Don't mess with Granny...

Cadillac Converj Luxury Concept Coupe to be at Seattle Auto Show

The Cadillac of Electric Vehicles...

The stunning four-passenger Cadillac Converj luxury coupe concept rvehicle has been confirmed to appear at this year's Seattle Auto Show. The Converj reveals how GM technology can deliver up to 40 miles of gas and emissions-free electric driving with extended-range capability of hundreds of miles. The car's Voltec electric propulsion system is made up of a 16-kWh, T-shaped battery, an electric drive unit, and a four-cylinder engine-generator.

It uses electricity as its primary source to drive the car. A thermally managed battery pack contains more than 220 lithium-ion cells that provide the primary power to drive the Converj electrically up to 40 miles without using fuel or producing tailpipe emissions. A technologically advanced driver center increases efficiency and reduces the draw on the battery.

Features include:
• Touch-screen navigation, climate, center-stack controls and audio systems
• Screen displays for features including regenerative braking, battery charge level and power output
• No inside rearview or outside mirrors; cameras provide surrounding images on a screen placed high on the instrument panel for a full, panoramic view
• Push-button ignition and power-folding front seats

The Seattle Auto Show, presented by State Farm and sponsored by AutoTrader.com and BECU, will feature hundreds of new 2010 vehicles, including fuel-efficient hybrids, versatile vans, go-anywhere trucks, plus energy-wise electrics, eye-catching exotics and rare concepts at Qwest Field Event Center, Nov. 11-15.

Potential buyers can also apply for on-the-spot financing from BECU.

Hours: Wed.-Fri., 1 to 8:30 p.m. Sat. 10 a.m. to 9 p.m. Sun. 10 a.m. to 5 p.m.
Tickets: Adults $11, Seniors $9, Children 12 and under, free, with a paid adult, courtesy of AutoTrader.com Parking: Qwest Field Event Center, Union Station and nearby lots
Online: www.seattleautoshow.com
Info: 206-542-3551

Five Finalists Announced for the 2010 Green Car of the Year®

Winner to be Announced During an LA Auto Show Press Conference on Dec. 3

Green Car Journal has announced its five finalists for the 2010 Green Car of the Year®,. They are the Audi A3 TDI, Honda Insight, Mercury Milan Hybrid, Toyota Prius and Volkswagen Golf TDI. For the fifth consecutive year, the award will be announced during a press conference at the Los Angeles Auto Show press days, Dec. 3.

The Green Car of the Year® award is a program that honors environmental leadership in the automobile field and recognizes vehicles that are readily available to consumers during the award year. Green Car Journal editors perform an exhaustive review of vehicle models to identify the five finalists. The winner is ultimately decided by jurors such as Jay Leno, Jean-Michel Cousteau, Carroll Shelby, Matt Petersen of Global Green USA and the Sierra Club's Carl Pope, along with Green Car Journal editors.

"We're seeing the trend for 'green' cars emerging at all levels, from entry-level cars to luxury models, and even performance cars and SUVs/crossovers," said Ron Cogan, editor and publisher of the Green Car Journal and editor of GreenCar.com. "Plus, an array of technologies and fuels as well as strategies like lightweighting and reducing rolling resistance are being applied to the challenge. Greater choice provides buyers a personal stake in lessening environmental impact, and that's important."

This year's finalists reflect this diversity. For the first time an Audi makes the final five with its sporty A3 TDI clean diesel. Volkswagen's new Golf TDI shows an expanding focus on clean diesel technology in the VW lineup. The Insight is a completely new hybrid sedan for Honda and the 2010 Toyota Prius is a totally redesigned, third-generation version of this popular hybrid model. The Milan Hybrid is Mercury's application of its advanced-hybrid technology in an upscale mid-size sedan.

Hyundai Genesis offers surprisingly luxury at a value price

By Lary Coppola

Everyone who saw the 2009 Hyundai Genesis during my test drive period had two universal reactions: They were impressed by the total luxury, and outstanding styling of this car — and shocked to learn it was a Hyundai.

The Genesis is a totally new, rear-wheel-drive luxury sport sedan. With a standard 290-horse V6, and available V8 power, the Genesis is a bona fide competitor to the Lexus GS, BMW 5 Series, Infiniti M, and Mercedes-Benz E-Class, but at $36,000 as tested, value priced along the lines of the Chrysler 300.

