GM’s Mark Reuss: Cadillac Isn’t Prepared for a Sports Auto, Chevy Code Is Dead, Modest-Block V-eight Isn’t in Danger

Cadillac’s new CT6 will not be the brand’s flagship, the new Ford Mustang did not influence the soon-to-debut new Chevy Camaro, and the small-block V-8 is not going anyplace. So said GM executive vice president Mark Reuss in a discussion with reporters at the New York auto show.

Reuss described the firm priorities thusly: “to grow Cadillac, and get Chevrolet back in the vehicle game, truly feed Buick and GMC, get Opel straightened around, and get our international operations profitable.”

At New York, of course, a lot interest was focused on Cadillac, what with the unveiling of the CT6. Right after explaining that a extended-wheelbase version is not in the cards, Reuss said that the CT6 “is not the flagship,” adding that “there’s a car above this.” He would not, even so, take the bait in referring to that larger-level entry as a production version of the swoon-inducing Elmiraj concept.

What about a dedicated sports vehicle for Cadillac? “The brand’s got to be ready to do some thing like that. Right now it’s not. I don’t consider doing a auto like that is going to adjust the brand image right now, either.”

Asked where is Cadillac in the method of rebuilding its reputation, Reuss was blunt: “Year one. I feel we’re talking to ourselves if we feel that we’re on the consideration list of people, in volume, in the luxury segment. So let’s get real about it, and preserve hammering, and keep creating excellent vehicles and trucks, and individuals commence to notice and want to attempt anything diverse, and that’s our opportunity. There’s a entire generation out there whose moms and dads drove BMWs and Audis and Mercedes, and they didn’t drive Cadillacs. We need to get on that consideration list with fantastic automobiles and trucks. In that sense, from a item-improvement standpoint, we’re a lot more than year one particular. From a brand standpoint, we’re year one particular.”

A Cadillac model smaller than the ATS observed here is unlikely.

From a solution standpoint, however, “we’re halfway there, because we’ve filled out half the portfolio that our competitors have.” While Cadillac will be adding a lot more models, it sounds as if these might not extend to the very bottom of the luxury segment. “We’re not going to fill out some of the decrease-finish factors with the depth of some of our competitors just to match them,” Reuss stated. He makes the point that given that GM has tiny, higher-mpg models in its other divisions, Cadillac does not want to field low-volume compliance automobiles in the way that other luxury brands may have to.

On the topic of low-volume niche goods, do not look for Reuss to ram through pet projects. “I consider a big basic way to consider about how the company’s diverse these days is we had single advocates—no matter what the market place data said—who would push a program into production. And some would be okay, and some would fail.”

Sounds like we’re talking about, oh, say, Bob Lutz. “I look at the [Pontiac] Solstice and [Saturn] Sky, and some of these cars—and I owned a Solstice, so I’m not talking out of school—but the car was okay. It was very pretty, it was extremely nice. But these are not moneymaking automobiles for us. And by the way we didn’t sell that many. I think gone are the days of an individual in my position pushing solution on men and women and attempting to sell and rally help on them. We’ve got to be consumer-focused.”

To that end, the sweet, rear-drive Chevy Code 130R concept coupe [pictured above] is dead. This despite Reuss’s prior enthusiasm for the project. “We looked at that and we looked at our competitors who have been doing things like that and what the market told us was that was not a great concept. The volumes of these issues were terrible.”

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Asked regardless of whether the 2015 Ford Mustang set a bar for the new Camaro, Reuss was a lot more succinct: “No.” He then added, “We did the vehicle way just before the new Mustang came out.”

What about the little-block V-8? Are its days numbered? “No. Do not see it taking place.”

GM’s Mark Reuss: Cadillac Isn’t Prepared for a Sports Auto, Chevy Code Is Dead, Modest-Block V-eight Isn’t in Danger

Fuel use figures “still way off mark”

Although pump prices are at their lowest level for 4 years, a gallon of unleaded still works out at well over a 5r – which means fuel consumption remains a big consideration when choosing a new car.

The trouble is, manufacturers’ fuel consumption figures still can’t be trusted.

Despite widespread coverage of how manufacturers can manipulate a motor’s miles-per-gallon (mpg) ratio, the latest batch of True MPG test results from WhatCar? show how advertised fuel consumption figures are still well off the mark.

Manufacturers work out mpg under 3 types of test condition – urban, extra-urban, and combined. The assumption is that most drivers will usually cover one or more of these test conditions as part of their normal routine.

The problem is that these tests aren’t carried out on real roads. They’re performed in laboratory conditions, on rolling roads with no headwinds or inclines to add to consumption figures.

Results are manipulated even further by pumping up tyres extra hard to reduce rolling resistance, removing mirrors to reduce wind resistance and even disconnecting brakes to ease friction.

All this means the results are anything but realistic.

WhatCar? set up a series of True MPG tests to give motorists a better idea of fuel consumption  and some results varied considerably.

To get a more accurate view of ‘real-world’ fuel consumption, the WhatCar? mpg test involves vehicles being driven over a variety of real roads, including motorways, A roads, B roads, in towns and in villages.

Almost 400 cars have been tested under these conditions and results show that vehicles achieve economy figures that are an average of 19% lower than the manufacturers’ figures.

WhatCar? editor, Jim Holder said: “Our True MPG test figures are reliable and achievable. Drivers, unfortunately, cannot trust the government-sanctioned data because the tests are carried out in a laboratory.

“However, most buyers consider fuel consumption to be among the most important attributes of a car. That is why motorists should visit our website to check how well the car they intend to buy really performs.”

So which cars are among the best and worst performers when it comes to real-world versus laboratory-test fuel consumption figures?

The VW Golf SV 2.0 TDI is currently in pole position, achieving 83% of its claimed fuel consumption of 58.9mpg.

Back in the pits, meanwhile, is the Volvo V40 2.0 T5 R-Design, which delivered 32.5mpg – just 67.9% of its claimed 47.9mpg.

Here is a rundown of the latest cars tested for True MPG, courtesy of WhatCar?:

Model	Official MPG	True MPG	% of official achieved
Audi A3 Saloon 1.6 TDI Sport	72.4	52.7	72.8
Audi A3 Cabriolet 2.0 TDI	67.3	46.3	68.8
Audi A6 2.0 TDI S line	61.4	47.8	77.9
BMW 218d Active Tourer	68.9	56.2	81.6
Mini Cooper 1.5 D	78.5	58.7	74.8
Toyota Yaris 1.33 VVT-I	78.5	57.8	73.6
Volvo V40 2.0 T5 R-Design	47.9	32.5	67.8
Volvo V40 2.0 D4 X-Country	70.6	55.9	79.2
VW Golf SV 2.0 TDI	58.9	49	83.2

Does your car perform anywhere near the expected mpg? Let us know in the comments section or on Twitter using the hashtag #FocusonFuel

Fuel use figures “still way off mark”

Video: Mark Higgins’s Full Record-Breaking Lap of Isle of Man TT Course!

The Isle of Man TT is no location for amateurs. Fortunately for him, Mark Higgins is the precise opposite of an amateur.

We have been there for his record-breaking lap in the course of the 2014 Isle of Man TT, and now you can ride along for the complete run and see what Higgins saw from his lightly modified 2015 Subaru WRX STI. The Isle of Man course is probably the most dangerous in the globe, and when Higgins set his preceding record in 2011, he seasoned a significant scare in 1 of the high-speed sections. He laid down this year’s time with significantly less drama, but that doesn’t make this drive any much less impressive.

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2014 Ford Concentrate ST Extended-Term Test Update: Hatch Nevertheless Hot at 30K Mark

Long-Term Road Test Update

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Seat time.

Months in Fleet: 10 months
Current Mileage: 30,113 miles
Typical Fuel Economy: 26 mpg
Average Variety: 322 miles
Service: $ 233
Typical Wear: $
Repair: $
Damage and Destruction: $ 1420

WHAT WE LIKE AND WHY: We have achieved basic consensus: The ST is a dynamic powerhouse and gets 5 stars on the hot half of “hot hatch.” It’s the every day hatchback that offers the Volkswagen GTI a run for its funds. Heck, even valets have been fighting amongst themselves to park the vibrant red ST although surrounded by Maseratis, Bentleys, and various AMG-badged Benzs. (We forgot to note the mileage just before dinner, doh!) A few of our employees members noted how good it is to not have to shift a lot on the highway. With 270 lb-ft of maximum torque at 2500 rpm, there is lots of grunt to overtake without having shifting to a decrease gear, even on 2-laners. The 252-hp turbo 4 is loved for its raspy sounds and also for effortless merges to interstate speed, divided highway or not.

WHAT WE Don’t LIKE AND WHY: The ST’s restricted cruising variety remains an issue. Most damaging notes surround the optional Recaro buckets. Absolutely everyone agrees that the seats are great if you routinely drive with spirit, but extended trips and visitors make us long for anything more toned down, like the front buckets from the VW GTI. And it isn’t just the tight thigh bolsters that draw consideration. The sharp seat-pan angle (low in the rear) can lead to calf and ankle fatigue in heavy traffic. (Perhaps the modest fuel tank was intentional, so no one particular had to sit in the vehicle for too long.) Radio ergonomics are hit or miss—mostly miss—and we’d like much more standard controls. Surprisingly, the phrase “torque steer” only comes up as soon as in the logbook. The ST yanks the steering wheel on on heavy throttle applications in the lower gears, but drivers have learned to compensate with deftly applied countersteer.

WHAT WENT Wrong AND WHY: The tachometer needle went berserk and would indicate 3000 rpm at idle. This happened to us just before, and we knew how to reset the dash: With the ignition in the off position, hold down the “OK” button on the left spoke of the steering wheel and turn the ignition on (no require to commence the vehicle), and then release the button once you see “Test” displayed in the readout. The gauges then sweep and reset. Simple, huh?

Other than that, the auto has been dependable. The wheels went out of balance over the winter and, soon after taking the ST to the shop for wheel rebalancing, we discovered that a single of them was dented. We have been capable to have it repaired for $ 135. And we lastly got around to repairing the crash-damaged rear bumper to the tune of $ 1225.

Where WE WENT AND WHY: In addition to weekend trips to Michigan’s neighboring states, the ST headed south a quantity of instances. There were 2 jaunts to Kentucky and one more to go to Del Boca Vista Phase III, in South Florida. We also schlepped the ST to Virginia International Raceway for a organization outing and to Salisbury, North Carolina, where our buddies at Morse Measurements did some reverse engineering on the ST’s rather taut chassis. We’ve averaged 26 mpg, which is right in line with the EPA’s combined estimate.

Continued…

Photos (65)

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2014 Ford Concentrate ST Extended-Term Test Update: Hatch Nevertheless Hot at 30K Mark

Creg-ny-Baa Stomp: Mark Higgins Sets New Isle of Man TT Automobile Record in a Subaru STI [w/ Video]

The Isle of Man TT has a printed schedule, but hewing to stated schedule is not the TT’s specialty. There’s no sense receiving upset about it. Even in late spring, climate in the Irish Sea can hardly be relied upon to cooperate. Accidents occur when the public-road course is open for common use, requiring investigation. Delays are accepted as inevitable.

Mark Higgins has currently been delayed as soon as. It is Wednesday, June 4. He was supposed to have gone for his 1st true flying lap of the course yesterday. (Check out some footage of his practice lap in the video below.) As an alternative, he’s a hapless passenger in a Ford Transit minibus with a load of journalists, explaining the 37.73-mile Mountain Course. The Transit has been waylaid by targeted traffic. Marshals are closing the course in preparation for the TT Zero electric-bike race, to be followed directly by Higgins’ own lap of the circuit.

It’s 9:15 a.m. and we’re stuck on the outskirts of Ramsey. It’s the Isle of Man’s second-largest town and stands as the entrance to the Snaefell Mountain section of the impossibly large course. Through telephone, we’ve obtained a provisional pass from the race organizers to transit the closed segment to Creg-ny-Baa, a spot roughly 3 miles from the start off/finish line in Douglas. There’s no way we’ll make it to Douglas in time for the former British Rally Champion to choose up the vehicle in the pits and drive back up to the Creg, which has been chosen as Higgins’s push-off point to give the automobile and tires enough time to warm up ahead of the flying start off past the grandstands.

Said provisional clearance isn’t good adequate for the marshals at the bottom of the hill. Discussion ensues. Subaru’s PR team is operating the phones. Higgins is dialing numbers, too. The marshals busy themselves directing the Transit hither and thither to allow residents access to their homes. We stand around and smoke in the mild Ramsey sun, gazing up at the darkening clouds obscuring the prime of Snaefell, 2000 feet up.

The marshals ultimately determine we can proceed over the mountain in convoy with them. In about 20 minutes’ time. At 30 mph. At this point, it is nonetheless a faster alternative than leaving now and attempting to wade our way about to Douglas on roads packed with buses, cars and motorcycles.

The car’s coming up to meet us, then. Oh, the auto! It is mostly a production, US-spec unit. The 2015 STI’s fitted with a cage, the speed limiter’s removed, and sticky, barely-legal Dunlop Direzza rubber is wrapped about the gold wheels. The calipers and rotors are stock, the pads upgraded. The springs and dampers are swapped for units that are a bit a lot more rally-esque to supply a lot more compliance over the uneven course at speed.

These Hybrid Moments . . . 

Lapping the course in 22 minutes, 9 seconds at an typical speed of 102 mph, Tony Pond set a production-car record of the course back in 1990 in a Rover 827 Vitesse, sort of a glorified Acura Legend. Higgins has been dreaming of breaking his record for years. Subaru of America was the very first business the Manxman approached that was capable to make an attempt occur, back in 2011. And maybe the only purpose there’s one more attack on the Mountain Course this year is a small incident recognized now as “The Moment.” With Chris Cantle of our sister publication Road & Track riding shotgun, Higgins’s 2011 attempt almost ended in disaster

3 years ago, on his second run, just past the start/finish line in Douglas and at the bottom of Bray Hill, the Subie hit full suspension compression and got really loose. Higgins went into a wild series of corrections, maintaining the STI off the walls as the vehicle careened its way up Ago’s Leap. 3 years following the reality, Cantle notes, “I still get a tiny anxious watching that point. All I wanted was to get through that entire ride without having getting the screaming passenger.”

