First, Ford announced the new V6 for the 2011 Mustang with its 305 horsepower and 30 MPG. Then came the announcement of the new GT, with 412 horsepower and 25 MPG. Now Ford announces the upgrades to the Shelby GT500, the big kahuna of the Mustang lineup. The 2010 Shelby made due with only 540 horsepower; the ‘11 bumps that up to 550. Torque stays at 510 lb.-ft. The engine is now made of an aluminum block instead of the iron block, and this contributes to a 102 pound weight reduction for the engine. The weight reduction helps the ‘11 Shelby improve fuel economy from 14 city/22 highway to 15/23. This might not sound like much, but the 1 MPG improvement results in the first Shelby not subject to the dreaded gas guzzler tax.

New for 2011 is an SVT Performance Package for those who want even more performance out of their Shelby GT500 for racetrack-ready driving dynamics. Complete with all-new Goodyear Eagle F1 SuperCar G:2 tires that SVT engineers worked directly with Goodyear to develop, the car is ready to race. The tires offer superb dry traction and precise handling, complete with a race-inspired high-performance tread compound.

The optional package also offers unique styling, lighter wheels, a higher rear axle ratio and stiffer springs, and it is available on both the convertible and coupe. Ford’s data show the 2011 coupe with the SVT Performance Package is 3.0 seconds faster per lap than the 2010 Shelby GT500 on a 2.3-mile test track.

For 2011, Shelby GT500 also benefits from NVH (noise, vibration and harshness) improvements. Ford improved road noise by 20 percent versus the 2010 Shelby by adding sound-deadening material on either side of the instrument panel, sound absorption behind interior trim panels, and a rear wheel arch liner to reduce noise on gravel or wet surfaces – all resulting in the driver hearing more exhaust and engine sound and less road and air noise.

The Shelby GT500 convertible model features enhanced structural rigidity, with lateral stiffness improved by 12 percent versus the 2010 model. The structural improvements to the convertible gave SVT the opportunity to be more sport-oriented in the chassis tuning, without trading comfort. Along with the chassis and structural improvements, the 2011 model also will get standard 19-inch aluminum wheels.

“One of the biggest changes for this Shelby is that the convertible acts and feels like a coupe,” said Jamal Hameedi, SVT chief nameplate engineer. “Before, they had a very different character, and the convertible is taking a big step in the sportiness and handling precision area, without degrading the ride.”

GT500 gets a new exhaust for 2011, roaring with an even more aggressive sound than the 2010 model. The 2.75-inch exhaust with all-new tuning helped to deliver the additional 10 horsepower.

Thus completes the powertrain upgrades for the 2011 Mustang. With a lineup that starts at 300HP and goes up to 550, the Mustang has the best engine lineup in the segment, perhaps the industry. Hopefully, I will be able to test drive this demonic engine, or at least one of its tamer brothers, sometime soon.

That’s what I think - how about you? Please leave your comments below.

In a move that surprises nobody, Cadillac announced today that it will introduce the production version of the new CTS-V coupe at this month’s North American International Auto Show (NAIAS). Obviously, the CTS-V coupe is the combination of the CTS coupe that Cadillac has show previously with the 556HP supercharged V8 motor from the CTS-V sedan.  It also includes Magnetic Ride Control, racing-bred Brembo brakes and an available automatic transmission with paddle-shift control.

The CTS-V Coupe employs the LSA 6.2L supercharged V-8 engine also found on the CTS-VSport Sedan. Rated at 556 horsepower (415 kW) and 551 lb.-ft. of torque (747 Nm), it is the most powerful engine offered in Cadillac’s history and propels the CTS-V Coupe from 0-60 mph in 3.9 seconds.

A pair of six-speed transmissions is offered in the CTS-V Coupe: a Tremec TR6060 six-speed manual with a dual-disc clutch and a Hydra-Matic 6L90 six-speed automatic with paddle-shift control. Performance Algorithm Shifting is part of the auto’s programming and provides a performance-oriented shift pattern during sustained high-performance driving. As with other Cadillac models, the driver needs only to slide the shifter into the manual “gate” to put the transmission into that more aggressive mode.  As I have told you in previous stories, this car should only be ordered with the manual.  Why?  Because it has 3 pedals on the floor - as God intended.  The auto is only offered because some of you can’t/won’t drive a manual - and Cadillac needs the sales.

So what is “Magnetic Ride Control”?  It is an advanced suspension system also found on the Corvette.  GM describes it like this:

Electronic sensors at all four wheels literally “read the road” every millisecond, making constant adjustments to damping to create virtually instantaneous and extremely precise control of body motions. This is of particular benefit for a high-performance car because it helps keep the car very composed during hard cornering, acceleration, braking and other dynamic maneuvers.

