Car News Articles

Via New York Times

By JANET RAE-DUPREE

CREATING new jobs is a good way to get America’s economy moving again. That’s not the controversial part of President-elect Barack Obama’s economic stimulus plans. As usual, the devil is in the details. And innovation advocates fear that if the devil runs amok, a short-sighted emphasis on jobs over long-term productivity may bog down the economic recovery.

The problem, as they see it, is a centuries-old misconception that innovation is synonymous with automation, which in turn leads to the elimination of jobs.

“If you invest in a technology that makes something more efficient, the fear is that people will be put out of work,” says Kevin Efrusy, the venture capitalist whose firm Accel Partners is the lead funder of several important Silicon Valley start-ups, including Facebook. “But it’s just the opposite. When anything becomes cheaper, we consume a lot more of it. The overall economic effect is, you create and expand entire new industries and employment goes up.”

According to a 1995 study by the Organization for Economic Cooperation and Development, periods of high productivity — often achieved through automation — were correlated with periods of high job growth throughout the last half of the 20th century. “Innovation leads to job growth directly and clearly,” says Robert D. Atkinson, president of the Information Technology and Innovation Foundation. The data collected since that study was published continue to prove the point, he says, noting that even with the trend toward off-shoring earlier this decade, unemployment rates in the United States remained quite low until the recent economic downturn began.

While creating jobs by upgrading the nation’s physical infrastructure may help in the short term, Mr. Atkinson says, “there’s another category of stimulus you could call innovation or digital stimulus — ‘stimovation,’ as a colleague has referred to it.” Although many economists believe that a stimulus package must be timely, targeted and temporary, Mr. Atkinson’s organization argues that a fourth adjective — transformative — may be the most important. Transformative stimulus investments, he said, lead to economic growth that wouldn’t be there otherwise.

A new report by the Information Technology and Innovation Foundation presents the case for investing $30 billion in the nation’s digital infrastructure, including health information technology, broadband Internet access and the so-called smart grid, an effort to infuse detailed digital intelligence into the electricity distribution grid.

The stimulus money, he says, is “a wonderful opportunity” to integrate innovative technologies at a far faster pace than would otherwise be possible. “You’d have an economy and society within three to four years that would be a lot better than we have today,” Mr. Atkinson says, “and you’d create a lot of jobs.”

Beyond direct stimulus investments, he supports an initiative being circulated in Silicon Valley that seeks an information technology investment tax credit to foster innovation through the downturn.

Citing an Op-Ed essay on Nov. 30 in The New York Times by the economist Joseph E. Stiglitz, the Silicon Valley petition calls for a tax credit for companies that spend more than 80 percent of what they had been spending annually on information technology like computers and software.

The petition’s creator is David Thompson, the chief executive of Genius.com. “I think it’s great that they want to build more highways and bridges,” Mr. Thompson says, “but if you really want to invest in long-term job viability you need to invest in the innovation economy.”

Various organizations have previously backed such a tax credit specifically for clean technologies, biotech and broadband development. But TechNet, an advocacy group for the technology industry, is pushing for a tax credit that would underwrite innovation more broadly.

“Innovation is the lifeblood of the American economy,” says Jim Hock, a spokesman for TechNet. “We’re only as good as our next innovation. TechNet believes we shouldn’t be picking and choosing technologies to back with a tax credit. We should be technology-neutral and create an atmosphere of innovation that will let a thousand flowers bloom.”

Mr. Stiglitz, who was chairman of the Council of Economic Advisers from 1995 to 1997, noted in an interview that there has been a slow divergence between traditional economics and what may be called innovation economics.

“I’ve been a bit astonished that all the discussion around the private-sector stimulus has centered on infrastructure,” he said. “Bailouts, too, are aimed at correcting mistakes of the past, so they are backward-looking. We would be much better off spending our money forward-looking. If we spend $700 billion on new technology and innovation, we’d have a stronger, new, real economy. Up to now, the discussion has focused on the sectors that have been mismanaged rather than the sectors that are creating our future.”

