#hhr ss

[thecargays]

5 Sleeper Cars You Never Considered

5. 1997-1999 W210 Mercedes Benz E300 TurboDiesel

We’re starting this list with a lesser known beast, at least in North America. From 1997-1999, Mercedes Benz produced the W210 E300 Turbo Diesel, featuring the OM606, inline 6, turbocharged diesel making a whopping 170 horsepower and 240lb-ft of torque. Granted, it may not be much of a sleeper in stock form, but the W210 E300TD hides a monster underneath it’s hood. Daimler’s OM606 in turbocharged form is known to reliably make big power, and is colloquially known as the diesel 2JZ. Simple mods, like a piggy back ECU, can easily unlock up to an extra 100 horsepower and torque; while more impressive, big turbo builds are known to get into the 600 club with ease. 

While more common in Europe and Asia, a sedan variant of the W210 E300TD was brought to the US, and can be found anywhere from $6,000-$10,000 in 2023 depending on mileage and condition. Values are starting to climb as the aftermarket community is realizing the tuning potential of these robust engines, so I’d keep a keen eye out for a good deal on one before they become subject to the drift tax. 

4. 2009 Chevrolet HHR SS Panel Van

Made for just a single model year, the Chevrolet HHR SS Panel Van is on the short-list for becoming a collector car. Largely a product of the age of the nostalgic, classic recreations of the early 2000s, GM found it fitting to add the proven Cobalt SS powertrain to the HHR platform. Featuring the familiar, 260 horsepower, 260lb-ft torque, Ecotech Turbo-4 and 5-speed manual, the HHR SS was a sleeper right out of the box. Factoring in the significant aftermarket support, the practicality of a panel van was the pièce de résistance of the HHR platform. 

With the HHR SS Panel being sold only in 2009 and in extremely low quantities, it’s a challenge to find any for sale. Don’t be surprised to see figures over $20,000 for a decently maintained example. 

3. 2019 Buick Regal GS 

While not the “sportiest” option on this list, the 2019 Buick Regal GS offered a middle-of-the-road option in the mid-size sport sedan class. With a 3.6 liter V6 making 310 horsepower and 282lb-ft of torque mated up to a 9-speed automatic driving all four wheels, it wasn’t exactly a slouch. From the factory, it offers 5.4 second 0-60 sprints, making it a solid stoplight racer. Its Buick nameplate, poor marketing, and lack of aftermarket support led to few sales, and even fewer knowing the significance of the “GS” badging. This makes for an ideal, under-the-radar sleeper. 

Being a newer model on this list, it’s not uncommon to find a Regal GS selling for over $30k, especially with lower mileage. 

2. 2017-2020 Lincoln MKZ 3.0TT AWD/2017-2019 Ford Fusion Sport 

The Lincoln MKZ 3.0TT AWD and Ford Fusion Sport share a spotlight on this list, just as they shared most everything else. Built on the same platform, there are only a few key differences between the models. The 2017-2019 Fusion Sport was largely a parts bin special, featuring brakes from the Ford Edge Sport, adaptive suspension from the shared MKZ, and Ford’s widely used 2.7 twin turbo, Ecoboost V6 driving all four wheels. This produced an impressive 325 horsepower and 380lb-ft of torque, competent handling, and total sleeper status as the general public would struggle to find the difference between the Sport, and the Fusions on their local rental car lot. The MKZ took it a step further, though, using Ford’s 3.0 twin turbo V6, cranking out 400 horsepower and matching torque from the factory. Similar to the Fusion, the MKZ 3.0TT AWD is hard to separate from its hybrid and lower trims commonly used for Uber Black, but it’s proven itself to be a straight line beast. From the factory, the MKZ would hit 60mph in 5 seconds flat, and on to a 13.5 second quarter mile. With just a few supporting mods and a tune, these cars make enough power to shave a full second off of those times with ease, provided you don’t snap an axle on the launch. If you’re a glutton for torque steer, the engineers at Ford thought it’d be fun to offer the same, 3 liter, twin turbo, V6 powertrain with front wheel drive, albeit with 50 less horsepower. 

Being produced until 2020, the MKZ is another newer entry on the list, and prices tend to range from $25k-40k depending on mileage, trim, and options. While offering fewer luxury features, the Fusion Sport is typically more budget friendly, ranging from $18k-30k.

1. 2007 Mercedes Benz R63 AMG

Yes, Mercedes Benz earned two spots on this list, but I assure you, this is well deserved. While it’s up for debate as to what car segment the R-Class belongs to, it’s commonly referred to as a minivan. Having three rows of seats, a slightly elevated driving position, and being optimized for luxurious family cruises, it’s hard to imagine how this made it to the number one spot on our list. Enter the R63 AMG. The mad scientists in Stuttgart crammed the iconic 6.2 liter, naturally aspirated, M156 V8 under the hood. It made 503 horsepower and 465lb-ft of torque, driving all four wheels via the AMG Speedshift 7G-Tronic 7 speed transmission. Despite being a heavyweight at over 5000lbs, the R63 rocketed you and your 5 additional passengers and their luggage to 60mph in around 4.5 seconds. Aside from the AMG badging, the R63 is as inconspicuous as they come, that is until the roar of the V8 comes screaming past you at over 7,000RPM. 

Finding an R63 is tricky. With only 200 made for one model year, they tend to sell between $30-$50k according to the listings on Bring a Trailer. 

#thecargays #car blog #autos #sleeper car #sleeper #cars #mercedes benz #mercedes #benz #e300 #diesel #om606 #turbo #w210 #chevrolet #chevy #hhr ss #panel #van #minivan #panel van #hhr #ss #buick #regal gs #regal #gs #gm #ford fusion sport #lincoln mkz

[f-yeahimpalass]

#chevrolet #impala ss #hhr

[bellygunnr]

[Photo from this article]

This is a Chevy HHR. This is a Chevy HHR in the "panel van" configuration.

This is a Chevy HHR Panel van SS. In this specification, this car boasts the turbocharged 4-banger from quirky gems like the Pontiac Solstice, Saturn Sky, and Chevy Cobalts. Unfortunately, unlike these roadsters, it's a goddamn van meant to butt heads with the PT Cruiser and has no business hosting 260 horses or a 5-speed manual.

But it does. And two-hundred-something souls thought it'd fit their lifestyle, so two-hundred-something units exist, languishing as relics of the bygone era of 2008 in junkyards or backyards or as faithful companions to anyone silly enough to still drive these things.

Look at it.

My first exposure to a Chevy HHR SS, with the windows, was a car show. None of them liked this car. The car, spec'd for road courses and awards to its name, did not receive a single kind word in the 10-15 minutes I spent in earshot of it. It was an oddity, a strange animal, an unfortunate, confused beast, in the land of Ferraris and cosseted muscle cars.

And I get it! I get it! Look at this fucking thing! The unfortunate bloated cousin of its peers! You'll look at the Ion and Cobalt and go, what the fuck? How did we get here? Who would own this? Why do you own this, if you do? Does it give you joy? It doesn't give me any joy to look at this thing and yet--

I can't think of a single better vehicle to star in my stupid fucking story. My stupid, awful band of idiots, whose vibes are all so rancid that the sweet, curvacious shell of a Chevy HHR is the only thing that can contain them.

