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395 messages, Last post on Aug 29, 2007 at 7:27 AM
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Replying to: goodcrd (Nov 22, 2006 4:13 pm) Well Americans tend to vote with their wallets. The domestics declining sales and the Japanese increasing sales would seem to contradict that statement. Have we been duped? I'm not bashing US automakers. I believe that they are just as capable of producing exceptional vehicles. Unfortunately they are saddled with financial constraints that interfere with the pursuit of quality. |
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Replying to: goodcrd (Nov 22, 2006 6:07 pm) I know you said it's real just provide a specific source for your information. Then I'll belive you. What you might have heard is that GM holds 20+% of their joint venture in Fremont CA ( possibly ) while Toyota holds 75+% of that plant. But that's the only joint venture. |
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Replying to: goodcrd (Nov 22, 2006 7:00 pm) 
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Replying to: terry92270 (Nov 24, 2006 2:34 pm) |
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Replying to: goodcrd (Nov 24, 2006 3:11 pm)  Well, time will tell, won't it? GM's only profitable division is its financial services companies, like GMAC/DITECH. Same with Ford. They will go under with their pension obligations unless they get help. That much isn't in dispute. Perhaps they can turn it around......perhaps.
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Replying to: terry92270 (Nov 24, 2006 3:26 pm)
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Replying to: goodcrd (Nov 24, 2006 3:11 pm) Cite specific references, please. Otherwise I do accept your opinion although it may not be factual. I used to sell steel to NUMMI, the JV in Fremont, when it first began so I know a little about the history there. Now if you go back into the 50-60's then yes often people dropped a Chevy engine into an FJ, but that was an aftermarket mod. If you have specific references I'd love to see them. TIA.
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Replying to: goodcrd (Nov 24, 2006 5:34 pm) Now this is true. I was in the steel business for 25 yrs and sold to the Big 3 at that time. The situation of Big Steel is a precursor to what is occuring now with the detroiters. It's nearly the same only 20 yrs later. One other key difference is that it was Americans that killed the old Steel dinosauers. Ken Iverson and his mini-mill innovators were too quick and too efficient for the big mills. |
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Replying to: kdhspyder (Nov 25, 2006 11:41 am) |
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This was taken from http://www.gm.com/company/gmability/adv_tech/300_hybrids/fact_hybrid_bus.html "engine and a hybrid transmission consisting of two 100 kW motors and a 600-volt, nickel metal hydride battery pack. The engine is coupled to an electronically variable transmission that provides an infinite range of gear ratios to drive the wheels." After some digging I found that Cummins engines in the 250-280Hp are the prime movers for the above. And a max service speed of 65mph was quoted. First I have to say no hybrid bus can be that efficient that still needs to install a Cummins 280Hp diesel that is probably running full time in summer to power a 6 ton A/C for driver comfort. Second when route averages are often below 10 mph in urban areas having a vehicle capable of 65 mph is somewhat overspec'd for the job, wouldn't you say ? GM Allison can't take all the blame. After all, it's not an electrical engineer's signature that appears on their customer order form. Recently I came across a study by two researchers in Britain which found the same insanity exists there. They discovered that diesel operators received a fuel subsidy whereas operators of electric surface transport and light rail transit did not. In fact they received no government credits at all although it was the stated aim of the government to reduce vehicle pollution in cities ! Making phone calls to manufacturers revealed that with a replacement of only 3000 buses a year in Britain this was not a big enough market for them to get seriously interested. Hence the miniscule progress in the last 25 years. Bus systems were not properly specified for the routes and this incurred much greater expense than needed. On a personal note I still remember back in 1965 a driver remarking that he was told that his vehicle, a brand new 85 seater doubledecker Leland 'Atlantean', was capable of 100mph although we were both aware none of these vehicles would be permitted to exceed 40mph 'in service'. The researchers concluded that amongst other things that buses limited to 90Kw powerplants in order to be eligible for goverment funding would promote a less cavalier approach to vehicle design. Levelling of the playing field by eliminating fuel subsidies would also ensure 'sound' decisions by local authorities for encouraging the adoption of greener technology. T2 |
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