Geoffrey A. Moore, a partner with Mohr Davidow Ventures and author of five best-selling business books, says that whatever form the government stimulus takes, it must focus on the nation’s greatest strength.

“America is probably the best culture in the world at failing,” he said. “We’re willing to navigate in a fog and keep moving forward. Our competitive advantage tends to be at the fuzzy front end of things when you’re still finding your way. Once the way has been found, we’re back at a disadvantage. So, yes, investing in innovation is critical.”

Janet Rae-Dupree writes about science and emerging technology in Silicon Valley.

Complete Article:
http://www.nytimes.com/2009/01/04/business/04unboxed.html?emc=tnt&tntemail0=y

200 mph convertibles are all the rage these days. The brand-new 2009 Bentley Continental GTC Speed joins the recently introduced Mercedes-Benz SLR Stirling Moss and Lamborghini Gallardo LP560-4 Spyder as deliciously impractical and overpriced luxury drop tops ready to be seen in. But the Continental GTC Speed is far different in character than those other convertible supercars, opting for classic styling, beefy lines and all the weight of a yacht without sacrificing a drop of W12 horsepower.

The 2009 GTC Speed is not so different to look at than the gorgeous “standard” Continental GTC convertible, which is already at market. A larger, black-finished grill, understated boattail style spoiler and some more throttle stab-inducing interior enhancements set the GTC Speed apart visually from the lesser Continental convertible model, but looks can be deceiving.


2009 Bentley Continental GTC Speed Performance - Big Displacement Trumps a Weight Problem


The new GTC Speed features a modified W12 bentley engine, with a much higher level of engine optimization than Volkswagen W12 motors of old, which were simply two VR6 motors smashed together. The twin-turbo GTC Speed 6.0 liter 12 cylinder is good for 600 horsepower and perhaps an even more impressive 553 lb-ft. of torque.

This is enough to propel the 5478 lb monster from 0-60 mph in a scant 4.5 seconds to a top speed of an even 200 mph with the top closed, 195 with the GTC convertible soft top down.

Even faster than the more-expensive stately 2009 Bentley Azure T, the GTC Speed is the most heartstopping convertible model ever to come out of Crewe. For a reported base price of around $220,000, buyers expect some thrills and true coddling comfort. AWD and an adjustable suspension should ensure that things can be kept calm and composed when the old money grandparents are enjoying a glass of champagne in the back.

2009 Bentley Continental GTC Speed release date is estimated spring 2009.

-RSportsCars

THE NEW GTC SPEED BUILDS ON THE SUCCESS OF THE CONTINENTAL GTC

Official Bentley Motors Press Release

(Crewe, England, 6th January 2009)

 

    * The 200 mph GTC Speed is Bentley’s most powerful convertible ever

    * The latest GTC range is refined and extended with two new models

    * The new GTC delivers enhanced style, comfort and choice

Now, the introduction of the new GTC range builds on this success with a subtle evolution of its distinctive style and a range of technical and feature enhancements benefiting comfort and customer choice. The appeal of the GTC is further strengthened by the addition of the new 600bhp (610PS) GTC Speed model. It is Bentley’s most powerful convertible ever and inspired by Bentley’s legendary ‘Speed Models’ from the 1920s.

The new GTC models share a fresh frontal appearance. The radiator grille is more upright with a more pronounced square edge, accentuating the Bentley profile, and bolder lower air intake. These latest models are further distinguished by chrome headlamp bezels, the availability of two new exterior paints and a new colour hide.

For the standard GTC, new low-friction dampers provide improved ride comfort. In addition, two significant new options may be specified on both GTC models: lightweight, fade-resistant, carbon-ceramic brakes, the largest production passenger car brakes in the world, and a sophisticated follow-to-stop Adaptive Cruise Control system with long-range radar sensor that monitors traffic ahead and manages throttle and brakes to maintain a driver-selected time gap.