The Magnetic Ride shocks also enable a broader range of damping control to optimize the ride and handling for all driving conditions. In the CTS-V Coupe, an extra measure of control is offered, with two selectable modes (Tour and Sport), enabling the driver to tailor the suspension for grand touring or more spirited performance driving.

The CTS-V coupe starts production this summer.  Look for it at a Cadillac dealer soon after.  And don’t forget your driving gloves (and a big checkbook).

That’s what I think - how about you?  Please leave your comments below.

In the most recent in a line of quality issues for Toyota, the National Highway Traffic Safety Administration has opened an investigation into a stalling problem in 2006 Corolla and Matrix models.  NHTSA has received 26 complaints of random stalling, sometimes in intersections or on highways.  The review only covers 2006 models with the IZZ-FE engines.  Apparently, Toyota has known about the problem, having issued a service bulletin in 2007 calling for replacing the engine computer following complaints of stalling.

The follows on the heels of the 3.8 million vehicles that Toyota recently recalled to fix the accelerator pedals in many models that were getting stuck in the wide open throttle position, causing uncontrolled acceleration.  Toyota also recently recalled Tundra pickups to fix a rusting frame problem and also had a similar problem on Tacoma pickups.  They also had a well-publicized problem with engine sludge causing engine failure in Camrys.

Toyota has a reputation for high quality vehicles that they have earned over many years of hard work.  However, to just assume that they have and will always have high quality vehicles that never break down is just as inaccurate as assuming that the domestics have and will always have low quality vehicles that always break down just because they used to have quality problems.  Toyota is not perfect, and neither is Honda, Nissan or anybody else.  JDPower and others have made their mark figuring out which vehicles have the highest quality.  You owe it to yourself to check the real facts on quality before buying and certainly before bashing anybody’s quality.  The life and the job you save could be your own.

That’s what I think - how about you?  Please leave your comments below.

Today, Ford announced details of the 2011 Mustang V6, which will receive substantial upgrades in the powertrain.  Gone is the SOHC 4.0L Cologne V6, which has powered the V6 Mustang since the present generation (S197) was introduced in 2005 (and which traces its lineage back to 1968).  In its place will be the newest version of the Cyclone engine family, a 3.7L V6 with Twin Independent Variable Camshaft Timing (Ti-VCT), which can adjust the valvetrain “in microseconds”. With Ti-VCT operating its four valves per cylinder, the new Mustang V6 powerplant sends significantly more horsepower and torque (305 hp and 280 ft.-lb.) to the rear wheels than its predecessor (210 and 240, respectively) – despite its smaller displacement.

While the extra horsepower and refined engine operation are great, the 2011 Mustang 3.7-liter V6 also achieves projected class-leading fuel economy:

• 19 mpg city/30 highway with six-speed automatic transmission, up from 16 mpg city/24 highway on the 2010 model with automatic – a 25 percent improvement
• 18 mpg city/29 highway with six-speed manual transmission, up from 18 mpg city/26 highway on the 2010 model with manual

Refinements throughout Mustang’s body, powertrain and chassis design also contribute to the improved fuel economy numbers, including the new Electric Power Assist Steering (EPAS) system which eliminates the drag of an engine-operated hydraulic power steering pump (it also reduces noise), six-speed transmissions that allow lower cruising revs without sacrificing off-the-line performance and aerodynamic improvements such as a new front fascia, tire spats on the rear wheels, modified underbody shields, a taller air dam and an added rear decklid seal.

Enthusiasts who want a premium performance-oriented Mustang V6 can opt for the new Performance Package, which will be available August 2010. Designed for driving enthusiasts, the Mustang V6 Performance Package comprises:

• A 3.31 rear axle ratio for quicker off-the-line acceleration
• Firmer Mustang GT suspension
• 19-inch wheels (1st time available on a V6 Mustang)
• Summer performance tires
• A strut tower brace for increased chassis rigidity
• Unique electronic stability control calibration with sport mode for performance driving

That’s what I think - how about you?  Please leave your comments below.

GM announced today that their 2010 full-size pickups will achieve a higher EPA rating for 2010, giving the Chevrolet Silverado and GMC Sierra the highest fuel economy in the segment (previously, the highest economy versions tied with the best Ford F150).