Hyundai was best known for building econoboxes, and as the new vehicle of last resort upon it’s entrance to the American marketplace. However, the Korean automaker has moved systematically upmarket for several years, and the Genesis is the culmination of that journey, being the company's most luxurious — and expensive — vehicle.

Walkaround: The Genesis is built on Hyundai’s all-new rear-wheel-drive platform, and sized similar to the Nissan Maxima, Dodge Charger and BMW 5-Series. It looks like a styling collaboration between Mercedes and BMW, with a politely aggressive, yet somewhat sedate, appearance.

The trapezoid-shaped grille and front-end design are obviously Mercedes-inspired — sans the rounded headlights. Hyundai opted for more modern, eye-slit, standard halogen headlamps. The available Technology Package includes auto-leveling high-intensity discharge adaptive headlights that point into turns for improved night vision.

Fog lights are standard on the lower fascia, which features a large air intake. Styling lines originate at the grille, flow easily into the hood, and terminate at the front A-pillars. The rest of the Genesis features an angular, BMW-inspired silhouette, right down to the dogleg shape of the rear pillars, instead of the softer, rounder Mercedes look.

The upper beltline flows from the front wheel openings to the taillights with a kickout at the bottom of the doors. Standard 17-inch wheels, or available 18-inchers, fill the wheelwells.

The Genesis has the same high trunk line pioneered by BMW and now standard for several manufacturers. The discreet, chrome Hyundai badge on the decklid is the vehicle’s only ornamentation.

Interior: The Genesis is luxuriously appointed, with tight tolerances, a leather-wrapped dash, soft-touch materials, leather seating surfaces, with heated seats, and finished in wood and aluminum trim highlighted with chrome accents. Front and rear seating room is exceptional.

Instrumentation is easy-to-read and electroluminescent, with white numbers on a black background and blue accents. Power windows, mirrors, door locks with remote, and steering-mounted audio controls are all standard. The available navigation system includes voice activation with a multimedia interface much easier to use than those from most luxury manufacturers — and especially BMW. An iPod interface is standard, as is an AM/FM/6-CD audio system that includes XM satellite radio, USB and auxiliary input jacks, along with Bluetooth hands-free phone capability. There’s also an optional 17-speaker, kickass Lexicon audio system with 7.1 surround sound that will blow you away, and an available 40 GB hard drive that holds music files and navigation map information. Music can be loaded from CDs or through the USB interface.

Safety features include dual front airbags, front and rear side airbags, curtain side airbags, tire-pressure monitor, electronic active front head restraints, antilock brakes with brake assist and electronic brake-force distribution, traction control, and electronic stability control.

Front and rear park assist and a rearview camera come with the optional Technology Package.

Under The Hood: The Genesis marks the debut of Hyundai's first V8, a 4.6-liter dual overhead cam engine putting 375 ponies to the pavement. It has an abundance of smooth, willing power and boasts decent fuel economy. Our test model was equipped with the standard 290-horse 3.8-liter V6, that delivered all the go you need, with the added benefit of an extra mpg’s — it’s rated at 18/city and 27/highway. Each engine is mated to a different, smooth-shifting, six-speed automatic transmission. Both feature Hyundai's Shiftronic manual shift gate.

Behind The Wheel: The Genesis is touted as a sport sedan, and true to form, delivers smooth handling and easy power on twisty, winding roads. Overall, it has a pretty nimble feel, sliding easily through turns. But while the V6's hydraulic steering has a positive feel, it can bind slightly in quick changes of direction.

The Genesis ride is comfortable and quiet, ironing out bumps with little impact on passengers — and it doesn't wallow or float like some other Hyundai’s. The ride can get somewhat bouncy over rough pavement at highway speeds, and it's not quite as agile as top performers such as the Infiniti M, but overall, the Genesis is a highly legitimate sport sedan.

Whines: Paddle shifters are a glaring omission. The Navigation screen is the central control point for navigation, trip computer, audio, Bluetooth phone, climate control, and settings in the Driver Information System. It uses a large rotating knob and six buttons. Three would be better. The iPod interface works well, but returning to a previous menu always starts it over alphabetically instead of the last spot visited. Nonetheless, other manufacturers — especially BMW and Audi — should take a lesson from the simplicity of Hyundai's multimedia interface.