The GTC’s chassis and exceptionally rigid steel body have proved more than capable of coping with the power of the 552bhp (560PS) 6-litre W12 engine. For the new Continental GTC Speed, Bentley’s twin-turbocharged W12 now develops 600bhp (610PS) that delivers true 200 mph (322 km/h) performance, with the roof up, with exhilarating, effortless acceleration. Even with the roof down the GTC Speed can reach 195 mph (312 km/h).

The Continental GTC Speed is visually distinguished by subtle design enhancements which emphasise its higher performance credentials.  At the front, the radiator and lower air intake grilles feature a dark tinted matrix as standard. Larger diameter 9.5J x 20-inch, multi-spoke alloy wheels with Bentley-bespoke Pirelli PZero ultra-high performance (UHP) tyres, lowered and uprated suspension, wider twin-rifled exhaust tail pipes and a new boot-mounted lip spoiler that enhances high speed aerodynamics, reinforce the sporting character of the Speed model. 

The GTC Speed’s 600bhp (610PS) W12 engine develops 9 per cent more power than the standard GTC. However, it is the 15 per cent increase in torque that really distinguishes the Speed model, which now develops an impressive output of 750 Nm (553lb ft). This is achieved across virtually the complete rev range, from just 1700 to 5600 rev/min, delivering that characteristic Bentley wave of torque.

The 0-60 mph sprint is despatched in a mere 4.5 seconds (0-100km/h in 4.8 seconds) and 0-100 mph in 10.6 seconds (0-160 km/h in 10.5 seconds).

 

The GT Speed coupe, which debuted in 2007, has become the top selling GT model across the globe. This was followed in summer 2008 by the 4-door Continental Flying Spur Speed. Now, the Speed family is completed with the introduction of the GTC Speed, which is expected to account for up to two-thirds of GTC sales worldwide in its first year of production.

Bentley Chairman and Chief Executive, Dr. Franz-Josef Paefgen explains the rationale behind the GTC Speed:

“The Continental GTC is an elegant Grand Touring convertible in the Bentley tradition, exciting the emotions with its distinctive blend of performance, luxury, craftsmanship and modernity. The GTC Speed completes the family of Continental Speed models and broadens the appeal of the GTC to customers who demand a more focused, open-top driving experience.”

BENTLEY CONTINENTAL GTC – NEWS IN BRIEF

Continental GTC range

    * New more upright front grille and larger, lower air intake

    * Chrome headlamp bezels

    * Retuned Servotronic power steering for improved feedback and feel

    * Optional follow–to -stop, radar–based  Adaptive Cruise Control system

    * Optional fade-resistant high-power carbon ceramic brakes (only available with 20 - inch wheels)

    * Two new exterior colours – Aquamarine & Blue Crystal

    * New interior colour – Aquamarine


Continental GTC Speed

Technical

    * 600 bhp (610PS) W12 engine, 9 per cent more power and 15 per cent more torque

    * Top speed (roof up) of 200 mph (322km/h) and 0–60 mph in 4.5 secs (0–100 km/h in 4.8 secs)

    * Top speed (roof down) of 195 mph (312 km/h)

    * Lowered suspension (10mm front, 15 mm rear) features revised spring, anti-roll bar and damper settings for optimised ride quality, comfort and refinement

    * New design 9.5J x 20-inch multi-spoke alloy wheels with Bentley-bespoke Pirelli PZero UHP 275/35 tyres

    * New ‘Dynamic’ mode for ESP 8.1 system with progressive intervention

Exterior

    * Dark-tinted matrix grilles to upper and lower air intakes

    * Bright chrome matrix grilles available as a no cost option

    * Dark tint finish to alloy wheels available as an option

    * Wider rifled sports exhaust tail pipes

    * New aerodynamic rear spoiler

    * Black lower bumper valance

Interior

    * ‘Speed’ treadplates to both doors

    * 3-spoke Sport leather steering wheel

    * Drilled alloy sport foot-pedals

    * Knurled chrome and hide gear lever

    * Diamond quilted hide to seat facings,  door pads and rear quarter panels

    * Optional turned aluminium inserts to fascia, centre console and door pad inserts.