Silverado and Sierra 5.3L V-8 engine EPA-estimated fuel economy improves for 2010 from 14 city / 20 highway to 15 city / 21 highway MPG, while Extra Fuel Economy (XFE) models move from 15 city / 21 highway to 15 city / 22 highway MPG. This development, combined with the fact that GM’s hybrid pickups achieve an EPA estimated 21 city / 22 highway, puts Silverado and Sierra at the top in fuel economy.  This fuel economy improvement comes with no compromise in capability. Horsepower, payload, and trailering specifications remain the same for Chevy and GMC full-size pickups.

For reference, the following information is the most recent available EPA-estimated comparable fuel economy data for GM’s main competitors in this segment.

To be fair, GM is comparing its 2010 models against 2009 models for all of the above except Toyota.  Ford, Dodge and Nissan may well have a fuel economy trick up their sleeves for 2010 also.  Nevertheless, GM is showing that it takes fuel economy seriously and will do what it can to make incremental improvements without resorting to smaller vehicles with less capability.  Nice work.

Chevrolet’s Equinox was launched for the 2005 model year in 2004. Like many of GM’s entries into new segments, this one was “a day late and a dollar short”. Designed to compete against more established small SUVs, like the Ford Escape, Toyota RAV4, and Honda CR-V, the 2005 Equinox was larger on the outside and smaller on the inside than its intended competitors. It also only offered a V6 engine, while all the others had a 4-cylinder engine available. This increased costs and provided worse fuel economy than the competitors’. Interior space was also sub-par, especially in the rear cargo area. A clever shelf could be added to give 2 stories of storage, but the mechanism intruded too much on the space, even when not in use.

For 2010, the Equinox is brand new, and I recently had the opportunity to drive one for several hundred miles. The new Equinox is better than its predecessor in every way, starting with its looks. The 2010 has a better all-around look, as opposed to the cobbled-together look of the previous version. The interior is equally handsome, especially on the LT2 version with leather seats that I drove. The LT2 package includes remote start, Bluetooth, 8-way power driver seat, automatic climate control, foglamps, USB – among other goodies. This one included the 3.0L V6 engine with direct injection, good for 264hp. The base I4 gets best-in-class economy of 22 city / 32 highway. The V6 is rated at 17/25. It drives very smoothly, thanks in part to the 6-speed tranny and the independent suspension at all 4 corners. The kids enjoyed the rear-seat DVD player, which includes dual screens on the backs of the front seats. Their mom and I enjoyed listening to the iPod or XM Radio while they were watching the movies. Our tester was also equipped with a DVD navigation system to help us find our way.

The fit and finish was very good, with no noticeable gaps or color mismatches. The interior was finished in very attractive beige leather, and the seats were very comfortable and supportive for the long drive.

Gripes? Sure, there were a few, notably the IBM Selectric-like array of buttons on the dash for controlling the radio, navigation and climate. While I complained a little about the buttons at first, I quickly became used to them and their layout. Call it a B.

Another issue was the software that controls the navigation system. Having used several systems in the past (both portable and built-in), this one has a “feature” that makes no sense. When a destination is programmed, the system constantly updates the miles and time to the destination, like most or all other systems. However, this system, remarkably, updates based on some running average of the speed you are traveling. For example, if we had 120 miles/2 hours to go and encountered bad traffic that brought us to a stop on the highway, the 2 hours would gradually creep up until we were able to resume highway speeds. Other systems assume that you will drive the speed limit the entire trip, so it is never possible for the remaining time to go up, as long as you stay on your route. This makes more sense unless the ETA is tied into live traffic conditions, which is not the case here. The system is linked to the XM traffic service and thoughtfully tried to re-route us around an accident, which we ignored to our dismay.

The cargo area handled all of our bags with ease (not that we had much for a long weekend).

Overall, we thought the 2010 Equinox is a very strong entry in the small-ish SUV/crossover segment. It’s attractive and comfortable with enough power from either engine and delivers best-in-class fuel economy with the base I4 engine. What more could you want?

Overall Rating: 8 out of 10

Another shoe drops.  GM has announced that it cancelled the 4.5L Duramax Diesel engine program - indefinitely.  They released the following statement today (11 March 2009):

“Given the current economic climate, GM has reviewed and updated its U.S. product portfolio and has decided to place on indefinite hold its previously announced plan to add a Duramax 4.5L V-8 diesel engine in 2010 to its Chevrolet Silverado and GMC Sierra light-duty trucks.

Chevrolet and GMC will continue to offer a heavy duty Duramax 6.6L V-8 diesel, which is class-leading in both horsepower and torque. Light-duty truck customers can also choose from several fuel-efficient gasoline engines with GM’s Active Fuel Management mated to a six-speed transmission or a new 2-Mode hybrid that provides up to 40 percent improved city fuel mileage and 25 percent improvement in overall fuel efficiency. In fact, no other full-size pickup has better fuel economy.