And I hate it. I do. I don't want to like this car. I don't want to have to write about this car. And yet. I'm a weak-willed motherfucker and I can't find or THINK of a single better or alternative car! Fuck!

#it can no longer be denied #i have a station wagon temperament #humanity struggling gang ocs #specifically foxtrot and colorado and D #im going to frow up

[postsofbabel]

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#posts of babel

[zombinaandthesodomites]

Chevrolet Cobalt SS, HHR SS and Saturn Ion Redline

#car #cars

[grangerpotter]

#magicfolk #hpedit #harrypotterdailly #dailyhpsource #harmonyedit #hhr* #ss

[autolavado-platino-blog]

Semi pulido platino #hhr #ss #turbocharger #chevrolet #semipulido #moctezuma #cdmx #yocuidoelagua #autolavadoplatino Sigue nos en Facebook/@autolavadoplatino https://www.instagram.com/p/BvaocoUhASz/?utm_source=ig_tumblr_share&igshid=13toe390er1hs

#hhr #ss #turbocharger #chevrolet #semipulido #moctezuma #cdmx #yocuidoelagua #autolavadoplatino

[cardesignblog]

2006-2011 Chevrolet HHR: GM’s Ugly Answer to the PT Cruiser.

the Chevy HHR is a prime example of a car who’s design hasn’t really aged all that well. It is a retro styled crossover that just quite simply does not look that good these days. The reason I am writing about this odd retro Chevy crossover is because in my last post I wrote about how much I enjoy the retro-styled BMW Z8, which I believe is one of the best BMW’s of all time. So to contrast with the Z8 I would like to show this as an example of a retro styled car that isn’t that good. 

Although, when reading this review keep in mind that the HHR and the Z8 are two different types of cars that are targeted at two different buyers so this is not intended as a comparison post, these are two different reviews and this is the last time I will mention the Z8. If you would like to hear more about my thoughts on the Z8 please read my post on it. Now with that out of the way, lets get started!

Exterior Styling:

The HHR in my opinion is ugly. The rather boxy look really does not work with the tacked on “retro” elements and it makes the car look tacky as a result. The HHR was inspired by the Third Generation Chevrolet Suburban which I have always thought was a beautiful car (expect a review and maybe even a comparison post between that and the HHR later on). 

The HHR does have some homages to the suburban, primarily with it’s rounded roofline and its more modern take on the Suburban’s classic grille. And while we are on the topic of grille’s and front ends of cars, can we acknowledge how the grille of the HHR looks like an afterthought? The front end of the HHR looks slapped on at the last minute. I have always thought that the HHR’s grille looked like a pigs snout. 

There’s also a problem with this cars design that I have noticed with a lot of GM SUV’s from the early 2000′s and 2010′s and that is the big and ugly rectangular fenders. Yes, the third generation Suburban had large fenders as well. But what separates the HHR and the Third Generation Suburban’s fenders is the fact that the fenders on the Suburban worked well with the grille and the headlights whereas on the HHR the headlights and grille look slammed on while the fenders crudely protrude out of the sides of the car. And as I mentioned before, this is not the only GM SUV to have this problem. The GMC Terrain from this era has this exact same issue! Large fenders can look great, why just look at the Corvette C3 which is one of my favorite ‘vette’s of all time! But the HHR’s boxy fenders aren’t doing it any favors.

The rear end of the HHR comes with it’s own problems but the main one in my opinion is the taillights. The dual circled taillights are rather ridiculous in my opinion. They look like pimples on the back of the car. However while we are on the subject of the back of the HHR I would like to point out something I actually like about it which is the roofline and overall shape. I feel like the shape and the roofline were a good homage to the Third Gen Suburban and managed to look like a good modern imitation of it. I truly thing that the HHR would be better if it did not look as awkward. GM bolted all sorts of crap on it to make it compete with the PT Cruiser which A: is not winning any beauty contests itself and B: was already considered outdated when the HHR first came out and was discontinued four years later.

And I suppose if I am going to talk about the HHR I am going to have to talk about the PT Cruiser. The PT Cruiser was a retro-styled hatchback introduced to the world by Chrysler in 2001. Contrary to what many people say about the PT Cruiser now, it was initially a huge success, even going on to be declared 2001 Car of the Year by Motortrend. 4 years later when PT Cruiser sales were just starting to decline, GM decided that Chevy needed to create a PT Cruiser rival. Interestingly enough, the PT Cruisers designer Bryan Nesbitt was poached from Chrysler by GM and designed the HHR which is where some of their similarities such as them both sharing headlights on the fenders came from. The only other car I found that is credited to him designing was the Seventh Gen Chevy Malibu which followed the time honored Malibu tradition of being....OK I guess.

And on that note it’s time to get into:

Interior Design:

The HHR’s interior is fine. The interior looked at its best in this beige color. When it was black it simply made the HHR’s interior look cheap as hell. But overall the design is pretty simplistic and that is good. It looks very early 2000′s, which depending on who you ask is a good thing or a bad thing. The PT Cruiser had a much worse interior in my opinion. The HHR looks a bit like a more streamlined version of the PT’s interior. Which makes sense since I mentioned that the guy who designed the PT also designed the HHR. 

There’s not much else to say about the HHR’s interior, it just looks a bit like a generic Chevy interior. It’s bland but bland is better than overtly ugly like the exterior, and it could have been so much worse. So in that respect the interior is certainly one of the HHR’s more positive points!

In the back the HHR had a bench seat which looked fine. It serves it’s purpose of hauling extra people and children around/being a decent load floor for cargo when put down. Not much really went on back there which I have no problem with. The HHR isn’t a Rolls Royce, it does not need to have a luxurious back seat!

Variants:

The HHR had a few different versions of it over the years. So here they are;

HHR SS:

This was the performance version of the HHR. It upgraded the HHR’s 155 horsepower to a respectable 260 Horsepower. I will admit that the HHR SS is actually kind of cool when looking at it from a performance standpoint. The HHR SS wasn’t too different from the base model when it came to looks. It got an SS badge on the side and a different looking bumper and grille. On the inside the HHR SS was basically the same as the base-model except the steering wheel had an SS Badge.

HHR Panel Van and HHR SS Panel:

Chevy offered a panel van version of the HHR which looked like what it was, a Chevy HHR that was converted into a panel van. The back windows are completely gone for instance. There was no way to open the panel vans door from the exterior and you instead had to push a button on the key fob to open them (although there was also a button on the dash to open the doors in case that didn’t work). 

The weirdest HHR variant however was the SS version of the panel van. That’s right, a crossover turned into a performance car turned into a van. No wonder a cash strapped GM cut this strange version of the HHR off after four months and only 216 units!

Pros And Cons:

Pros:

Decent Cargo room and way more practical than it’s rival the PT Cruiser.

The SS Version is actually quite sporty

Decent Interior

Cons:

Very Ugly

Can look cheap depending on what color you chose

Questionable reliability.

Final Verdict:

The HHR is an example of a retro design that just did not work! It’s certainly not the ugliest car ever made mind you, but it is certainly ugly and awkward. The interior is bland and inoffensive (which is certainly better than bad!). 

Exterior Styling Final Rating; 18/50

Interior Styling Final Rating; 21/50

Overall Styling Rating; 39/100.

Next Review: A Modern Luxury Sedan

#hhr #chevyhhr #chevrolet #boxonwheels #uglycar #stylingsin

[usedsparecarparts]

2006 Chevy Hhr Motor

The Chevrolet Impala has actually been a preferred automobile for years. The initial generation included a structured as well as functional design. The third generation was motivated by the Beach Boys, and also its look ended up being more refined. The fourth generation lost its tail fin, however maintained the streamlined layout and also a much more lavish look. In addition to the tail fin, the Impala has likewise been recognized ahead with a flying antelope emblem. The flying antelope symbol is additionally among one of the most memorable icons of the nameplate. One of the powerful motor of Chevy is  2006 Chevy Hhr Motor.

During its initial generation, the Chevrolet Impala was offered in 2 trim degrees. The base model had steel wheels and also cloth bench seats. The LS trim featured a color-keyed “Impala” trunk badge as well as leather seats. The LS additionally included a 4-gauge instrument cluster. The SS and also LS models were supplied in three various shades. Every one of them were based on the very same basic version.

The Chevy LS engine is an usual power plant in modern vehicles. The 5.3-liter LC9 is the most common variation, which has 327 cubic inches and a much longer 3.62-inch stroke. The LS1 includes dual overhead webcams with pushrod style and also light weight aluminum heads. Some later variations have Active Fuel Management and aluminum blocks. Modifications to the LS engine can include considerable HP as well as torque, enabling it to be utilized in a lot more extreme applications. If you are looking to rebuilt or replacement of  2006 Chevy Hhr Motor try to buy a used one instead of new.

The LS engine was originally planned to be an alloy block. A deep skirt block added strength as well as enhanced valvetrain dynamics. The primary caps are located laterally using eight-mm straight bolts. Various other considerable changes consisted of a bigger 55mm hydraulic roller camshaft and also cathedral-shaped consumption port heads. The inlet manifold was additionally made from thermoplastic composite, which decreased weight as well as boosted air temperature. The LS engine can creating even more power and also torque than its small-block precursors.

The Chevrolet LS engine has actually been around for almost 20 years, as well as its advancement has included 2 unique generations. Though the LS engine household is an entire universe of motors, the two generations share many similarities. This suggests that while the LS household has some resemblances, each generation has some distinctions that make them optimal for details applications. You need to understand which one you wish to purchase if you are thinking about an upgrade. These distinctions will affect the price, schedule, and efficiency of parts for your lorry. Used  2006 Chevy Hhr Motor will be a better choice for rebuilt.

While the LS engine is readily available in all Chevrolet models, the Vortec 5.0 engine was not included in the lineup. This engine is based on the Vortec platform. The Vortec 5.0 is technically a LS engine, but it is a shortened version of the LS. And also it was stopped after a restricted life-span. So, the LS engine is not simply a Chevy-exclusive electric motor.

While the LS engine is a preferred selection in sports cars, it is not appropriate for all cars and trucks. Some designs are not powerful sufficient, however you can still use it to get one of the most out of your automobile. You can also use it in a truck or SUV to enhance the performance. There are a great deal of other LS variations. You can locate the LS Gen IV engines in both the GM and also Ford lorries. You can purchase used  2006 Chevy Hhr Motor chevymotorforsale.com/2006-chevy-hhr-motor/

The LS engine is very functional as well as adaptable, with the ability to run stock or modify it. The LS is also popular in hot rods as well as light airplane. As a result of its adaptability, it can be customized conveniently. While you can drive it as is, the LS engine can likewise be driven with adjustments to improve its performance. As a matter of fact, the LS is one of one of the most adaptable and also prominent engines offered today.

The Chevy Malibu was a portable cars and truck that debuted in the United States in 2000. The design was entirely revamped for the 2016 design year and has actually been created since. It is presently in its 8th generation. The full-size Impala and also subcompact Sonic are anticipated to replace the Malibu in the next couple of years. Nonetheless, the brand-new model is expected to be much more preferred and be available as a hybrid. Try to visit to know more on  2006 Chevy Hhr Motor at chevymotorforsale.com/2006-chevy-hhr-motor/

[syaifulnawar]

Liked on YouTube: The Chevy HHR SS Panel Is One of the Weirdest Modern Cars https://www.youtube.com/watch?v=BxFhNIgouMA

#IFTTT #YouTube

[brandonnatali]

These Cars Were Set Up to Succeed But Failed Anyway

Look, not every car is a winner. There are plenty of cars out there that were universally panned when they launched, pegged immediately as candidates for an early grave. “Kill it with fire,” that sort of thing. Less known are the other vehicles that ultimately met that same fate even though they started out with rosy prospects. Basically, for every Pontiac Aztek there is a half-dozen other models that missed the boat despite being born with what looked like a silver spoon sitting on the driver’s seat.

The reasons behind their often slow-motion failures weren’t always immediately clear. But the stories behind these promising cars that nevertheless found a way to fail are often fascinating, and provide insight into not just the decisions behind their design and production, but also the state of the market and signs of the times that they were launched in. So, let’s take a look at eight cars that should have succeeded, but didn’t, and why:

2010–2013 Acura ZDX

A few of you might be scratching your heads right now, thinking “the Acura . . . what?” We don’t blame you. The Acura ZDX’s time on this earth was over in a blink of the eye, with the bulky, slope-backed crossover limping along from the 2010 through 2013 model years before being quietly put out to pasture after sales never materialized.

And yet, one has to wonder why the Acura never caught on. Just two years before, BMW had braved raspberries with the unveiling of the X6, a similarly hunched-over four-door SUV it called a “sports-activity coupe,” or SAC for those of you with adolescent senses of humor. The X6 would spawn a raft of imitators and launch an entirely new market segment that now includes entries from Mercedes-Benz, Audi, Porsche, and Range Rover.

So, where was Acura? The ZDX is, if anything, a more extreme take on the crossover coupe genre with pointy, eye-catching styling. It was impractically tiny inside (particularly in terms of cargo space), but so was the X6. Could it have been the vast performance gap between the two vehicles? The ZDX was notoriously heavy with a curb weight of nearly 4,500 lbs, yet it lacked the available V-8 engine found in the top-tier X6; its modest V-6 engine produced just 300 horses. Without the performance to back up its suggestive looks, Acura’s SUV-coupe never stood a chance among buyers still trying to figure out what it was, even while BMW found enough buyers willing to buck existing trends and start a new one.

2006–2011 Chevrolet HHR

There is no way around it: The Chevrolet HHR was introduced in the mid-2000s as a PT Cruiser clone in a bid to soak up some of the retro-themed compact Chrysler wagon’s success. For all its flaws, the once-Plymouth, then Chrysler product did major business, racking up more than a million sales before it was shunted to the side for the decidedly less impressive Dodge Caliber. Chevy was in for a shock when the HHR—which featured the same pontoon-fendered looks, ’50s-style snout, and affordable pricing as the PT—managed only half of that wagonlet’s sales numbers over the eight years it was on sale.

How did General Motors manage to mess up what seemed to be a sure thing? Blame casual build quality, a slathering of hard plastics throughout the interior, and reliability issues that would turn off repeat buyers. Nothing about the wagon indicated it had been designed half a decade after the PT’s own plastic-fantastic look, and would-be customers noticed. We’d award partial credit for the turbocharged and sportified HHR SS, which for reasons beyond comprehension, was also offered in the windowless van–style Panel body style, a decision so baffling as to be almost cool in its boldness.

2006–2014 Subaru B9 Tribeca

It only seems like the current Ascent is Subaru’s first foray into the world of three-row SUVs because almost no one remembers the 2006–2014 B9 Tribeca (later just Tribeca). Few of these oddly named family haulers ever left the showroom. In fact, in its first year of production, today’s Ascent (new for 2019) found more buyers than the Tribeca did in its entire nine-year run. Consider it a low hurdle, as only 77,000 Tribecas were sold overall.

Tackling the three-row segment should have been a slam dunk for Subaru, a company that had produced pioneering crossovers like the Outback and family favorites like the Forester, and seemingly had a built-in audience primed for something bigger. Here’s why it wasn’t.

From the start, adapting the hawk-eye styling found on the contemporary Impreza sedan and hatchback to the much larger Tribeca canvas was controversial at best. The Tribeca’s thirsty six-cylinder boxer engine, drab cabin, and class-trailing interior room, and the B9 managed the unlikely feat of seeming both weird and boring at the same time. A restyle for 2008 models stripped what limited charm the Tribeca had, leaving a bland visage that did nothing to remind buyers Subaru still sold a three-row crossover—even while that vehicle type generally was exploding in popularity.

1995–1999 Oldsmobile Aurora

The early 1990s was marked by upheavals in the luxury segment. Established European brands expanded their reach, domestics recovering from their baroque efforts in the ’70s and ’80s took their lumps, and Japanese upstarts burst onto the scene with a wide range of premium options. It was into this context that GM came up with a plan to transform Oldsmobile into an American version of the Acura and Lexus success stories, by way of a complete lineup overhaul emphasizing technology and fresh style.

This charge was lead by the Oldsmobile Aurora, a car that should have attracted at least as much attention as rivals like the Acura Legend. With a 250-hp 4.0-liter V-8 adapted from Cadillac’s Northstar—and used in Indy Racing League competition—the Aurora came so loaded with equipment and was so comfortable and attractive that it didn’t matter it was front-wheel-drive. In 1995, it seemingly launched at precisely the right time to enter the mix and take on Japanese rivals.

It was not meant to be, however, largely due to missteps in GM’s marketing of the sedan. Although cheaper than the imports, the Aurora cost $5,000 more than any other Oldsmobile on the lot, which made it hard to convert existing customers. The General would double down on the Aurora’s price tag by increasing it further the following year, all while sales continued to plummet.

The final nail in the coffin was driven by the typical GM product planning of the day, which in this case dictated that the follow-up second generation Aurora would be diluted to include a more affordable base model with a V-6 engine. By the year 2000, deprived of any of the exclusivity or panache it may have once had, sales would halve and the Aurora would begin its fade into the sunset along with the entire Oldsmobile brand, which was shuttered by 2004.

2002–2003 Lincoln Blackwood/2005–2006 Mark LT

The Ford F-150 is a license to print money, with current sales approaching 900,000 units a year. It’s been the most popular truck in North America for decades, and has legions of devoted fans. It’s also served as the foundation for two of FoMoCo’s highest-profile recent failures: The Lincoln Blackwood and later Mark LT luxury pickups.

Both trucks were no-brainers on paper when they appeared in the early and mid-2000s. Ford had seen success selling increasingly luxurious versions of its full-size F-series pickups, and it was a small leap from that momentum to the idea that a Lincoln-branded version of the F-150 would be a profit machine. This was decidedly not the case.

Yes, luxurious trucks would, years later, become plentiful in the full-size market, but no, Lincoln was not Ford’s shortcut to that future. Back in 2001 when the Blackwood launched for 2002, Lincoln had almost zero recognition or credibility among high-end buyers, so stripping away the F-150’s considerable customer quality, adding questionable features such as a carpeted cargo bed, and slapping on a much higher price tag had predictable results. Surely, this misguided effort wouldn’t be repeated by the blinkered product planners incapable of comprehending Dearborn’s luxury-market limitations. Alas, Ford tried twice, rolling out the less-distinguished, more F-150–like Mark LT for 2005. Like the Blackwood, it, too, lasted only two model years.

2006–2007 Mazda MazdaSpeed 6

Coming off the success of its Mazdaspeed 3 hot hatchback in the mid-2000s and eyeing the dollars being generated by go-fast import sedans like the WRX STi, Mazda elected to apply a similar formula to its mid-size Mazda 6 sedan. It stepped right past the 6’s milquetoast four- and six-cylinder engine options and went for a turbocharged four-cylinder unit, matching it with a lineup-exclusive all-wheel-drive setup and a slick manual transmission. The creation was dubbed, creatively, the Mazdaspeed 6.

All the “right” mechanical pieces were there, and Mazda wasn’t wrong about the hype surrounding the STi and its Mitsubishi Lancer Evo foil. That the Speed 6 never caught the same fire as the Speed 3 can be explained by a confluence of factors, not least that the Mazdaspeed 6 lacked the World Rally Championship motorsports/street crossover beef enjoyed by the Subaru and Mitsu.

Also, the Mazda’s 6.2-second 0-60 mph time was at least a full second slower than either of the segment’s leading lights even with 274 horsepower at the crank, thanks to a hefty weight penalty from its larger platform. (The 6 was, ostensibly, a mid-size sedan, whereas the WRX and Evo were rally-bred compact sedans.) Its all-wheel drive system wasn’t nearly as sophisticated, either, and combined with its portly character the car simply didn’t deliver the handling or thrills needed to succeed. Combine this with mechanical issues plaguing the first-generation turbocharged 2.3-liter engine, and a following failed to materialize that would carry the Speed 6 past its two years on the market.

2004–2006 Pontiac GTO

For those who weren’t there, GM enthusiasts spent a significant portion of the early 2000s bemoaning the fact that Australia’s Holden got all the “fun” rear-wheel drive, V-8-powered platforms, while Americans were still licking their wounds after the (ultimately temporary) passing of the Camaro. Combine that pent-up musclecar lust with the resurrection of a vaunted Pontiac brand name, and the GTO seemed perfectly poised to steal sales away from higher trim levels of the Ford Mustang and give the GM faithful somewhere to turn.

That never happened of course, and the final-generation GTO would help usher Pontiac to its recession-induced grave after only three years of existence. The GTO underwhelmed with its forgettable, hand-me-down looks that left it looking like a Chevy Cavalier or Pontiac Sunfire writ large. (In fact, the looks were simply carried over from the Aussie Holden Monaro, which had originated from the same Opel that underpinned another dull-as-dirt GM failure, the Cadillac Catera—remember, the Cadillac that zigs!). More unforgivable was the tepid performance from its 350-hp LS1 V-8, which had difficulty overcoming the two-door coupe’s considerable mass (the quarter-mile took more than 14 seconds to saunter by).

Pontiac would gift the GTO a 400-hp 6.0-liter engine in its second year, significantly boosting performance. It was too late, as the damage had been done to the coupe’s image. Buyers stayed fixated on its blah visual personality, its inability to live up to the GTO’s vaunted heritage, and its surprisingly high price point. What could have been a renaissance for Pontiac was, through mismanagement, transformed into a harbinger of doom.

2002–2005 Honda Civic Si EP3 Hatch

American tuners had been clamoring for the Honda Civic Type R to cross the ocean for a decade, but by the time it did, it traversed the wrong body of water. Rather than source a Type R from Japan, Honda grabbed the EP3 hatch from Europe and sent it to the U.S. by way of the Atlantic, which proved to be a mistake that would keep another R out of the U.S. for more than a decade until the current model arrived for 2017.

You see, in the early 2000s, Honda was building two versions of the Civic Type R, one for the home market and another for Europe. It was the latter that would be renamed the Civic Si and sold to Americans from 2002 to 2005, using a strange breadvan-type body style that looked little like the standard Civic coupe it sat next to in the showroom. Its even bigger sin was the K20AS engine under its snub nose, whose 160 horsepower wasn’t at the same level as the 212 horses from the K20A in the Type R prowling Tokyo streets. Combined with a lack of a limited-slip differential and an understeer-prone suspension setup, the entire deal disappointed Honda fanatics coming down fresh off the high-revving, 100-hp-per-liter 1999–2000 Civic Si coupe.

The Type R had a built-in audience eagerly awaiting its arrival, but its bait-and-switch tactic would see it outshone by nearly every one of its competitors. The car was replaced by the much more powerful eighth-generation Civic Si, which returned to a high-revving coupe format while adding a four-door sedan option.

Read More Damn Your Eyes: The Ugliest Cars Ever Made Seven Obscure Cars to Read About in Your Free Time The Raddest JDM Camper Vans and RVs for Living Your Best #Vanlife

The post These Cars Were Set Up to Succeed But Failed Anyway appeared first on Automobile Magazine.

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Modern Cars That Will Never Be Collectibles, Part I

“Modern classic” is a phrase that’s been used to describe any number of legitimately special automobiles produced over the last 25 years. Unfortunately, it’s also been pasted across the windshields of cars that, while perhaps rare, interesting, or actually decent to drive, simply don’t rise to that level. It takes more than power and intent to impress collectors down the road. We’ve compiled this grouping of 11 modern cars that were touted as potential automotive immortals when new but which ultimately haven’t come to be very collectible.

2003–2008 Jaguar S-Type R

There’s no doubt the Jaguar S-Type R ‘s 400-hp, supercharged 4.2-liter V-8 engine makes for fun times with the pedal down, or that its retro-inspired looks are handsome enough compared to some of the other sedans available in the early 2000s. But the car is otherwise simply outdated and overly simplistic in both personality and execution compared to contemporary competitors like the V-10 – powered E60 M5. And while that powertrain was a heck of a party trick, you could also get it in a droptop XJ8, and anyone who takes the plunge must be willing to tolerate the model’s phenomenal appetite for maintenance with less emotional return than with the M5 or even the Cadillac CTS-V of the same era.

1997–2001 Cadillac Catera

Unlike the S-Type R, Cadillac’s badge-engineered sport sedan did little to distinguish itself when it appeared at the end of the 1990s. Touted as “the Caddy that zigs’” in its marketing materials (and given its own animated Ziggy mascot), the Catera was intended to appeal to luxury fans seeking European-inspired handling with an American badge on the hood.

If only the paymasters at GM had seen fit to do more than slap a Cadillac emblem on the Opel Omega, or fit it with a V-8 instead of a ho-hum, 200-hp V-6. Hastily imported from its German subsidiary, the Omega platform was instantly outclassed by, well, everything in its price range. After an initial rush of interest, customers quickly cottoned to the faux-dillac’s faults and stayed away in droves. Today, the anodyne Catera is just another used car, and it’s hard to imagine that the passage of time will do anything to change that impression.

1999–2002 Mercury Cougar

Continuing the theme of Euro imports intended to liven up North American showrooms, the final-generation Mercury Cougar never quite caught on with the fun-seeking crowd it was aimed at. Totally unlike any Cougar that came before it, the last model switched to a front-wheel-drive platform wrapped in sleek-ish, compact-hatchback bodywork, and borrowed much of its running gear from the same platform that underpinned the Ford Contour and Mercury Mystique sedans.

It was a legitimate risk from a car company that, for the first time in nearly 40 years, had decided to break with its lockstep cloning of Ford models for its other brands. If the Cougar had offered anything resembling a performance package, it might have had a chance at redemption down the road with collectors. As it was, with 170 horsepower from a 2.5-liter V-6, the short-lived Mercury experiment is doomed to be remembered as a quirk, not a legend.

2011–2013 Aston Martin Cygnet

Nothing is further from a ‘collectible car’ than a two-seat subcompact bubble that exists solely because emissions regulations forced it to be Frankensteined into the world. That the Aston Martin Cygnet is the least impressive automobile ever to haunt the luxury brand’s showrooms is one thing, but the fact that it’s a lightly-disguised Toyota iQ that boasted an exorbitant price tag at launch is quite another. There’s absolutely nothing special about the Cygnet, so don’t let its low production numbers fool you—it’s only rare because no one wanted it. That’s likely to stay true for the foreseeable future, although the wackadoo V-8 version was a hoot.

2008–2010 Chevrolet HHR SS Turbocharged

The Chevrolet HHR—for Heritage High-Roof—was GM’s answer to the PT Cruiser, a retro phenomenon that made big bucks for Chrysler. Never as striking as the PT, the HHR’s blobby silhouette was pressed into performance duty with the unveiling of an SS model a few years into its run.

With 260 horsepower on tap from a turbocharged 2.0-liter Ecotec four-cylinder, there’s no doubt that the Chevrolet HHR SS is quick. Like all compact SS models of its time, however, a plastic interior and indifferent build quality have rendered it little more than a curious artifact of bankruptcy-era General Motors.

2004–2006 Subaru Baja Turbo

The Subaru Baja Turbo is our least confident prediction of non-collectibility, for one specific reason: Current owners love them. That being said, it’s unclear if these turbocharged El Camino wannabes have appeal past the cult of Subaru, as the BRAT 2.0 didn’t exactly set the world on fire when new.

Who woulda thunk that slicing the roof off of the Outback and creating a modestly capable pickup model wouldn’t be an instant path to sales success? Truth be told, without the XT’s turbocharged, 210-hp engine, there’s little to recommend the Baja as anything other than an oddity.

1998–2000 Ford Contour SVT

The Ford Contour SVT was everything the Mercury Cougar could have been but in sedan form. Tuned by the same engineering team that produced the Ford Mustang Cobra, the Contour SVT offered up to 200 horsepower from its V-6 engine, a series of suspension upgrades, big brakes, and a sleek body kit that highlighted its Mondeo-inspired European styling.

Fun to drive and affordable to buy, everything about the SVT seemed like it would be a success. But the Contour SVT was pricey and cramped inside, and few consumers were interested enough to bite. After a modest total of 11,000-ish units were moved after four years on the market, it was canceled. In the ensuing years, used examples have been ignored by enthusiasts, and the hottest Contour seems destined to be no more than a failed Ford.