Bottom Line: The Hyundai Genesis is a luxury sedan offering lots of features for the dollar, and is a surprisingly capable, legitimate sports sedan. While not quite up to the high standards of the high-dollar European and Japanese luxury cars the Genesis aspires to be, it is a seriously viable alternative — and better appointed than most American luxury sedans — except perhaps the Cadillac CTS. If you’re in the luxury sports sedan market, you’d be remiss not to drive the Genesis before making a final decision.

2010 Nissan 370Z roadster upgrades an already great ragtop

By Lary Coppola
I confess, I’ve always been a ragtop guy, having owned about a dozen in my life. That’s why when given an opportunity to test drive one, I’m always first in line with my hand up — as was the case recently when Nissan invited me for a test drive over some of California’s finest mountain roads out to the coast, and a ride up the Pacific Coast Highway.

Building a really good convertible is complicated. There’s a lot more to it than just hacking the roof off — things like rigidity and stiffness for example — not to mention basic design issues.

The first–generation Nissan 350Z Coupe was a great car, praised by press and the public alike. But the original roadster sort of took the “hack the roof off” approach, and some of the main things I loved about the 350 — its poise, style, and handling — were compromised somewhat by the roadster’s added weight and lack of stiffness. Not nearly as much as say, the Chrysler Sebring or Toyota Solara — but compromised somewhat just the same.

The new 370Z Roadster is a huge departure from the original — being designed and engineered from the ground up as a droptop. Nissan Vice President of Design, Bruce Campbell, told me, “The difference between this car and the coupe, is that we started from zero knowing we were going to build a roadster.”

Walkaround: The 350Z Roadster looked almost like a stepchild with the top up, and even lowered, the long, flat rear end seemed oddly out of sync with the coupe’s sexy lines. The new 370Z roadster remedied those quirks. Nissan moved the latch point of the roof rearwards, giving it more coupe-like lines with the top up. The Z’s rear quarters also have a nice arch, highlighted by flared-out rear wheel wells, a wider stance, shorter wheelbase and overall length, with lines flowing smoothly into the boomerang-shaped headlights and taillights. The total package is much more Z-like than the original.

The one-touch power roof is fully automatic, with no latches or levers — and neatly stowed with the steel tonneau locked in place in just under twenty seconds. In addition, Nissan scratched the vinyl, with a new cloth top and an interior headliner adding a more upscale feel.

New is the ability to operate the top from outside (nice, if you live in say, Arizona or Florida) via a button on the door handle, and the ability to open and close it while moving up to 3 mph.

Interior: Like the coupe, the cockpit layout is driver intuitive, with amenities basically the same as the coupe, except for the available high-back ventilated leather seats with optional heating and cooling on the Touring model. Instrumentation is larger than previously, although it all still moves as a unit with the tilt steering wheel. Power windows with one-touch auto up and down, power mirrors and door locks, cruise control, security system and a myriad of airbags are all standard.

Like the coupe, storage space is limited, but there is room in the trunk for a golf bag, which wasn’t the case previously.

Technology upgrades include Nissan’s standard Intelligent Key; a touch-screen navigation system; an optional 8-speaker Bose audio system, with 6-CD changer; available XM satellite radio, with XM NavTraffic and NavWeather; DVD playback capability; a 9.3 GB Music Box hard driv; iPod interface; Bluetooth hands-free phone system, and Bluetooth streaming audio.

Under The Hood: Nissan’s highly versatile V6 has been praised repeatedly and universally as the best powerplant since the small-block Chevy and Cadillac Northstar. This configuration of it puts an impressive 332 horses to the highway at 7,000 rpm, while delivering 270 ft. lbs of torque at 5,200 rpm, thanks to Nissan’s 4-valve per cylinder variable valve event and lift control system.

The V6 is married to a standard six-speed manual transmission, or a seven-speed automatic with manual mode and steering wheel mounted paddle shifters.

Behind The Wheel: Compared to the 350, the new 370Z’s body stiffness enhancements are impressive. What’s more, the 370Z Roadster is 150 pounds lighter than the 350.

Our drive route took us through winding mountain forest roads, driven primarily in second, third, and fourth gears. Chassis flexibility was solid, with the added weight never compromising the Z’s handling through tight turns. Because most of the added weight sits just behind the cockpit, the drive wheels have added stability, eliminating the tendency for the back end to come around when pushing it hard through a turn.

Steering is crisp and confident, and braking is outstanding. The roadster really hugs the corners when pushed hard and is just downright fun to drive like that.

The low driver position still allows unobstructed visibility, with the windshield top high enough that the A-pillar was never directly in my line of sight.

Whines: Tire noise is loud at speed, and when driving with the top up there’s quite a bit of interior wind noise (not unusual with most convertibles). But combined with the tires, and depending on the road surface, it can get pretty loud.

Bottom Line: The small differences between the 370Z Roadster and coupe are minimal. Because the two are so similar, buyers need to remember the roadster isn’t a toned-down version of the coupe like some marketplace competitors. Like the coupe, it’s a strong, hardcore sports car, and starting at $36,970, it’s a terrific value.

Auto Dealers Scholarship Program Announced

For the third consecutive year, the Washington State Auto Dealers Association (WSADA) will award scholarships to graduating high school seniors. The 2010 WSADA scholarship program encourages students to learn how a new car and truck dealer’s charitable activities affect their community’s wellbeing.

“Washington’s franchised new car and truck dealers donate millions of dollars to charitable and civic organizations,” said WSADA Executive Vice President Vicki Giles Fabré. “Our dealer members as individuals are very active in supporting education, so it is particularly appropriate and rewarding to help young people realize their academic goals as an organization.”

Applicants are asked to design a poster or flyer promoting an organization or event a dealership supports, and write an article or press release explaining how the dealership’s involvement makes a difference for the organization and the community.

“The WSADA scholarship program has really grown these past two years,” Fabré said, “and I’m excited to have students discover the important role dealers play in not only the economic but the overall well-being of their communities.”

More information can be found at www.wsada.org/scholarship. Application deadline is March 6, 2010.

Maserati Debuts New GranCabrio

The GranCabrio, the first four-seater convertible in the history of Maserati, made its international debut at the Frankfurt International Auto Show. The GranCabrio - the third prong of the Trident - completes Maserati's product line-up that now consists of three different families of models: Quattroporte, GranTurismo and GranCabrio - sedan, coupe and convertible.

The open-top GranCabrio is pure Maserati. It is a Maserati in the truest sense, with an unmistakable Pininfarina design, spacious interior, handcrafted details, driving pleasure and high performances. The Maserati GranCabrio touches all five senses in an open-air experience that retains all the typical comfort and performance brio. Like all Maserati's open-top models, the GranCabrio is a special car intended for true connoisseurs.

The Maserati GranCabrio is powered by a 4.7 liter V8 engine paired with the fluid 6-speed automatic transmission. In Sport mode, the V8 gives the driver and passengers the full power of its 433 horses.

The body of the Maserati GranCabrio has been thoroughly overhauled. Despite the lack of an overhead frame and a wheelbase at the top of its class, it guarantees the best possible performance in terms of structural rigidity. This enhances the smooth handling, safety and comfort of the car, and fully exploits the powerful, efficient mechanics.

The newly-designed bearing monocoque has been made using materials and technologies designed especially to optimize weight: the bonnet and cross beams are made from aluminum, while the boot is made from SMC (Sheet Molding Compound). The excellent weight distribution also facilitates excellent on-the-road dynamics and improved safety, in combination with the vehicle's control systems. These include, for the first ever Hydraulic Brake Assist (HBA), which optimizes brake performance both in frequent use and in emergency situations.

Passenger comfort onboard the Maserati GranCabrio also comes from the perfect integration between the vehicle's top and its main systems, guaranteeing maximum efficiency and drivability in all conditions. The automatic dual-zone climate control function optimizes the conditions inside the car, adjusting the internal temperature and the intensity of ventilation depending on the outside temperature, heat of the sun, and air humidity.

By capitalizing on the close collaboration between Maserati engineers and BOSE technicians on the GranTurismo, the GranCabrio has been equipped with a BOSE audio system that adds another dimension to open-air music.

The Maserati GranCabrio is fitted with Skyhook suspension as standard. The braking system uses high performance dual-cast technology, developed in collaboration with Brembo and already successfully employed on the GranTurismo and Quattroporte.

The GranCabrio's roof is strictly canvas-made, emphasizing the link with the Maserati tradition. Aerodynamic, aero-acoustic efficiency and the desire to make the GranCabrio a car suitable for all year driving are the principles which led the Maserati technicians to develop a three-layer canvas hood. Not only does it offer ample opportunities for customization, but it also adds considerable benefits in terms of on-the-road dynamics, as the car's centre of gravity is lower. In 28 seconds, passengers can enjoy the thrill of the open-air experience, activating the open/close mechanism even when the car is moving.

For more information, visit the Maserati GranCabrio's dedicated minisite.