eats into the window area at the rear before meeting the ‘inverse’ C-pillar. The rear with its pillar-mounted tail-lights looks quite striking and the inward sloping tailgate ensures it doesn’t look boxy from the rear.

A car’s wheelbase often reflects the amount of internal space available but for the Ritz, which has a 30mm shorter wheelbase than the Swift, the reverse is true thanks to its taller proportions. Compared to the Swift’s dark and dingy cabin, the Ritz’s interiors feel airy and cheerful. The Ritz’s tall and wide door apertures make access to the seats easy and the high seating position and roofline make it significantly more comfortable than the Swift. As a result, it’s a better five-seater. Also, the larger rear windows don’t give you the same cooped-up feeling you get in the Swift. Luggage space unfortunately isn’t great and the small 178-litre boot can only accommodate a couple of small, soft bags.

Interior quality feels a notch better than the Swift and the Ritz gets its own dashboard, which is superbly finished and has a distinctive design. The large, white speedometer with all the warning lights arranged in a ring around it truly stands out; another unique touch is the rev counter which sits in its own housing on top of the dashboard a’la the A-Star.

The centre console looks extremely neat with an integrated audio system. The gear lever has been moved into the console as well. While the Ritz’s interiors are quite different from the Swift and more practical with lots more storage space, you can’t help but notice the similarities. The steering wheel, gear lever and window switches have all come from the same parts bin. In fact, Suzuki has taken its parts sharing policy to an extreme using the same steering wheel for the Swift, SX4, Grand Vitara and now the Ritz.

What truly sets the Ritz apart from the Swift is the brand-new 1.2-litre K-series engine (see ‘The K-Factor’ box). This motor feels far more refined than the Swift’s buzzy 1.3-litre G-series motor and, despite a smaller cubic capacity, offers similar performance. It’s noticeably quieter at idle and feels smooth throughout the rev range. There’s adequate grunt for city driving but the concentration of power is in the upper reaches of its power band. For serious overtaking manoeuvres, you need to spin the engine beyond 4000rpm but that’s not a reason to complain as this engine loves to be revved. It gets a bit vocal near the redline but there’s none of the underlying harshness of the Swift’s or even SX4’s motors.

The gearshift is snappy and direct and the gear ratios particularly well chosen. The Ritz is heavier than the Swift and that does blunt its performance but underpowered is not a term we would use for it. The Ritz will also come with a diesel option — the same 1.3 Multi-jet diesel that powers the Swift. Again, the slightly heavier Ritz may not feel as lively but a typical diesel car buyer is unlikely to complain.

Though the Ritz is based on the Swift, the driving characteristics of the two are quite different. The Ritz’s electric steering feels more direct and is a huge improvement over the inconsistent feel of the Swift’s helm we have often complained about.

The grip from the 185/60 R-15 tyres gives a surprising amount of ability through corners but the higher stance means that there is a significant amount of body roll, more than the Swift. As a result, you can’t chuck it into corners with the same abandon and the Swift, despite its iffy steering, has a more secure feel through corners. For the Indian market, Maruti will recalibrate the suspension to suit Indian roads. But whatever tweaks are done, it will be hard to completely eliminate the choppy ride which stems from the short wheelbase.

The Ritz is going to hit the roads soon and it will be positioned as a more practical alternative to the Swift. Die-hard Swift fans who love the car’s sporty feel and styling may not migrate to what is clearly a more mainstream hatchback. However, the Ritz is a better family car and it’s better built too. The tighter panel gaps imply that it hopefully won’t be as rattle-prone as the Swift.

*We tested the Splash in the UK (as the Ritz is called there), where it is marginally more expensive than the Swift. However, in India that could be offset by the Ritz’s 1.2 engine which gets tax benefits as it meets the criteria for a ‘small car. The Ritz may end up costing the same or slightly more than the Swift in India and it remains to be seen how the Ritz will square up to its super-successful cousin. No doubt, the Ritz’s fresh appeal will carve a significant chunk out of Swift sales but together, they could end up dominating the premium hatchback market, which is exactly what Maruti wants to do.

FACTFILE

Maruti-Suzuki Ritz
Price Rs 4-5 lakh (est)
L/W/H 3730/1680/1590mm
Wheelbase 2360mm
Kerb weight 1165kg
Engine 4 cyls inline, 1197cc, petrol
Power 84bhp at 6000rpm
Torque 11.4kgm at 4500rpm

REPORT: Chrysler planning second Fiat-based compact sports sedan

Fiat Bravo

For Chrysler, the cornerstone of its proposed alliance with Fiat is for the Italian automaker to supply its domestic partner with smaller, more fuel efficient platforms and drivetrains. It's been assumed that the Fiat 500 would be one of the vehicles Chrysler plans to market in the U.S., but according to a the Wall Street Journal, it may have more than a subcompact up its sleeve.

According to the report, Chrysler showed its (troubled) dealers the automaker's future products today in Auburn Hills, Michigan, and along with the all-new 2011 Jeep Grand Cherokee and a revised Chrysler 300, a "sporty little sedan" produced by Fiat was in attendance.

Chrysler's head of design, Ralph Gilles, told dealers that the automaker intends to have its own version of the car, with Fiat providing the chassis and Chrysler designing the exterior.

Although the WSJ's source didn't specify which Fiat was shown, informed speculation says that it was likely the Fiat Bravo, which would make a killer Dodge Caliber replacement and would finally provide Chrysler with a true successor to the Neon after its demise in 2006.

Obama's New Cadillac Limo Officially Unveiled

President-Elect Barack Obama's getting a new Cadillac Limousine in time for his inauguration on January 20th. Here are the first official photos. The new limo’s a rolling symbol of the President’s power and GM’s marketing.

While the new Cadillac One may look like a stretched Cadillac DTS, it’s in fact based on the gigantic GMC Topkick truck platform. Security tech likely includes five-inch thick bulletproof glass, ultra high strength ceramic armor and cellphone jammers, but the Secret Service is putting the kibosh on official details for security reasons. One tech item they are talking about are the LED spotlights that’ll illuminate the fender-mounted flags at night.

The press release follows: