January 14, 2008

The Cadillac CTS Coupe Concept

General Motors Vice President for Global Design Ed Welburn just gave a speech unveiling the Cadillac CTS Coupe concept car at the North American International Auto Show in Detroit.

Here are some highlights from his speech:

• “As the design team was completing the development of the CTS sedan, the creative ideas continued to flow. Our designers had a great idea for a CTS coupe. The design quickly progressed from a hot sketch to a wonderful full-size clay model. It looked so good that we had to build it!”
• “The CTS Coupe concept builds on the success of the CTS sedan, but is an expression of the ‘Art & Science’ design language that is even more dramatic. The body shape is crisp, lean, and has a lot of energy. The bold front end is straight from the CTS sedan and the rear is just as striking as the front. The rear has a strong centerline crease, and aggressive proportions and plan view sweeps.”
• "The interior is based on the production sedan, but we used this opportunity to explore new materials, colors and finishes. I was so excited about the seat design that I had an extra seat designed to display as a piece of artwork at the Design Center."
• "In terms of performance, the CTS Coupe concept offers the flexibility to accept a broad engine range of gasoline and diesel engines for international markets."

Click over to GM's media web site for more information about the CTS Coupe concept, including a complete list of specifications and comments from the car's designers. And check out Flickr for more photos of the CTS Coupe concept.

Posted by Editor at 6:23 AM
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January 11, 2008

More on the Camaro

This just in: Spotted on The GM test track, this early, preproduction Camaro Coupe. The new Camaro is quickly evolving into final form, but some of the details you see here (such as the headlamp design) may change before production begins this year. -Alicia Dorset, blog editor

Posted by Editor at 12:52 PM
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December 21, 2007

The 2009 Corvette ZR1: A World-Beating Supercar...

...from America

By Ed Peper
Chevrolet General Manager

If you were online yesterday and had even a passing interest in performance cars, you probably read about the new 2009 Corvette ZR1. The car will go on display to the public during the North American International Auto Show in Detroit in January, but we released some photos and the all-important technical information on this ultimate Vette. It’s the Corvette that challenges the supercar hierarchy, with world-beating performance offered at a world-beating price.

Just in case you missed it, here’s the story: The ZR1 is the fastest and most powerful Corvette ever produced. In fact, it’s the fastest and most powerful production car in General Motors’ history. We’re still conducting performance testing, so I can’t throw out 0-60, quarter-mile and braking numbers, but suffice it to say that we couldn’t use the Corvette Z06’s 200-mph speedometer because there weren’t enough numbers on it.

The power behind this performance capability is the new LS9, a supercharged and intercooled, 6.2-liter version of the famed small-block V-8 that is assembled by hand at GM’s Performance Build Center in Michigan. The LS9 uses a new, sixth-generation Eaton supercharger that expands the effectiveness of the compressor, helping give the engine terrific low-end torque and high-rpm power. The tremendous power boost of the “blower” allowed the engineers to spec a “smaller” cam than we use on the Z06’s LS7 engine, giving the ZR1 exceptional drivability. You can drive this car to work every day and it doesn’t beat you up, yet you can take it to a racetrack on the weekend and mop the floor with the competition.

Final power numbers are still being calculated, but we’re confident the LS9 will make at least 100 horsepower per liter, or 620 horsepower, and nearly 600 lb.-ft. of torque. The engine is backed by a Tremec TR6060 six-speed manual that uses a dual-disc clutch that, again, enhances the overall driving feel with a smooth, easy pedal effort. I’d be remiss if I didn’t mention the carbon-ceramic brakes and second-generation magnetic ride control that are standard, too.

On the outside, the ZR1 stands out with unique, larger wheels and tires, a distinctive rear spoiler and unique front fenders with dual-split vents. But admirers and wary competitors will certainly know the car from its windowed hood and exposed-weave carbon fiber parts. The hood window provides a look at the top of the engine’s intercooler and the exposed-weave carbon-fiber parts are found on the roof, rocker moldings and front splitter. We’ve used carbon fiber previously on the Corvette, but we really wanted to show it off on the ZR1 and a new clear coat that blocks ultra-violet rays finally allowed us to do it.

The Corvette has always been a performance and technology leader, from the fuel-injected racers pioneered by the likes of Zora Arkus-Duntov and the ground-shaking L88 big-blocks of the late 1960s, to the first ZR-1 supercar that was introduced in 1990 and the track-dominating C5R and C6R racecars. The new ZR1 is the culmination of that legacy, delivering an uncompromising balance of performance and driving comfort that exotics costing two, three or four times as much, cannot match.

The technical information on the ZR1 that was released yesterday has already spawned the inevitable “pushrod versus overhead-cam” debate, with preconceived notions continually perpetuated about the perceived technical sophistication of a cam-in-block design. Our Powertrain team’s testing shows the LS9 makes about 300 horsepower by only 3,300 rpm and a significant 320 lb.-ft. of torque at only 1,000 rpm. The engine’s rev range is competitive with many overhead-cam engines, but we’ve also got usable torque at every notch on the tachometer. It’s a also a compact, relatively low-mass package, which helps the ZR1 achieve a better power-to-weight ratio than the Porsche 911 GT2, the Ferrari 599 and the Lamborghini LP640.

At Chevrolet, we couldn’t be prouder about the ZR1; it is a world-beating supercar from America that makes no apologies. And to those who question its capabilities or technical supremacy, I have only two words: Bring it.

Posted by Editor at 11:24 AM
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October 10, 2007

CTS: Answering Your Interior Questions

By Eric Clough
Director of Design, Cadillac Interiors

Thank you to all who responded about the new CTS interior. I appreciate the feedback and enthusiasm. I’d like to answer a few of your questions and topics that have been posted here on FastLane.

Radio and screen
The radio is usable with the navigation screen retracted. In fact, the only time the full screen is necessary is for nav use.

Wood
The Sapele wood is a species of African mahogany and is nursery grown for consistency, sustainability and to avoid rainforest depletion.

Serviceability
One of the most challenging requirements we have designing interiors is ease of assembly and service. As was noted, cars in general are easier to assemble and disassemble than ever before. We try to eliminate as many screws as possible, since every one is labor and time intensive and prone to marring the surrounding surface during installation. Unlike aircraft, which are largely fabricated (machined and bolted together), cars have the luxury of higher production volume which affords more sophisticated tooling and manufacturing techniques so we can hide the fasteners, reduce the errors and improve the quality at the same time.

Park brake location
Not having a handbrake in the center console was a conscious decision to enable dual cup holders and air ducting to reach the rear passenger outlets. An electric park brake will be in the car starting in model year 2009, located just behind the shifter. It was unfortunately not fully developed in time for this launch, but along with the obvious interior space-saving benefit, will also be lighter than the mechanical system it replaces.

French Stitching
French stitching is a type of seam that has a line of stitching on both sides of the seam. The excess material from each piece being joined is folded back under and secured by the lines of stitching. This keeps the seam flat and greatly improves the quality of the surface because the excess can’t wobble back and forth underneath.

Posted by Editor at 10:28 AM
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September 26, 2007

The 2008 CTS… From an Interior Perspective

By Eric Clough
Director of Design, Cadillac Interiors

Designers are often asked, “What inspired you to create this design?” It’s a natural question about the creative process, but it’s seldom easy to answer.

Unlike an artist’s singular vision, designers are awash with influences, competitors, requirements and history, and work in teams to synthesize a vision for a specific product for a select range of customers. What inspired us? The desire to create a bold new direction for Cadillac interior design, to build a car that is better than the competition, and to raise Cadillac to its rightful place as a luxury brand.

Our goals for this design were many: Create a bold new design direction for Cadillac interiors that is unmistakably Cadillac. Create an interior that is both the most sporty and the most luxurious in its segment, integrate the latest technology and make it easy to learn and use. Harmonize the form language of the interior with the exterior. Improve spaciousness and comfort.

From my perspective, the 2008 CTS clearly delivers on these goals. The new CTS has a dramatic, contemporary, world-class cabin featuring premium materials, advanced technology, and more spaciousness.

The CTS continues what began in the 2007 SRX: Cadillac’s return to precision-crafted interior execution with expert hand-cut, wrapped and sewn panels, which create a uniquely elegant and luxurious feel. But it’s not only the look and feel of the intricate French-stitched leather, Sapele wood trim and rich detailing that welcomes passengers into the car; advanced ambient lighting illuminates the driving experience like never before.

The CTS interior is dramatic in the daylight, but even more so at night. For inspiration, our design team looked at residential and commercial architecture, specifically focusing on nightclubs, restaurants and luxury retailers to see how different types of lighting create a unique ambience that could translate well inside the vehicle.

The results are impressive and include such luxurious lighting features as recessed indirect light pipes in the instrument panel and doors, and pinpoint spotlights that illuminate the center console, door releases and footwells, enhancing the feeling of spaciousness. Fifteen individual light sources are concealed inside the vehicle, offering a softly glowing ambience that can be controlled by the dimmer knob.

The interior abounds with expressive surfacing and dynamic lines, done with an integrated, sophisticated execution. Elements of the CTS’ exterior design cues, such as the centerline crease, shield-shaped grille and taut surfacing, are carefully applied to the interior and provide harmony without harshness.

A few more of my personal favorite features include the individual climate control displays, telescoping navigation screen, highly sculpted and supportive seats, chrome accents and the analog clock, as well as precise fits and tight gaps on buttons, panels and doors. All of these elements, combined with an amazing suspension and powertrain, create an unparalleled driving experience.

The refined, tailored interior of the 2008 CTS exemplifies Cadillac’s design standard of bold luxury and performance. I am very proud of the team that created it.

Related
Eliminating One-Hit Wonders

Posted by Editor at 2:00 PM
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September 18, 2007

Eliminating One-Hit Wonders

By John Manoogian
Director of Design, Cadillac Exterior

We all know plenty of examples of “one-hit wonders” in literature, music, cinema, and, yes, even in car design. When the time came to redesign the original Cadillac CTS, the design team wanted to steer clear of this syndrome.

As Cadillac’s design vocabulary suggests, its brand essence is extravagant, exclusive and one that offers a dramatic presence. Let’s face it, the CTS is bold and makes a very strong statement about Cadillac’s “Art & Science” design philosophy. The design team understood that the successor to the original CTS needed to be recognizable as a Cadillac, but look like a CTS with a great upscale presence.

All these things were going through my mind as I was given the assignment to lead the exterior design team of designers and sculptors to design the 2008 CTS. And believe me, there was a lot of competition. It’s said that competition improves the breed. Well, I am convinced it certainly raised the bar for the CTS design.

We received design proposals from England and California, as well as the Advanced Design and Production Design in Michigan. In all, there were 11 scale models, and these were edited down to five full-size clay models that were then taken to a consumer clinic. From the results of the customer event, a single theme started to emerge.

Part of the design brief was to add just a bit more ‘art’ to the Art & Science design philosophy. This didn’t mean doing a soft, round, roly-poly design, but a design that had the look of being carefully sculpted by talented hands. We wanted a design that had all the structure and creases in the right places, with a small dose of lovingly created surfaces to counterbalance a computer-generated look. Additionally, a two-inch wider track proved to be a huge design enabler that allowed the team to sculpt beautiful flares that cradle the large wheels and tires.

Added enhancements of chrome details and accents were another element to really take the CTS to the next level. One of the really cool features that we spent a great deal of time on was the design of the head and taillamps. Vertical taillamp designs are a Cadillac identifier. We incorporated vertical lightpipes into the taillamps and uplevel headlamps. At night, these features identify the CTS as a Cadillac with their soft glowing vertical light. As a design team, we learned that designs can be identifiable at night as well as during the day!

Cadillacs need to have a strong, distinctive face, and the design team believed very strongly in a bold, in-your-face look to the front end of the newly redesigned CTS, and we are confident we captured the essence.

Every square millimeter of the new CTS was carefully thought out. In my opinion, there isn’t one bad view or angle of the CTS. Adding a die-cast metal air extractor to the front fender is a touch that takes the new car to the next level. For the longest time, the sheet metal stamping team argued that it would be nearly impossible to stamp such a complex shape into the front fender. By working very long and hard, both the design and engineering groups solved the unique issues associated with forming the fender and air extractor.

As much work as we poured into bringing the CTS to reality, the real winners of this whole process are the buyers. I believe the CTS will please our customers with the attention to detail and the artistic beauty that the final design offers. Ultimately, it’s the buying public that will decide if we at GM Design were able to break the “one-hit wonder” curse. I believe we not only did so, but we exceeded most everyone’s expectations. We look forward to the launch and success of this spectacular product.

By the way… There’s also a fabulous interior design story about the CTS . . . stay tuned!

To learn more about the 2008 CTS, check out the Cadillac Drivers' Log.

Posted by Editor at 3:26 PM
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January 26, 2007

Video: Chevy Volt at NAIAS

The Chevy Volt is a new electric concept car from General Motors. It’s designed to go up to 40 miles on a home plug-in electric charge. Since many people drive less than 40 miles a day, it’s possible they would never need to buy gas for this car. Beyond 40 miles, an on-board electric generator charges the battery for up to 650 miles of driving on a single fuel fill-up. General Electric’s OEM Director Kelly Wesmer and Volt engineer Tony Posawatz talk about their contributions to the Volt’s innovative concept. GM’s Vice President of Environment and Energy Beth Lowery talks about her excitement over the new technology. —Bill Betts, Manager, GM Blogs

Posted by Editor at 11:24 AM
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November 29, 2006

L.A. Story

By Bob Lutz
GM Vice Chairman

The Los Angeles Auto Show is under way in southern California, and General Motors has a high profile at this year’s event, now moved to November from early January, which I think was a good move on the part of the organizers.

It began last night with the introduction of the Buick Enclave by Rick Wagoner, with an assist from Tiger Woods. The Enclave, which we first showed as a concept at the 2006 Detroit show, is now ready for production. I think it’s a great example of what we’ve been discussing all year right here — the renewed emphasis on quality and craftsmanship and attention to detail at GM Design. But I’ll let you investigate it for yourself and tell me if you agree.

Today, Rick made a very important speech at the Motor Press Guild’s annual show kickoff breakfast. Rick outlined our plans to lead the industry into a new era of technology, with a broad array of advanced solutions to the challenges facing automotive transportation today.

We’ll also be unveiling the new Saturn Vue that I wrote about last week, as well as a hybrid version of the Saturn Aura, the Aura Green Line. In addition, we’ll be showing the upcoming GMC Yukon Hybrid, an application of the two-mode hybrid system developed with BMW and DaimlerChrysler that we’ll be shipping next year.

Please click on the following links to take a look at these new cars and trucks, read the text of Rick’s speech, and watch video from our Los Angeles events, and be sure to tell us what you think.

Video: Rick Wagoner's keynote address
Video: GM news conference
Speech: Rick Wagoner addresses the Motor Press Guild

Posted by Lutz at 4:44 PM
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Inside the Interior Salon

By Dave Rand
Executive Director of Interior Design

In about a month, Chevrolet will unveil an all-new Malibu. I believe it will be unlike any Malibu you have ever seen, inside and out. My focus is the interior, not just in the Malibu, but within all GM products. GM is committed to producing interiors that rival the best from around the world. We have made a lot of progress in that area and have begun to deliver on a promise I made four short years ago.

Yesterday I, along with a team from GM Design who work on interiors, invited a mix of print media and bloggers to witness some of the passion, innovation, and craftsmanship going into the interiors of our newest vehicles.

We call these sessions the Interior Salon. It's a low-key way to preview what's coming up — in fabric swatches, leather colors, seating, key fobs, dashboard displays and paint colors. It also allows me, and other members of our design team, to share what inspires us in developing new designs — including fashion, technology and art. We are proud to share concrete evidence of what so many of us have poured our creative souls into. Models with the new design elements are already hitting the showrooms — such as the new Cadillacs (including the new CTS we'll be unveiling at the North American International Auto Show), the new Saturns, and the soon-to-be-launched Chevrolet Malibu.

We talked about three themes at the Interior Salon that describe our design approach at GM:

• Holistic — Using interior design to engage all of the senses, not just the eyes.
  
• Passion — Letting GM's interiors reflect the various passions of the individual designers (11 worldwide studios).
  
• Craftsmanship — Ensuring that the interiors reinforce our emphasis on detail and execution.

In my 29 years with GM, there has been no better time for a designer to impact, express their talents, and design the future of GM. We have the ear of a corporation that is intent on enabling the power of great design.

For another take on the Interior Salon, and a video interview with Michael Burton, director of design for the interior of the Enclave, take a look at FYI.

Posted by Editor at 1:39 PM
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November 3, 2006

Hot Vehicles and Accessories

By Bill Betts
GM Blogs Manager

I've seen a lot of online buzz about GM vehicles at the Specialty Equipment Marketing Association (SEMA) convention in Las Vegas — especially the Jay Leno-built bio-diesel powered EcoJet Concept car created with the help of GM Design Studios. We produced short video walk-arounds of Jay's car and two GM-built specialty vehicles displayed at SEMA. We also made a video describing the range of brand-new GM crate engines available to anyone who wants to re-power their car or truck. Just the idea of being able to buy a sparkling, fresh 500+ horsepower Corvette engine for your personal vehicle gives some people goose bumps.

You're reading this because you're interested in cars and trucks, so I think you'll really like these short video streams.

Jay Leno bio-diesel EcoJet Concept Car

Dale Earnhardt, Jr. "Big Red" Silverado Ultimate Off-Road Pickup Truck

Reggie Jackson 1969 Camaro

GM Crate Engines

Posted by Editor at 11:38 AM
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November 1, 2006

My Way or the Highway

By Doug Herberger
GMNA Vice President, GM Service and Parts Operations

When’s the last time you were told as a customer, “Sorry, we don’t do it that way,” or “We can order that for you, but it will take about six weeks?”

Unless you’re being offered one of those rare, hot commodities where you are willing to wait, these answers just won’t cut it. If you’re like me, you just won’t do business there anymore.

In the last two decades many of us have found that time is becoming more and more valuable. With the demands of work, family and friends increasing in time and priority, many folks would agree: I don’t have the time or energy to fight over getting exactly what I want when I fork over hard-earned cash to any merchant.

So I say, “From now on, it’s my way or the highway.” To a certain degree, car and truck buyers should expect no less when they purchase one of our great GM products.

This consumer attitude is why GM and thousands of other companies are converging on Las Vegas this week to participate in the Specialty Equipment Market Association’s (SEMA) 40th anniversary show. We love this show! Any enthusiast would love this show! Everything imaginable is on display at the Las Vegas Convention Center. And, I’m proud to say, GM is right at the front of this industry, with a broad array of accessories and performance parts:

• Chevrolet Silverado and GMC Sierra accessories — These pickups are the first in GM’s history to be designed with personalization in mind. With more than 100 unique, genuine Chevrolet and GMC accessories available, buyers can get exactly what they’re looking for. Take a look at this release for more, or view our SEMA video.

• Electrical accessories — Vehicles are lifestyle sanctuaries on wheels. More and more consumers expect the conveniences of home in their vehicle. Now, customers can enjoy more sophisticated electrical accessories than ever before: Personal Audio Link iPod adapter accessory, Portable Overhead DVD, Noise Cancelling Headphones, 2-Way Advanced Remote Start, and more. Read the release for more, or view our SEMA video.

• All-New LSX Bowtie Block — GM Performance Parts introduced the all-new LSX Bowtie Block at SEMA. This cast-iron block is the ideal foundation for enthusiasts to create their own high-performance engine using GM’s legendary Gen IV small-block components (click here for more). GM Performance Parts offers a wide range of crate engines and high performance components. To dream it, build it or race it, check out GM Performance Parts’ configurator!

• Camaro POWER — GM Performance Parts unveiled its latest project car at SEMA: The Reggie Jackson 1969 Camaro. In case you didn’t know it, Mr. October is real serious about his Chevys. So, GM Performance Parts, GM Performance Division, Jackson and legendary NHRA driver Warren Johnson teamed up to power this vehicle with a prototype crate engine based on the all-new LSX block. Read more, or check out this video.

• Return of the Chromin’ Empire — Since the 1920s, chrome has long been synonymous with style when it comes to cars. GM Accessories offers a wide variety of chrome accents for GM vehicles, from mirror caps to 20-inch wheels. Read more here.

• GM Accessories Design Studio — We design our accessories specifically for each GM vehicle, so customers will know that the accessories they purchase will give them a styled appearance along with the best fit possible. The GM Accessories Design Studio in Auburn Hills, Mich., is the setting where talented, young designers link personal needs to automotive accessory design. Take a look here for more.

The bottom line in business is to know what your buyers want and give it to them, if not more. If you’re like me, that maxim applies equally to the cars and trucks we all love. The truth is customers will pay for what they want, won’t pay for what they don’t want, and will walk away if you can’t give it to them.

At GM, we believe in giving customers more choice over the content of their vehicles, when they make their purchase decision. In most cases, they can get their vehicle equipped just the way they want the same day. And, best of all, owners tell us that they appreciate the fact that the accessories they’re purchasing are backed by the GM promise.

Imagine that, getting something your way?

To see more pictures from SEMA, check out FYI and Flickr.

Posted by Editor at 8:39 PM
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October 23, 2006

Thanks for the Input

By Ed Welburn
Vice President, Global Design

I want to take a minute to respond to some of you who were kind enough to send your thoughts on our Cadillac and Hummer announcements from South Africa.

First, I loved the passionate pleas for color in your comments. I'm delighted to see how many of you, too, are passionate about design! I've taken note of your requests for more colorful interiors using pale trim colors with light and dark combinations. You might take a look at the new Saturn Aura interior, which features Morocco Brown, or the GMC Acadia, a new crossover that uses warm colors in its interior. I assure you we are looking at all sorts of fabrics and materials to create an interior haven in your vehicles.

Others of you around the world asked why Cadillac hasn't yet come to you in South America and the Caribbean. It amazes me how "borderless" the passion for Cadillac is. I'll pass your enthusiasm along to the folks at Cadillac and Global Planning.

I would be remiss not to address those of you who voiced your concern about fuel efficiency and the environment. You must understand South Africa before you judge how appropriate H3 is for that country. The country has a fine road system, but also has many unpaved roads. Hummer is a perfect vehicle because of its on-road handling as well as its off-road capability. Off-roading is a very popular activity in South Africa and there is tremendous enthusiasm for this vehicle.

The Hummer H3 gets 19 mpg on the highway, which makes it competitive with other SUVs. This is a marked improvement over the fuel economy of the H1 and H2, and it's a further sign of GM's resolve to improve fuel efficiency in all of its car and truck segments. In 2007, GM will offer 23 models that get more than 30 mpg — that's more than any other automaker in the world. Our designers are trying to help improve fuel economy through aerodynamics and surfacing. Our engineering partners are offering more fuel saving solutions than any other company. GM vehicles around the globe are powered by hybrids, diesel fuel and E85 ethanol.

Your comments also held a very important debate about American jobs and the future of American manufacturing. The assembly plant I visited in South Africa will not displace a single American plant. Hummers will continue to be made in the U.S. for North American buyers. The African factory provides the added capacity we need to produce those vehicles for new, overseas markets to provide customers access to a product they want. A GM with multiple markets around the globe will be a stronger GM, one that can continue to support hundreds of thousands of American families, for generations to come.

It is important that you understand that Rick Wagoner and Bob Lutz recognize the importance of leadership in Design and support our efforts as a global design organization.

All of GM's designers, me included, want to contribute to helping GM grow and strengthen. We dream of the style renaissance you dream of, and not only because it will look great. American style — whether it's in our music, our architecture, or our automobiles — is strength, is optimism, is courage. In our studios, we talk a lot about how we can make GM an even greater company. We call it "Turnaround by Design.” I am privileged and honored to see what's happening behind our doors at GM Design. The turnaround is already in evidence.

Keep your ideas and your comments — and even your criticisms — coming. We're listening!

Posted by Editor at 2:08 PM
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October 11, 2006

H3 Goes Global

By Ed Welburn
GM Vice President, Global Design

I’m writing from Port Elizabeth, the heartland of South Africa’s motor industry, where we’ve just launched production of the Hummer H3, to be exported around the world.

Until now, the H3 has only been available in North America. This launch will bring the H3 to Europe, Asia and Latin America before the end of 2006, and to South Africa and right-hand drive countries like Britain next year.

The launch itself was really creative. We held it right at the factory, at the Struandale Assembly Plant (which has been making Opels since 2004). There were singers and dancers performing. Though I couldn’t see them, because I was backstage getting ready to drive out in a vehicle, I could hear the voices singing with the incredible harmonies that I’ve heard here, day after day. And then when the factory workers saw the H3 working the obstacle course, they were amazed at the capability of their own creations.

This launch was more than the introduction of a new vehicle - it was a huge leap forward for General Motors South Africa. I think it’s significant that GM chose this plant in South Africa - it shows our commitment to the country and to the GM team here. The energy level here today was amazing! Everyone feels what it will do for this country.

I know the Hummer brand is “known around the world.” But I never expected what I found here. I was really thrown by how much the young people here know about the brand and its history. There is something about Hummer’s character that fits here. The people of South Africa like distinctive design - in automobiles, in fashion, in architecture. Hummer is distinctive design, and they value that. It’s the right time for this vehicle here.

Meeting the GM employees here, the factory workers, I could just feel the commitment, the excitement, the energy. They’re on a mission, for the brand and for the country. And this H3 project has made them part of the GM family in a way they hadn’t been before. They feel a connection to the rest of us through this project.

As for myself, I have to say it was pretty emotional to see a vehicle I’ve had some involvement with come into production in South Africa. To see that vehicle and brand finally go global makes me feel really good.

And as an American of African ancestry, it was a very special moment - one that will stay with me for the rest of my life.

Posted by Editor at 5:45 PM
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October 9, 2006

A Report From South Africa

By Ed Welburn
GM Vice President, Global Design

Africa. Just being here is so exciting. I’m here, for the first time, to launch a new production line of the H3, to be built in South Africa for export around the world. And I’m surrounded by beauty. In two days here I have been lucky enough to experience the architecture and the people of Cape Town and to see some wonderful artwork. The most amazing thing I’ve noticed since I’ve been here is the positive attitude of all the people — they seem so universally positive, about everything!

Today I spoke to students of design and engineering at Nelson Mandela University in the town of Port Elizabeth, on the coast some 500 miles from Cape Town. It’s a young university, but it already has impressive schools of design, engineering, architecture and other faculties. Design students are always interested in learning, but this group really seemed to want to understand more about design. I wanted to help give them a better understanding of my role at GM and of the role that design plays at GM across the globe.

I explained General Motors to them in a way we don’t normally — I just walked them through “a day in my life” at work. They saw me and the other designers starting at 6 a.m. in the Virtual Reality Room, moving into the studios for design reviews and status updates using the Buick Enclave and the Chevy Camaro Concept as examples. I also shared with them some of our global concept vehicles like the EFIJY and the AeroX. I think they were impressed, to say the least!

The students and faculty seemed engaged and anxious to hear about General Motors, about our products and about the design world globally. After my presentation to them, I got a lot of great questions, and had good one-on-one discussions with the students that created a lot of synergy. After the session, they took me on a tour of their department. It was terrific! Meeting them, as well as seeing the university and its engineering center, has had a tremendous impact on me.

I think the greatest impression I’ve had since I’ve been in Africa is of the colors. You might ask what I mean by that. The use of color and the combinations of colors here are fascinating. For example, I might see someone wearing six different colors of clothing, and I can zoom in on three of them and be amazed by the combination. Here in Port Elizabeth, colors on the exteriors of buildings look like colors that in North America we would use on the interior of a house. It is fascinating and it makes me wonder about what colors we might use in designing the interior and exterior of our automobiles.

Posted by Editor at 5:38 PM
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April 14, 2006

Video Podcast: Lutz on the Saturn Sky Red Line

GM Vice Chairman Bob Lutz discusses the design of the 2007 Saturn Sky Red Line in a walk-around at the New York International Auto Show.

Podcast feed
View the video (56 MB)

Posted by Editor at 11:33 AM
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January 23, 2006

And Furthermore ...

By Jack Keebler
GM Director--Advanced Concepts Group

First, I'm very grateful for all of the perspectives offered on front-, rear-, and all-wheel-drive. GM has been traditionally (and perhaps rightly) accused of ignoring customer input. Too often without that perspective, we've offered buyers well-reasoned -- but perfectly passionless products.

Second, as I suspected, the widely divergent thoughts posted indicate that there's a healthy market for various driveline layouts. Given the company's eight North American divisions, some identified with specific driveline types, there would appear to be a need for great-driving front-, rear-, and all-wheel-drive cars and trucks.

Specifically though, I promise to work on the creation of a line of small, agile, rear-wheel-drive cars. And quite frankly, I can't imagine a front-drive version of Camaro.

Posted by Editor at 9:33 AM
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December 1, 2005

Going 52 mph in the Slow Lane

GM designers and engineers recently raced a sleek, highly aerodynamic car at two charity events in California, and The New York Times was there to report on it. The GM entry competed against cars built by other auto design teams, including Audi, Bentley, Chrysler and Ferrari. Except for its four wheels, the submarine-shaped car doesn't have much in common with the Nextel Cup Series racecars -- it's powered only by gravity. It's the kind of soapbox derby car you would build if you had a team of car designers and automotive engineers helping you. At one of its races, the car hit 52 mph, went into a spinout, and crossed the finish line backwards. We asked its driver, GM designer Niki Smart, to tell us about the experience.

Q. How long has GM been involved in the Extreme Gravity series?

A. Last year was the first year that we got involved. That one was in Irvine and consisted of a straight 30-foot ramp and then a runout to the finish. No turning was involved; it was a straight line from start to end. This was pretty much the same way they ran the event the first year. It was run this way, I believe, so that the regular kids' soapboxes could run amongst the professional teams, albeit from a little further down the ramp. These cars reached speeds of around 25 mph.

Q. Tell us about the GM entry in the last series. How did it compare to your past entries?

A. The vehicle this year differs greatly from last year because we were to race on a completely different type of course at one of the two venues. The first was to be a steep, fast, wide, smooth winding drop of more than 200 feet, the "corkscrew" at Laguna Seca racetrack in Monterey, California. This is a very well-known course for racing cars.

It was an interesting challenge to design and build a gravity car for this venue. The race was due to happen during the Monterey Historic weekend in August. This was a highlight weekend with Pebble Beach Concours and also Italian Concourso at Quail Lodge. All in all, this would provide some good exposure at the track, where a lot of the corporate sponsors would have guests as part of the weekend anyway.

Now, running at up to 60 mph, the drag factor was becoming very important and entering corners at that speed meant that the lateral stability was critical for smooth cornering and maintaining speed onto the next straight. We tested last year's car at Laguna Seca as a basis for this year's design. We used a two and four-wheel steer set up and found gains in the four-wheel-steer system so went with that. We also found an optimum weight distribution where all four wheels were evenly loaded and did an equal amount of steering. The wide, billiard-table-smooth surface of the racetrack meant we focused on smooth progressive weight transfer through the corners, trying to upset the car as little as possible. The track was 80 feet wide at some points, so it was possible to make the corners a smooth line and maintain high speeds. At this point, there was also an intention to have a run-out onto the finishing straight to show a comparison between each team's car's ability to keep rolling as far as it could go with the cornering speed it maintained through the last turn onto the finishing straight.

But all this design time was somewhat wasted because the venue for the race was changed to a local park road in Monterey at the last minute. This came as a frustrating shock with less than two weeks to go. We had no time to change our design. It turned out we had a design that wasn't best suited to the hill, but we were still very competitive and had an action-packed day with a number of spins. I kept the team busy all day, which I am sure they will thank me for one day.

Q. Who designed the GM entry?

A. This year the team consisted of: Project Manager Steve Anderson, Engineer Matt Ferguson, Fabricators Paul Day, Larry Jackson, Jay Brett, Nate Hranek and myself. I also designed and drove the vehicle. We received considerable help from outside companies with materials and processes, and our own facility squeezed in the project amongst our normal daily duties and projects. Our sponsors were: Nike, which provided clothing for the whole team; Michelin tires; Aircraft Windshield, which provided the canopy for the car; United Resin, which provided resins and glass fiber cloth; Accu-air, which provided welding supplies and nitrogen for the tires; and Pyrotect, which provided the seatbelt harness.

Q. How did you first get involved as a racecar driver in the Extreme Gravity series?

A. Designing the car and testing last year's car as the development mule for this year, it became a natural step for me (175 lbs) to drive this year's car. And with a maximum (combined driver and vehicle) weight of 320 lbs, it wasn't so critical to be lightweight, as in last year's race, when one of our Alias modeler designers, Allessandro Zezza, drove the car.

Q. What qualifications do you need to drive this vehicle?

A. You need to be smooth above all else and have the nerve to not use the brakes unless absolutely necessary. Once you brake, you can't put your foot on the gas to get going again. Only the hill gives you the gravity you need to gain speed, yet every movement you make and every direction change you take only slows the car down. To use the brakes was never the plan at Monterey Race Track. At the park road, it was impossible not to need them.

Q. How do you practice?

A. It's hard to practice with the cars as they are not motorized so you cannot travel with traffic, but they are very fast (given a hill to go down), so you would be breaking almost all the speed limits on public roads. We did test at a canyon road up in Malibu, but that was a disastrous day, as whenever a car came we had to close the course to let them pass * racetracks are the ideal place if you can access them.

Q. Tell us about your last race.

A. We had a few problems with the heavy demands of the park road. The road was very narrow (especially at speeds over 50 mph) and had areas of heavy braking, which upset our car violently to the point of spinning. One particular spin happened at the fastest point on the course, at almost 54 mph, and I was lucky to not to hit the rock face on one side of the track or shoot off the other side of the road where I would have dropped 30 feet or so (if I was fortunate enough to miss the hundreds of big trees that lined to course).

All in all, we were one of the fastest cars but had a design that was not best suited to the road course. We had stability issues under braking, and on that type of course, that meant our overall times were slower. The fastest car had a very rear-biased weight distribution and rear wheel braking. This was ideal for this course but would have been less optimal for the original venue. I think all the teams would like to run the cars on the Laguna Seca track at some point, just to satisfy our curiosity if nothing else.

Q. Are there learnings for GM vehicles from the Extreme Gravity cars?

A. It does make you appreciate efficiency in the most basic of terms. There is something very gratifying in attaining such high speeds and cornering forces without an engine. With the absence of a gas pedal and engine you became very focused on smooth driving and not wasting an ounce of energy unless you had to. It makes you realize how much gas you could save by not accelerating and braking unnecessarily * a practice that is tough to achieve in every day driving, but as most of us know once you get a car up to cruising speed it is much more efficient if you keep a steady speed.

Lightweight materials and build quality were also vital in designing and producing a featherweight vehicle of this type. It does make you question why cars are so heavy when there are so many gains to be had in making them lighter. Obviously our little racecar didn't have to pass any crash tests and isn't expected to endure a number of years of usage, so it is important not to get too carried away comparing the two. However, it does make you think about the benefit of much lighter cars.

Q. What have you learned as a designer from this experience?

A. As with any project, you always tend to gain valuable experience but what was most gratifying was to see how much a small team was able to achieve in such a small amount of time and on a small budget (even though it was largely thanks to our sponsors). I think GM could benefit a lot from allowing small teams of people to explore ideas out of the mainstream pursuits of a vehicle manufacturer. Even though they don't directly translate to products of today, they are an invaluable exercise in getting the best out of a situation that is free from a lot of the politics and logistical constraints of our daily work. It's like a vacation for the mind, and we all need our vacations.

Posted by Editor at 11:05 AM
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July 21, 2005

Transportation From a Different View

By Joe Katona
Director, Vehicle Architecture
General Motors Product Engineering

This site speaks to GM’s products, but there hasn’t been much written about the products my family and I have had to start thinking about since April. That’s when my 17-year-old son, John, was in a car accident that left him paralyzed from the shoulders down with a severe spinal cord injury.

As an engineer, I’ve always been interested in and involved with how our cars and trucks work, but after my son’s accident I was thrown into a situation where I had to think differently about what my family needed for transportation. Our lives and needs had changed dramatically.

At Craig Hospital in Colorado, where my son is being treated, other families who learned I worked at GM had questions because their transportation needs had changed, too. I couldn’t answer many of the questions because I’d never been in position where I had to think about them. Parents at the hospital wanted to know:

--What products does GM offer for families dealing with mobility issues?
--What incentives does GM offer on mobility-equipped vehicles?
--How does one best compare product offerings and information in an unbiased way?

Nearly all of it was new to me. I knew that being a GM engineer gave me an advantage, but I still felt overwhelmed with the many aspects of dealing with disability, including those associated with mobility. It seems there are reams of information, but no way to evaluate how credible and accurate the information is. There are no reliable, third party resources for my family and others like ours – all facing these important decisions, which will affect how well we get around to shop, visit the doctor or see family and friends.

Fortunately, I was able to reach out to a team at GM working on products and services for people with special transportation needs. You can see much of their work at www.gmmobility.com. I am trying to get as much information as I can from GM’s mobility team, but they also want to learn from me and others facing similar family issues. They want to know what we think and what we need.

The GM Mobility team and I want to learn what has worked for you. Please post your thoughts and experiences. I'll do the same through periodic updates on this site as I learn more about GM’s offerings and gather additional information.

I look forward to hearing from you.

Here is the Katona family blog.

Posted by Editor at 8:04 AM
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June 16, 2005

Extreme Interest

You may have heard that GM has been showing select media some of our key future products at the GM Design Dome in recent weeks. One of them was Peter DeLorenzo of Auto Extremist, who's normally a pretty tough critic of ours. We can't tell you more about the future vehicles yet, but see what he has to say. (Look below the photos of the Corvette Z06):

http://www.autoextremist.com/page6.shtml#table

Posted by Editor at 3:16 PM
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June 10, 2005

Only the Best

By Bob Lutz
GM Vice Chairman

Earlier this week I was at the GM Annual Meeting and one of the shareholders asked me to give a glimpse into the future of GM’s product direction. As I was doing so, I decided that I should share my thoughts on FastLane since most of you were not in the ballroom at the time. So here goes . . .

There are fundamental changes taking place in our product development organization that add up to a winning formula. These changes are largely cultural, and as most of you know, cultural change often takes time. I’m sure some of you may have read Malcolm Gladwell’s book The Tipping Point, in which he identifies how minor trends become blockbuster phenomena. Well, I firmly believe we have reached a tipping point in our organization.

A few years ago, planners would sift through reams of data, segment the market, analyze and deconstruct the data until they discovered a niche in which we needed a new product. Once the need for the vehicle was determined, the designers were given a formula to work with. Not a blank canvas, more like a paint-by-numbers scenario.

Today, we’re operating on a much more emotional, creative level and our designers have been empowered to express themselves. Our winning products will not be determined by careful analysis; they will captivate and enthrall through imaginative design and flawless execution.

We’ll be introducing a lot of new products that reflect another new philosophy of General Motors, which is not to introduce vehicles that are merely competitive, but to really target being the best. This has, frankly, also required some recalibration of the internal culture, especially in the United States. And it’s taken some time to lift ourselves to the best international standard in sheet metal fits. Take a look at the upcoming Chevrolet HHR. I ask you to compare that $15,995 Chevy HHR —- in terms of sheet metal fits, hem flanges, the way all of the panels fit to each other —- to a Lexus GS 400, and tell me if there is any significant difference.

And, don’t forget to spend some time examining the beautiful interior. You could argue that in the past General Motors interiors were a little bit utilitarian. They were easy to keep clean, but they lacked charm, they lacked warmth, and they lacked attention to detail. Not any more. You’ll experience well-crafted interiors, great materials, knobs and switches that feel like they’re on an expensive Japanese camera, even in our inexpensive cars. That is the standard that the public expects –- it’s no longer just a question of: Does it last? Is it reliable? Does it start every morning? Those are givens. That’s the transportation part of the automobile business.

What we are re-learning as a company is that we are not simply in the transportation business; we’re in the art and entertainment business. So, what we’ve got at GM now, is a general comprehension that you can’t run this business by the left intellectual, analytical side of your brain alone, you have to have a lot of right side creative input. We’re putting a huge new emphasis on world class trendsetting design.

I will tell you: in the next two or three years, you’re going to see us bring to market a product line-up that takes a back seat to nobody. And that’s a commitment on the part of the whole organization.

Posted by Lutz at 2:05 PM
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June 9, 2005

Auto Prophet Defends Pushrods

We're not sure exactly who The Auto Prophet is, but he points out the merits of the pushrod engine, including its advantages as a platform for advanced technology, compact design that is easy to package within a motor compartment and great power and torque curves:

The Redemption of the Pushrod? Various pundits occasionally slap GM for selling pushrod engines. I have even been known to do it myself. But I have come to understand and respect GM's use of OHV designs, and the critics should stop and think about it for a few minutes.

We agree, and those are some of the reasons why we continue to develop OHV technology. We'd like to hear your reactions.

Posted by Editor at 10:22 AM
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