GM remains optimistic that the Duramax 4.5L V-8 diesel may be a viable option in its future portfolio.”

This is truly a sad day for many reasons.  GM stood to gain revenue and share with this engine.  Diesels command a healthy premium over gas-powered vehicles and they would have been first to market in the light-duty full-size pickup segment.  Pickup buyers tend to be very loyal, but the Diesel could have tempted some Dodge or Ford buyers into a GM showroom.  So GM, its dealers and shareholders all lose money with this decision.  GM’s reputation would have gained as well.  Being first with a feature like this carries may benefits that no amount of advertising or PR money can buy.  This engine was going to be very innovative, with cylinder heads that eliminated the need for intake and exhaust manifolds.  In addition, Diesels get better fuel economy, more torque and last longer than their gasoline friends - all of which would contribute to the reputation gain mentioned above.

So why is GM pulling the plug?  There are probably several reasons.  The most obvious is an effort to save money, which is in precious short supply over at the General.  However, if this engine was scheduled to begin production this fall, the facilities and tooling have to be substantially complete, as does the engineering.  Can you say, “Sunk costs?”  Another reason is gas prices have fallen significantly in the last 6-8 months.  Lower gas prices make the advantage of Diesel’s fuel economy less compelling for customers, resulting in lower sales.  Another possible reason is posturing for the administration task force.  Maybe they think if they are shown cancelling high-profile projects, that will demonstrate the severity of the situation.  If so, they are playing a very risky game of chicken.  Cancelling a program whose investments have largely already been paid and that will make you money and improve your market share and reputation to make a point could VERY easily backfire.

I think GM is simply trying to conserve funds.  This might seem short-sighted, due to the benefits outlined above, but GM’s situation is dire, to say the least.  While certainly not the optimal solution, they are finding themselves in the position of making decisions now which will hurt them in the long-term to save them from collapse in the short-term.  The long-term only matters if it exists.

Every year for 15 years, Ward’s Auto has published its 10 Best Engines list.  Considered the most prestigious award for powertrain excellence, the 10 Best Engines award is highly coveted by automakers.  The criteria include many objective and subjective factors.  They all must be available in a regular production model priced no higher than $54,000 by early 2009.  There were 32 nominees this year.  2008 winners and any all-new or significantly changed engines are eligible.  Lest you think Ward’s only includes high-powered, sports car engines, this year’s list is highly diversified, with engines of every major type and geography represented.

The list includes engines from German (4), US (3), Japanese (2) and Korean (1) automakers.  The engines have 4-cylinders (3), 6-cylinders (5) and 8-cylinders (2) and are powered by gas (7), Diesel (2) and hybrid (1) power.  They use natural aspiration (6) and turbo (4), but no supercharging.  All of the gas engines, regardless of size, have highway MPG of 25-28 - the Diesels and hybrid are higher.  5 winners are repeats from last year and 5 are new on this year’s list.

The engines have a huge range of horsepower (140 - 376) and an even larger torque range of 136 - 425 lb.-ft.  Specific output, or horsepower per liter, is considered a measure of how well the engineers have wrung power out of the engine.  A few years ago, 60-70 hp/L was considered excellent.  The lowest figure on this year’s list (61) is the one hybrid, whose horsepower figure does not include the extra power provided by the battery.  The highest non-turbo is 87.  The turbos range from 70 - 106.

Enough of the stats!  Here are the winners this year:

Manufacturer	Vehicle Tested	Size & Type	Horsepower	Torque	HP/L	Hwy MPG
Audi	A4 Avant	2.0L Turbo I-4	211	258	106	28
BMW	135i	3.0L Turbo I-6	300	300	100	25
BMW	335d	3.0L Turbodiesel I-6	265	425	88	36
Chrysler	Dodge Challenger	5.7L Hemi V-8	376	410	66	25
Ford	Escape Hybrid	2.5L I-4 Hybrid	155	136	61	31
GM	Cadillac CTS	3.6L Direct Injection V-6	304	273	84	26
Honda	Accord Coupe	3.5L V-6	271	251	77	25
Hyundai	Genesis	4.6L V-8	375	333	82	25
Toyota	Lexus IS350	3.5L V-6	306	277	87	25
Volkswagen	Jetta TDI	2.0L Turbodiesel I-4	140	236	70	40

If you’re lucky enough to drive one of these cars, make sure you appreciate the hard work and skill of the engineers who designed and built your engine.  After all, the engine is the heart and soul of any good car or truck.