Continental GTC

    * Power output of the standard W12 engine remains at 552bhp (560PS)

    * Top speed is unchanged at 195mph (312km/h) with a 0–60mph time of 4.8 secs (0–100 km/h in 5.1 secs)

    * Improved ride comfort with new low-friction dampers

    * Bentley ‘B’ brake pedal

Enhanced powertrain delivers more power and torque

Both Continental GTC models are powered by Bentley’s 6-litre, twin-turbocharged W12 engine which is produced exclusively at the company’s Crewe engine plant. The Bentley W12 is the most compact 12-cylinder engine in production with 48 valves and 4 camshafts with continually variable valve timing. Power is transmitted via a ZF six-speed automatic transmission.

The new Continental GTC Speed is powered by Bentley’s W12 engine in its most powerful, 600 bhp (610PS) form. It develops 15 per cent more torque and 9 per cent more power than the 552bhp (560PS) standard GTC.

Engine efficiency improvements result from the use of lower friction, lighter-weight components and a new engine management system, while twin, low inertia turbochargers with minimal turbo lag contribute to the W12 engine’s flat torque curve. In 600 bhp (610PS) form, the W12 develops a maximum torque of 750 Nm (553 lb ft) from 1700 rev/min all the way up to 5600 rev/min. The GTC Speed engine is visually differentiated by the ‘crackle black’ finish to the intake manifold.

This endows the GTC Speed with a top speed of 200mph (322 km/h) with the roof-up and a 0-60mph sprint time of just 4.5 seconds (0-100 km/h in 4.8 secs).  It also accelerates from 0-100 mph in just 10.6 seconds (0-160 km/h in 10.5 seconds).

The six-speed transmission can be left in two fully automatic modes (Drive and Sport) or used as a clutchless manual where the driver can change gears sequentially, via either the gearlever or paddles mounted behind the steering wheel.

The advanced continuous all-wheel drive system of both GTC models provides exceptional traction in all weathers.  The drive is transferred between the front and rear axles via a highly sensitive centre Torsen differential. If the differential detects a deviation in torque demand between the two axles it automatically sends more power to the wheels with greater grip.

Both the GTC and GTC Speed also feature an advanced electronic stability programme (ESP 8.1). The ‘Sport Traction’ mode for the GTC moderates ESP intervention at low speeds, benefiting driver interaction and control, particularly on low traction surfaces. The ‘Dynamic Mode’ of the GTC Speed allows increased wheel slip at higher speeds compared to the standard chassis. This ensures that torque is reinstated more quickly, allowing the driver to exploit the full potential of the engine.

Brian Gush, Director, Chassis and Powertrain Engineering, comments:

“The new GTC Speed exemplifies our passion for creating cars that deliver exceptional performance and driving enjoyment.  It is a driver’s car which will redefine people’s expectations of what a luxury convertible can achieve.”

A luxury convertible with outstanding ride and handling

The Continental GTC’s steel body has an exceptionally rigid torsional stiffness of around 30Hz that not only minimises ‘scuttle shake’ but provides a very stable platform for the aluminium-intensive suspension system, optimising its performance. Despite the boost in power and torque for the GTC Speed model, no changes to the body structure were required.

For the 552bhp (560PS) GTC, new low-friction dampers provide improved secondary ride (the response of the car to poor road surfaces) and even greater levels of comfort.