1993–1997 Ford Probe GT

Speaking of which, the Ford Probe was originally intended as a replacement for the venerable Mustang, but by the front-wheel-drive coupe’s second generation it was clear it wasn’t going to enter the performance-car pantheon. Although lighter and sleeker than the model that came before it, the move to a V-6 in place of its previous turbocharged four-cylinder engine was a sign of the times. Ford elected to extend the Probe GT’s lifespan by way of the parts bin rather than spend additional development dollars.

It was a puzzling decision for the company in the face of the hot-hatch revolution that was about to take over the 1990s. The Probe GT would largely watch from the sidelines as sizzling four-cylinder screamers won street races and hearts for Honda and other manufacturers, and by the time the plug was pulled in 1997 the coupe was selling merely 10 percent of what it did during its peak. When’s the last time you saw a Probe draw anything like the dollars lavished on an Acura Integra?

1992–1994 Mazda MX-3 GS

Is there a weirder hot hatch than the early 1990s Mazda MX-3 GS? Outfitted with a tiny, 1.8-liter V-6 that was good for 130 horsepower and 115 lb-ft of torque, the GS model transformed Mazda’s two-door hatch into a fun-to-drive sleeper with a 7,000-rpm redline.

Created due to tax regulations that punished Japanese drivers for registering anything that displaced more than 2.0 liters, the MX-3 GS was a bit of a puzzler for North American Mazda fans. Pricey and poorly marketed, only the hardest-core owners invested in the platform. The front-puller wasn’t all that frugal, either, and compared to econo-coupes from Toyota and Honda, the Mazda simply couldn’t generate a following. It’s hard to imagine future collectors disagreeing with this assessment.

1995–1999 BMW 318Ti

Very, very rarely does slicing the rear end off of an already small vehicle lead to anything you’d want to look at. Case in point? The 1995–99 BMW 318Ti, a model that combined the German brand’s least powerful engine with its ugliest design and was offered to the public at a premium luxury price.

Needless to say, while the 318Ti was a hit in Europe (which had normalized high-dollar hatchbacks years beforehand), it was an absolute failure in America—to the point where BMW canceled plans to offer a similarly compact version of the upcoming E46 3 Series. Autocrosses are the only people seeking a Ti today, thanks to its lightweight design, and that’s unlikely to change on this side of the Atlantic.

2002–2008 Mercedes-Benz C230 Kompressor Coupe

There must have been something in the water. Mercedes-Benz didn’t learn anything from BMW’s Ti experiment and pushed forward with its own similar coupe. The C230 Kompressor immediately followed the 318Ti’s departure from the market. With a raked beltline, a weird rear bulge, and a supercharged inline-four underhood, the C230 was not an instant winner. A new, smaller engine would arrive in its second year of production, but it was right around this time that numerous quality gremlins would begin to make the lives of owners a living hell, so many of these presumed prestigious coupes were dumped into the used market.

Mercedes-Benz did its best to correct these issues on later models, but the damage had been done to the Kompressor’s reputation. Its lack of personality and the threatening specter of expensive maintenance have kept it from catching on, even at fully depreciated prices.

 The post Modern Cars That Will Never Be Collectibles, Part I appeared first on MotorTrend.

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Modern Cars That Will Never Be Collectibles, Part I

“Modern classic” is a phrase that’s been used to describe any number of legitimately special automobiles produced over the last 25 years. Unfortunately, it’s also been pasted across the windshields of cars that, while perhaps rare, interesting, or actually decent to drive, simply don’t rise to that level. It takes more than power and intent to impress collectors down the road. We’ve compiled this grouping of 11 modern cars that were touted as potential automotive immortals when new but which ultimately haven’t come to be very collectible.

2003–2008 Jaguar S-Type R

There’s no doubt the Jaguar S-Type R ‘s 400-hp, supercharged 4.2-liter V-8 engine makes for fun times with the pedal down, or that its retro-inspired looks are handsome enough compared to some of the other sedans available in the early 2000s. But the car is otherwise simply outdated and overly simplistic in both personality and execution compared to contemporary competitors like the V-10 – powered E60 M5. And while that powertrain was a heck of a party trick, you could also get it in a droptop XJ8, and anyone who takes the plunge must be willing to tolerate the model’s phenomenal appetite for maintenance with less emotional return than with the M5 or even the Cadillac CTS-V of the same era.

1997–2001 Cadillac Catera

Unlike the S-Type R, Cadillac’s badge-engineered sport sedan did little to distinguish itself when it appeared at the end of the 1990s. Touted as “the Caddy that zigs’” in its marketing materials (and given its own animated Ziggy mascot), the Catera was intended to appeal to luxury fans seeking European-inspired handling with an American badge on the hood.

If only the paymasters at GM had seen fit to do more than slap a Cadillac emblem on the Opel Omega, or fit it with a V-8 instead of a ho-hum, 200-hp V-6. Hastily imported from its German subsidiary, the Omega platform was instantly outclassed by, well, everything in its price range. After an initial rush of interest, customers quickly cottoned to the faux-dillac’s faults and stayed away in droves. Today, the anodyne Catera is just another used car, and it’s hard to imagine that the passage of time will do anything to change that impression.

1999–2002 Mercury Cougar

Continuing the theme of Euro imports intended to liven up North American showrooms, the final-generation Mercury Cougar never quite caught on with the fun-seeking crowd it was aimed at. Totally unlike any Cougar that came before it, the last model switched to a front-wheel-drive platform wrapped in sleek-ish, compact-hatchback bodywork, and borrowed much of its running gear from the same platform that underpinned the Ford Contour and Mercury Mystique sedans.

It was a legitimate risk from a car company that, for the first time in nearly 40 years, had decided to break with its lockstep cloning of Ford models for its other brands. If the Cougar had offered anything resembling a performance package, it might have had a chance at redemption down the road with collectors. As it was, with 170 horsepower from a 2.5-liter V-6, the short-lived Mercury experiment is doomed to be remembered as a quirk, not a legend.

2011–2013 Aston Martin Cygnet

Nothing is further from a ‘collectible car’ than a two-seat subcompact bubble that exists solely because emissions regulations forced it to be Frankensteined into the world. That the Aston Martin Cygnet is the least impressive automobile ever to haunt the luxury brand’s showrooms is one thing, but the fact that it’s a lightly-disguised Toyota iQ that boasted an exorbitant price tag at launch is quite another. There’s absolutely nothing special about the Cygnet, so don’t let its low production numbers fool you—it’s only rare because no one wanted it. That’s likely to stay true for the foreseeable future, although the wackadoo V-8 version was a hoot.

2008–2010 Chevrolet HHR SS Turbocharged

The Chevrolet HHR—for Heritage High-Roof—was GM’s answer to the PT Cruiser, a retro phenomenon that made big bucks for Chrysler. Never as striking as the PT, the HHR’s blobby silhouette was pressed into performance duty with the unveiling of an SS model a few years into its run.

With 260 horsepower on tap from a turbocharged 2.0-liter Ecotec four-cylinder, there’s no doubt that the Chevrolet HHR SS is quick. Like all compact SS models of its time, however, a plastic interior and indifferent build quality have rendered it little more than a curious artifact of bankruptcy-era General Motors.

2004–2006 Subaru Baja Turbo

The Subaru Baja Turbo is our least confident prediction of non-collectibility, for one specific reason: Current owners love them. That being said, it’s unclear if these turbocharged El Camino wannabes have appeal past the cult of Subaru, as the BRAT 2.0 didn’t exactly set the world on fire when new.

Who woulda thunk that slicing the roof off of the Outback and creating a modestly capable pickup model wouldn’t be an instant path to sales success? Truth be told, without the XT’s turbocharged, 210-hp engine, there’s little to recommend the Baja as anything other than an oddity.

1998–2000 Ford Contour SVT

The Ford Contour SVT was everything the Mercury Cougar could have been but in sedan form. Tuned by the same engineering team that produced the Ford Mustang Cobra, the Contour SVT offered up to 200 horsepower from its V-6 engine, a series of suspension upgrades, big brakes, and a sleek body kit that highlighted its Mondeo-inspired European styling.

Fun to drive and affordable to buy, everything about the SVT seemed like it would be a success. But the Contour SVT was pricey and cramped inside, and few consumers were interested enough to bite. After a modest total of 11,000-ish units were moved after four years on the market, it was canceled. In the ensuing years, used examples have been ignored by enthusiasts, and the hottest Contour seems destined to be no more than a failed Ford.

1993–1997 Ford Probe GT

Speaking of which, the Ford Probe was originally intended as a replacement for the venerable Mustang, but by the front-wheel-drive coupe’s second generation it was clear it wasn’t going to enter the performance-car pantheon. Although lighter and sleeker than the model that came before it, the move to a V-6 in place of its previous turbocharged four-cylinder engine was a sign of the times. Ford elected to extend the Probe GT’s lifespan by way of the parts bin rather than spend additional development dollars.

It was a puzzling decision for the company in the face of the hot-hatch revolution that was about to take over the 1990s. The Probe GT would largely watch from the sidelines as sizzling four-cylinder screamers won street races and hearts for Honda and other manufacturers, and by the time the plug was pulled in 1997 the coupe was selling merely 10 percent of what it did during its peak. When’s the last time you saw a Probe draw anything like the dollars lavished on an Acura Integra?

1992–1994 Mazda MX-3 GS

Is there a weirder hot hatch than the early 1990s Mazda MX-3 GS? Outfitted with a tiny, 1.8-liter V-6 that was good for 130 horsepower and 115 lb-ft of torque, the GS model transformed Mazda’s two-door hatch into a fun-to-drive sleeper with a 7,000-rpm redline.

Created due to tax regulations that punished Japanese drivers for registering anything that displaced more than 2.0 liters, the MX-3 GS was a bit of a puzzler for North American Mazda fans. Pricey and poorly marketed, only the hardest-core owners invested in the platform. The front-puller wasn’t all that frugal, either, and compared to econo-coupes from Toyota and Honda, the Mazda simply couldn’t generate a following. It’s hard to imagine future collectors disagreeing with this assessment.

1995–1999 BMW 318Ti

Very, very rarely does slicing the rear end off of an already small vehicle lead to anything you’d want to look at. Case in point? The 1995–99 BMW 318Ti, a model that combined the German brand’s least powerful engine with its ugliest design and was offered to the public at a premium luxury price.

Needless to say, while the 318Ti was a hit in Europe (which had normalized high-dollar hatchbacks years beforehand), it was an absolute failure in America—to the point where BMW canceled plans to offer a similarly compact version of the upcoming E46 3 Series. Autocrosses are the only people seeking a Ti today, thanks to its lightweight design, and that’s unlikely to change on this side of the Atlantic.

2002–2008 Mercedes-Benz C230 Kompressor Coupe

There must have been something in the water. Mercedes-Benz didn’t learn anything from BMW’s Ti experiment and pushed forward with its own similar coupe. The C230 Kompressor immediately followed the 318Ti’s departure from the market. With a raked beltline, a weird rear bulge, and a supercharged inline-four underhood, the C230 was not an instant winner. A new, smaller engine would arrive in its second year of production, but it was right around this time that numerous quality gremlins would begin to make the lives of owners a living hell, so many of these presumed prestigious coupes were dumped into the used market.

Mercedes-Benz did its best to correct these issues on later models, but the damage had been done to the Kompressor’s reputation. Its lack of personality and the threatening specter of expensive maintenance have kept it from catching on, even at fully depreciated prices.

 The post Modern Cars That Will Never Be Collectibles, Part I appeared first on MotorTrend.

https://www.motortrend.com/news/modern-not-collector-cars-part-i/ visto antes em https://www.motortrend.com

[automobilesmotorcyclesjapanese]

他のGMがハマーをより環境に優しいものにしようとした方法

噂によると、ゼネラルモーターズは2022年までに電気ピックアップトラックでハマーの名前を復活させ、GMは2020年のスーパーボウル中にバスケットボールスターのレブロン・ジェームスが出演する広告でモデルをプレビューすると言われています。正確な場合、この動きは、長い間戦争のようなガス銃に関連付けられたネームプレートの見事な180度の回転を表します。しかし、自動車メーカーがハマーをより環境に優しい光で照らそうとしたのは初めてではありません。 2004年、大量電化がジョージジェットソンの空飛ぶ車と同じくらい現実的に見えたとき、ハマーはクアンタムテクノロジーズと協力して、水素を動力とするH2Hという名前のH2 SUTを1回だけ構築しました。エンジニアは、ストックH2の6.0リットルV8を3つのカーボンファイバータンクに保存された圧縮水素で動作するように変更し、電力損失を相殺するためにスーパーチャージャーを追加しました。 8気筒エンジンは180馬力でしたが、ガソリン車では325馬力でしたが、トラックの12ポンドの水素貯蔵能力により60マイルの範囲が確保されました。 「H2Hは2つの目的で作成されました。水素経済への旅に焦点と注意を向け、水素貯蔵、水素供給システム、水素燃料補給インフラ開発に関するGMに重要な学習を提供します」とエリザベスロウリーは説明します。同社の環境およびエネルギー担当副社長。彼女はH2Hの実験的職業を強調し、それを生産に持ち込む計画はないと述べた。 俳優、当時のカリフォルニア州知事、そして熱心なハマーファンのアーノルドシュワルツェネッガーは、H2Hをスピンした後の未来のビジョンとして祝福しました。結局のところ、将来のことはあまりなく、プロトタイプのままでした。 2009年に早送りし、中国政府が四川騰中重工業機械会社への売却提案を拒否した後、ハマーが閉鎖する1年も前に。ゼネラルモーターズは破産の危機にrinkしており、ハマーの燃費よりもはるかに大きな懸念を抱えていたため、より環境に優しいトラックを作るという仕事はサプライヤーの手に落ちました。 FEVとRa​​serは力を合わせて、H3ベースのプラグインハイブリッドプロトタイプを構築しました。そのパワートレインは、シボレーHHR SSやポンティアックソルスティスGXPなどの自動車に搭載されているユニットに関連する、ターボチャージャー付き2.0リットルEcoTecエンジンを中心に構築されました。このアプリケーションでは、268馬力の電動モーターを作動させる100キロワットの発電機に電力を供給しました。出力は、トランスファーケースを含むH3の4速オートマチックトランスミッションと4輪駆動システムを経由しました。 そのビルダーは、40マイルの電気レンジ、混合走行で100 mpgを超える重量、5,720ポンドの重量を引用しました。コンテキストを追加するために、環境保護庁（EPA）は複合サイクルで標準H3を15 mpgと評価しました。 FEVとRa​​serは、プラグインHummerがモバイル電源としても機能する可能性があることを自慢しました。これは、2020年代初頭に電気オフロード車セグメントに参入しようとするメーカーのほとんどが語っていた機能です。 ここでも、環境に優しいH3はデモンストレーターであり、なにができるのかという実験室でした。シボレーボルトとフィスカーカルマは同様の技術を使用していましたが、生産に使用する具体的な計画はありませんでした。ハマーがパワートレインのライセンス供与を検討したことを示唆する証拠はありませんが、2010モデル年に5.3リットルV8エタノールとの互換性を持たせることにより、SUVのグリーンクレデンシャルを高めようとしました。 他の企業は、より具体的なユースケースのためにH1を電化した。 2010年、Nation-Eは災害対応車両として電気H1を製造し、Zero Southは南極への遠征のために雪道とディーゼル電気パワートレインを備えたモデルを再構築しました。シュワルツェネッガーは、ドイツに本拠を置くクライゼルに、2017年に個人使用のために電気H1を構築するよう依頼し、後にバッテリー駆動のメルセデスベンツGクラスを会社に委託しました。ハマーを電化するという皮肉は、時間をかけていくつかの単発プロジェクトを加速させてきました。 より広い範囲で、Raserは環境に優しいオフロードブランドとして構築するためにゼネラルモーターズからハマーを購入しようとしましたが、これは驚くべき先見性を示した動きですが、経営陣は時間を使い果たしたため繰り返しオファーを打ち切りましたブランドを保存します。最終的に、リビアンのような新人からの迫り来る競争は、グリーンハマーを実現するために必要なゼネラルモーターズの触媒でした。 2月2日に放送が予定されているスーパーボウルの期間中、レポートが正確であると仮定して、次に何が起こるかをよりよく理解できます。