The resultant video located itself seared into the minds of gearheads around the planet. All of a sudden, Subaru had a viral smash on its hands. Higgins’s runs had gone from a neat small footnote to the motorcycle races to a “what’s gonna take place next?” sort of capital-e Event. The truth that Higgins broke Pond’s record, clocking a 115.36 mph average, wound up getting secondary to the amazing save.

Which is in line with the complete mystique of the TT. Though nobody speaks of it straight in any official capacity, the occasion thrives on the possibility, certainly, the inevitability of fatal catastrophe on the course. Hell, the genesis of huge-time motorsport on the island was a middle finger salute to England’s fin de siècle wellness-and-safety culture. When the British, unsure of the motorcar’s assault on decency and horsemanship, restricted automobiles to a mere 20 miles per hour, racing organizers looked west to an island in the middle of the Irish Sea, roughly equidistant from the coasts of Cumbria in England and County Down in Northern Ireland.

The Manx were much more than happy to host the 1904 Gordon Bennett Elimination Trials. The automotive Tourist Trophy followed the next year. Motorcycles began racing the TT in 1907, while the Snaefell Mountain Course entered the image in 1911. Men have been paying the ultimate price tag at speed on Manx roads ever since. It’s civilians on “Mad Sunday,” when motorcyclists from all walks of life have a free of charge-for-all over the Mountain Course. It’s useless trying to counter the collective red mist. Red asphalt is the outcome. Indicators reading “Links fahren!” dot the region, reminding German vacationers that they’re not in Poor Homburg anymore and have to ride on the left to stay away from head-on collisions with those on the legally right side of the road. Often it works.

Creg’s List

We pile out of the Transit at Creg-ny-Baa. Manx for “rock of the cow,” the Creg consists of a high-speed downhill correct-hander signaling the transition from the mountain section back to the Douglas region. The just-arrived STI goes up on jack stands and the wheels come off, and then go back on with warmers wrapped about the tires. Higgins consults with the crew as he pulls on his fire suit in complete view of anyone who cares to wander more than from the grandstand. The electric bikes of the TT Zero class whip by in the background, with only the occasional screech of tires alerting us to their presence.

Higgins’s veneer of stoic professionalism remains intact, but we uncover ourselves wishing the man had his own private moment to drive up to the Creg alternatively of possessing to steel himself in full view of a group of Yankee journos. We don’t ask questions out of respect. Duty mandates that we hold pointing lenses at him. The marshals shove the barrier aside and he’s off. The Subaru moving out onto the course, straight pipes blaring as the turbo boxer winds up coming off the Creg, is practically anticlimactic. We don’t have time to believe about it. We’ve gotta move if we want to be at the finish line when Higgins arrives.

#1 Smash Hit Record

We make haste back to the Transit and scuttle down to Douglas by way of back roads, listening to updates on the Ford’s radio. Mark is across the line before we can park the van, having traveled practically 6 occasions our distance in 19 minutes and 26 seconds. Average speed? 116.47 mph. He’s pleased to have broken his personal record, but feels like he left 20 seconds on the course. Isle of Man veteran and freshly minted TT Zero champ John McGuinness ribs him about getting slower than the electric bikes. The Subie reeks of hot coolant and cooked pads. Higgins ran out of brakes somewhere amongst the Creg and the finish line, overshot the Signpost corner and had to use the handbrake to save it. Not really the trip down Hairball Alley that was The Moment, but neither is it a save to sneeze at. An additional run is scheduled for the following day, when we’ll be on a plane back to the States.

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In accurate TT style, an try to far better the lap time was pushed off an additional day. We just received word from Subaru that Higgins’s try this morning netted him a new record: 19:15 at 117.51 mph. He’s now more quickly than himself, Tony Pond, and John McGuinness on his Mugen Shinden e-bike. As for us? We’re racking our brains in the hope of conjuring up a way to convince Hearst that C/D needs an Isle of Man bureau. It’s a gem of a place where nothing at all tends to make sense, but makes perfect sense. It is hokey to claim that the TT is 1 of the final pure key motorsports events in the world, however it’d be fallacious to claim that it isn’t. Go just before the globe comes to its senses and neuters—or bans—the factor.

Creg-ny-Baa Stomp: Mark Higgins Sets New Isle of Man TT Automobile Record in a Subaru STI [w/ Video]