The GTC Speed has a range of dynamic enhancements that deliver a more sporting, open-top Bentley driving experience. The retuned Continous Damping Control (CDC) system ensures that the body response matches the inputs from the new sports wheels and tyres, while improved body control reduces pitch and roll when cornering enthusiastically. In addition, stiffer rear axle bushes deliver better axle control and turn-in response.

The GTC Speed’s suspension is lowered by 10 mm at the front and 15 mm at the rear for improved handling, while the retuned speed-sensitive steering system and solid-mounted front subframe, shared with the standard GTC, benefit steering response.

The wider 9.5J x 20-inch multi-spoke alloy wheels, unique to the GTC Speed, are fitted with bespoke 275/35 ZR20 Pirelli PZero ultra-high performance tyres that provide the car with superior grip as well as sharper steering response and feel.

 

To ensure optimum aerodynamic balance at speeds up to 200 mph (322 km/h) the new GTC Speed is fitted with a discreet spoiler on the trailing edge of the bootlid. This provides additional downforce and increases the top speed.

For both models, Bentley’s carbon-ceramic brakes (CCB) are offered as a cost option.  Larger diameter (420 mm front, 356 mm rear), lightweight discs and eight-piston callipers offer fade-resistant braking performance with minimal disc distortion under high thermal conditions.  A 20kg weight saving reduces unsprung mass and benefits steering response and handling. This braking system may only be specified with 20-inch diameter wheels and are the largest and most powerful brakes ever fitted to a production car.

The standard-fit tyre-pressure monitoring system (TPMS) allows drivers to select tyre type and speed range parameters.  As well as monitoring pressures, the system warns drivers if their speed is too high for the tyre pressures or if tyre speed ratings are exceeded on winter tyres.

Commenting on the GTC Speed’s character, Dr. Ulrich Eichhorn, Member of the Board, Engineering, said:

“The GTC Speed offers supercar performance, superb refinement, comfort and unrivalled craftsmanship all in one car. It perfectly evokes the spirit of the original Bentley ‘Speed Model’ of the 1920s.”

Subtle evolution of the GTC’s distinctive style


Both the GTC and GTC Speed benefit from subtle revisions to their frontal appearance.

The matrix grille is now more vertical and has a more pronounced square edge that accentuates the distinctive Bentley profile. A new lower bumper design with a widened air intake reinforces the sporting stance of both GTC convertibles, complemented by new chrome headlamp bezels. The new design also provides a practical benefit by improving airflow to the more powerful Speed engine by 14 per cent.

The GTC Speed has a unique set of design cues, notably a dark-tinted matrix grille to the upper and lower air intakes, a black lower bumper valance, wider, rifled exhaust tailpipes and 20-inch, silver-painted, multi-spoke alloy wheels. The wheels are available as an option with a special dark tint finish.

 

GTC and GTC Speed customers have a choice of 17 ‘standard’ paint colours including two new colours (Aquamarine and Blue Crystal).

Luxurious hand-crafted cabin

The cabins of both GTC and GTC Speed are available with a choice of 6 natural, unbleached, laser-cut wood veneers and 17 premium grade leather hides, including the new option, Aquamarine.

The GTC Speed’s cabin is based on that of the Mulliner Driving Specification (a cost option on the standard GTC). It features diamond quilted hide seats with embroidered Bentley emblems, a knurled chrome and hide gearlever and a three-spoke multi-function steering wheel with brushed aluminium switch surround. These are complemented by drilled alloy foot-pedals and ‘Speed’ logos to the polished treadplates. The standard GTC also receives a new Bentley ‘B’ brake pedal.

A range of options give further opportunities for personalisation, including fascia panels, centre console, door pads and rear quarters in bright aluminium. Uniquely, the GTC Speed is also available with a dark tint aluminium option.

New adaptive cruise control system

A sophisticated follow-to-stop, radar-based Adaptive Cruise Control (ACC) system is now available on both GTC and GTC Speed. It uses a long-range radar sensor, mounted in the lower front grille, to monitor the road ahead for other vehicles.  When a slower moving vehicle is detected, the system automatically adjusts the throttle or brakes to maintain a ‘time gap’, as selected by the driver.

GTC and GTC Speed interior key features:

    * Electronically powered, insulated three-layer fabric roof folds flat in 25 seconds

    * True 2+2 configuration

    * Fully adjustable electric front seats incorporating three-position memory (seats, steering column, exterior mirrors) and electric lumbar control with optional massage facility

    * Rear seat panel removable to reveal lockable ski hatch

    * Electronic climate control system

    * Comprehensive infotainment system includes:

- DVD satellite navigation system with route guidance and post-code entry

- Optional television tuner (except for US market)

- Climate control operation

- Computerised suspension control operation (damper and ride height settings)

- 6-CD auto changer in glove compartment

- Optional Naim for Bentley premium audio system featuring 1100 Watt amplifier and 14 speakers

    * BluetoothTM remote SIM access profile telephone system with wireless connectivity for rSAP-enabled telephones, most BluetoothTM-enabled telephones and onboard SIM-card reader

    * Telephone voice dialling (n/a Japan)

    * Keyless entry and keyless ignition system

    * Power latching of doors for easy exit and entry

    * Console-mounted start/stop button

    * Electronic park brake with move-off assist (move-off assist n/a for USA)

    * Column-mounted gearshift paddles for sequential gear shifting

    * Stainless steel-faced foot pedals and driver’s footrest

    * Comprehensive anti-theft and immobiliser systems

    * An advanced rollover protection system is installed beneath the rear headrests - two reinforced steel hoops deploy in a split second when a potential roll-over situation is detected

This spy photo prove that the facelift handed down to Porsche’s 911 line and given to the Coupe, Cabriolet, Targa and Turbo models recently, will soon become available for the high-performance GT3 RS, too.

The new GT3 RS test mule was caught in the French mountains were it was testing on public roads.

As you see, cosmetic changes have been limited and the car will retain its “GT3 RS” side decals, coloured wheels, decorative strip and side mirrors finished in contrasting paint.

RS’s weight-saving components will include a polycarbonate rear window, and carbon fibre bonnet and rear wing. The 3.6-litre flat-six, which it shares with the GT3, will be required to pound out 305 kW. This will propel the car to 100 km/h in 4.2 seconds before it goes on to hit a top speed of 310 km/h.

• Competes with: Acura TSX, Lincoln MKZ, Lexus ES
• Looks like: Buick might have hope yet
• Drivetrain: 255-hp, 3.0-liter V-6 or 280-hp, 3.6-liter V-6 with six-speed transmission; front or all-wheel drive
• Hits dealerships: Late summer 2009

Buick is hoping its complete redesign of the LaCrosse sedan will be as successful at bringing in new buyers as its Enclave crossover was last year. After perusing the specs and these eye-catching pics, we’d have to say it’s got a shot, especially compared to the model’s sedate predecessor. 

The new LaCrosse may look more compact than the 2009, but it’s only 1.1 inches shorter. It’s nearly 500 pounds heavier, however, and that’s without the optional all-wheel drive. Not to worry: The 2010 offers a pair of more powerful direct-injected V-6s that should return mileage similar to the outgoing model’s 17/28 mpg. Both are based on Cadillac’s new V-6.

In the base LaCrosse CX and midlevel CXL, drivers get the 255-hp, 3.0-liter V-6 that was introduced in the 2010 SRX a few days ago. The old LaCrosse had 200 hp. The CXL will also have optional all-wheel drive. The top-of-the-line CXS will have the same 3.6-liter V-6 as Cadillac’s CTS, but with less horsepower, at 280. Both engines are teamed with a six-speed automatic transmission. Mileage numbers have not been released, but we’d expect the CXS to do slightly better than the CTS’ 17/26 mpg.

The LaCrosse is based on GM’s new global midsize sedans, but is slightly larger. GM has not revealed interior specifications, so we don’t how headroom, legroom and the size of the trunk measure up. Because it’s based on the global sedans, we expect/hope that the new LaCrosse will handle better than the old one; perhaps the characteristic floaty driving feel of big Buicks is at an end. The company promises “quiet tuning” to keep the cabin isolated from road and wind noise.

Oh, and did we mention the gadgets? Standard features weren’t broken down, but offered in the car will be navigation, Bluetooth, a USB port, a backseat DVD system with dual screens, and more. Buyers will be lucky if the USB input comes standard. And yes, it has a Heads Up Display too.

Pricing for the 2009 LaCrosse starts at $25,640, and we’d hope the 2010 stays near that mark. Because of the advanced engines, though, it’s more likely to start around the $28,000 range to be competitive with the Acura TSX, which starts at $29,000. More photos below. 

When it comes to export programs to the US, Holden can’t win a trick. Nor, for that matter, can the Australian car industry.

The latest bad news comes with the announcement that Pontiac has scrapped plans to sell the Holden Ute, which it had already named the G8 ST sport truck and was planning to put in dealerships towards the end of 2009.

Already the regular Pontiac G8 (the US version of our Holden Commodore) isn’t selling particularly well. There are apparently thousands waiting to be sold , and Pontiac only managed to shift about half of the 30,000 it was hoping to sell each year.

It’s fair to say Australia hasn’t had a brilliant run with exporting cars to the US. Mitsubishi sold a handful of Magnas to the US, but they’re a rare breed. The Holden Monaro was sold in the US as a Pontiac, but the understated styling of the original meant it never sold anything like the numbers hoped. The fact it was exported when the Australian dollar was high also hurt the program’s profitability.

Ford, too, had a crack at selling Capris to the States almost 20 years ago, but the quality problems created more headlines than the car itself.

It’s a shame given the size of the US market and the success Australian car makers have in exporting to other countries. Toyota last year exported more than 100,000 vehicles – the first time a local car maker has ever hit the tonne – with many going to the Middle East.

Holden also exports Commodore-based cars to countries such as China, Korea and the Middle East.

Even with the current global economic disaster in the US , I reckon the Holden Ute could have succeeded. Unlike the massive trucks so many Americans buy, the Holden Ute is smaller, and Americans are downsizing faster than anywhere in the world. Even though it’s powered by a V8, it’s also more economical than those other big trucks.

It’s a shame we didn’t get to see how the Ute could have gone, because it’s a unique offering in America, and for that reason I’d be surprised if it couldn’t carve itself a handy niche.

Toby Hagon

The savaged local car industry has received another blow with General Motors in Detroit axing plans to import an Aussie-built Holden ute.

GM Holden’s Elizabeth plant was due to start gearing up to build the Commodore-derived Pontiac G8 ST ute within months, with shipments due to start at the end of the year.

With projected exports of up to 5000 V8 utes a year, the decision is a blow to Holden’s Adelaide manufacturing base.

Detroit-based Pontiac spokesman, Jim Hopson, said the decision to cancel the export program was taken “as part of a vehicle review associated with GM’s long-term viability plans”.

“The G8 ST did not fit the future vision of Pontiac as a sporty car brand.”

“However, this decision does not affect other Pontiac G8 models, including the recently launched G8 GXP.”

GM Holden spokesman, Jonathan Rose, confirmed the program had been halted.

“We had that confirmation overnight,” he said. Rose said even if the US market picked up this year any decision to re-activate the ute export program was up to Pontiac.

“It would clearly be a Pontiac decision,” he said.

The Pontiac decision does not affect exports of the G8 sedan, which is based on the Commodore sedan. However, because of the slump in North American car sales, Pontiac has sold just 15,000 G8s, half the expected forecast.

The North American and Middle East markets are GM Holden’s most important export markets.

- Herald Sun