[automovilesymotocicleta]

Cómo GM, otros han intentado hacer que Hummer sea más ecológico

Los rumores afirman que General Motors resucitará el nombre de Hummer en una camioneta eléctrica para 2022, y GM supuestamente previsualizará el modelo con un anuncio protagonizado por la estrella de baloncesto LeBron James durante el Super Bowl 2020. Si es exacto, el movimiento representaría un sorprendente giro de 180 grados para una placa de identificación asociada con guerreros de gas similares a la guerra. Sin embargo, no sería la primera vez que el fabricante de automóviles trata de proyectar a Hummer con una luz más verde. En 2004, cuando la electrificación masiva parecía tan realista como el auto volador de George Jetson, Hummer colaboró ​​con Quantum Technologies para construir un H2 SUT único llamado H2H impulsado por hidrógeno. Los ingenieros modificaron el stock V8 de 6.0 litros del H2 para funcionar con hidrógeno comprimido almacenado en tres tanques de fibra de carbono, y agregaron un sobrealimentador para compensar la pérdida de energía. El ocho cilindros produjo 180 caballos de fuerza, en comparación con 325 caballos de fuerza en el modelo de gasolina, y la capacidad de almacenamiento de hidrógeno de 12 libras del camión le dio un alcance de 60 millas. "El H2H se creó con dos propósitos. Aporta atención y enfoque al viaje hacia una economía del hidrógeno, y proporcionará a GM los conocimientos clave sobre almacenamiento de hidrógeno, sistemas de suministro de hidrógeno y desarrollo de infraestructura de reabastecimiento de hidrógeno", explicó Elizabeth Lowery, la el entonces vicepresidente de medio ambiente y energía de la compañía. Ella enfatizó la vocación experimental del H2H y dijo que no había planes para llevarlo a producción. El actor, entonces gobernador de California y devoto fanático de Hummer, Arnold Schwarzenegger, celebró el H2H como una visión del futuro después de darle una vuelta. Resultó que no tenía mucho futuro, y siguió siendo un prototipo. Avance rápido hasta 2009, menos de un año antes de que Hummer cerrara después de que el gobierno chino vetara una venta propuesta a Sichuan Tengzhong Heavy Industrial Machinery Company. General Motors estuvo al borde de la bancarrota, tenía preocupaciones mucho mayores que la economía de combustible de Hummer, por lo que la tarea de hacer un camión más ecológico cayó en el regazo de los proveedores. FEV y Raser unieron fuerzas para construir un prototipo híbrido enchufable basado en el H3. Su tren motriz fue construido alrededor de un motor EcoTec turboalimentado de 2.0 litros relacionado con la unidad que se encuentra en el Chevrolet HHR SS y el Pontiac Solstice GXP, entre otros autos. En esta aplicación, alimentaba un generador de 100 kilovatios que activaba un motor eléctrico de 268 caballos de fuerza. La salida viajó a través de la transmisión automática de cuatro velocidades y el sistema de tracción en las cuatro ruedas del H3, incluida la caja de transferencia. Sus constructores citaron un rango eléctrico de 40 millas, más de 100 mpg en manejo mixto y un pesado peso de 5,720 libras. Para agregar contexto, la Agencia de Protección Ambiental (EPA) calificó el estándar H3 en 15 mpg en un ciclo combinado. FEV y Raser se jactaron de que el Hummer enchufable podría funcionar como una fuente de energía móvil, una característica de la que han hablado la mayoría de los fabricantes que compiten por ingresar al segmento eléctrico todoterreno a principios de la década de 2020. Aquí nuevamente, el H3 ecológico fue un demostrador, un laboratorio rodante de lo que podría ser. No había planes concretos para llevarlo a producción, aunque el Chevrolet Volt y el Fisker Karma usaban tecnología similar. No hay evidencia que sugiera que Hummer haya considerado autorizar el tren motriz, pero intentó aumentar las credenciales ecológicas del SUV al hacer que el V8 de 5.3 litros sea compatible con etanol para el año modelo 2010. Otras compañías electrificaron el H1 para casos de uso más específicos. En 2010, Nation-E fabricó un H1 eléctrico como vehículo de respuesta a desastres, y Zero South reconstruyó el modelo con pistas de nieve y un tren motriz diesel-eléctrico para una expedición al Polo Sur. Schwarzenegger le pidió a Kreisel, con sede en Alemania, que construyera un H1 eléctrico para su uso personal en 2017, y más tarde encargó un Mercedes-Benz G-Class a la compañía. La ironía de electrificar un Hummer ha impulsado más de unos pocos proyectos únicos a lo largo del tiempo. En una escala más amplia, Raser intentó comprar Hummer de General Motors para construirlo como una marca todoterreno ecológica, una medida que mostró una previsión notable, pero los ejecutivos rechazaron sus ofertas repetidas porque se les estaba acabando el tiempo para guardar la marca En última instancia, la inminente competencia de los recién llegados como Rivian fue el catalizador que General Motors necesitaba para hacer realidad un Hummer verde. Tendremos una mejor idea de lo que sigue, suponiendo que los informes sean precisos, durante el Super Bowl, que se emitirá el 2 de febrero.