Autos plus
Sunday March 10 2013
Section
4&"3$)#6: 4&---&"4& 53"%& $6.#&3-*/, $0. "6504
The Sentinel
So Many Reasons Why there’s Lot to Love
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’13 traverse LS fWD
269
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’13 Malibu LS
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’01 Chevyy S-10 S #1301455 $6,199
’04 Acura MDX Touring #6651811 $12,999
’11 Chevy Tahoe LTZ #665210 $44,499
’07 Chevy Cobalt LT #1301232 $7,999
’11 Chevy Equinox LS #665196 $20,899
’13 Chevy Malibu Eco #1300076 $22,299
’10 Chevyy CCobalt LT #1301721 $13,799
’08 Chevy Avalanche #1300321 $22,999
’10 Chevy Silverado #665206 $25,999
’07 Chevyy Avalanche A #1301001 $19,899
’09 Chevy Silverado #665214 $27,499
’10 Honda Element EX #1207872 $18,599
’11 GMC Sierra 1500 #1210771 $21,199
’12 Chevy Impala LT #665212 $16,999
’12 Chevy Captiva Sport #665221 $19,999
’11 Chevy Silverado #1303441 $21,999
’08 Pontiac Grand Prix #1303812 $10,999
’10 Chevy Silverado Crew Cab #665204 $29,900
’04 Chevy Colorado LS #1302642 $11,598
’11 Chevy Silverado Crew Cab #665213 $33,999
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Autos Plus
E2 • The Sentinel
Sunday, March 10, 2013
Behind the Wheel
Toyota Avalon takes sleek turn The stylish new model offers a noticeably poised ride and more technology than its predecessors. ■
by ANN M. JOB Associated Press
Toyota’s flagship sedan, the Avalon, is stylishly elegant for 2013, offers more technology and safety features than ever and has a new, noticeably controlled and poised ride. The Avalon also impresses with a base retail price that’s some $2,200 less than the starting retail price for last year’s Avalon. The price cut to a starting manufacturer’s suggested retail price, including destination charge, of $31,785, stems in part from the moonroof being removed from the list of Avalon standard equipment. But leather seat and steering wheel trim, heated front seats and power-adjustable driver and front-passenger front seats remain on every Avalon. The base engine — last year’s smooth and powerful 268-horsepower, 3.5-liter V-6 — is still there, too, and is mated to an updated sixspeed automatic. Meantime, new standard features in the Avalon include 10 air bags, up from seven last year. There’s a new eBin, too, where drivers can manage and store away plug-in devices like phone, radar detector, etc. Perhaps best of all, Consumer Reports puts predicted reliability of the new Avalon at better than average. Competitors to the frontwheel drive, four-door Avalon include other premium mid-size sedans such as the 2013 Buick LaCrosse, which has a starting MSRP, in-
cluding destination charge, of $32,555. But the base LaCrosse doesn’t have leather seat trim, and its base engine is a 182-horsepower four cylinder. Another competitor, the 2013 Hyundai Genesis sedan, packs more power — 333 horses from a larger displacement V-6 than the Avalon has — and an eightspeed automatic for a starting retail price of $35,095. The 2013 Avalon is about 2 inches shorter in overall length and about an inch shorter in height than its predecessor. But it still looks generously sized, and some auto critics still refer to the Avalon as a large sedan though the federal government continues to classify it as a mid-size. Interior dimensions for passengers are not changed much from last year’s model, save for rear-seat legroom which went from 40.9 inches in the 2012 Avalon to 39.2 inches in the new car. Cargo room in the Avalon now is a surprising 16 cubic feet vs. 14.4 cubic feet last year. Much of this space is under the rear window. But other interior space dimensions are pretty much unchanged. For example, rear-seat headroom of 37.5 inches is nearly identical to that of last year’s Avalon, and front-seat headroom of 38.5 inches is just 0.4 inch less than that in the 2012 Avalon. The test Avalon Limited, which is the top-of-the-line model, didn’t feel cramped, though the new-styled rear seats mean the middle person now sits atop a more
contoured area than before. Taller passengers may brush against the ceiling. T h e te s t ca r i n te r i o r showed craftsmanship, with well-aligned trim pieces and nicely supple, perforated leather on the seats. The only thing that didn’t feel right were the plasticcovered, memory seat buttons in the test car. They pushed way in on the driver door and had a weak, cheap feel. The new Avalon dashboard design is inviting, with a minimum number of visible buttons on the dashboard to control everything from navigation to audio and phone operation. The design was simple, yet eminently usable. Best of all, it doesn’t take long learn how the controls work, and the seven-inch, high-resolution touchscreen had bright colors and large, legible letters for easy viewing. The Avalon rode quietly much of the time, with little noise intruding from trucks and blaring radios nearby. Views out were a bit confined by the low stance of this car compared with sport utility vehicles and trucks. The test Avalon Limited with 18-inch tires rode more firmly than any previous Avalon tested, but it wasn’t harsh or even noticeable. The more controlled ride was in contrast to some pillowy rides in earlier generation Avalons and made for confident driving on twisty mountain roads. Still, the 2013 Avalon remains, like its predecessors, one of the most comfortable cars for highway cruising. The improved dynamics comes in part from stouter stabilizer bars, as the Avalon’s basic suspension design — MacPherson struts
Associated Press
This file photo shows the 2013 Toyota Avalon at the New York International Auto Show.
In Focus 2013 Toyota Avalon Limited BASE PRICE: $30,990 for
XLE; $33,195 for XLE Premium; $35,500 for XLE Touring; $39,650 for Limited.
PRICE AS TESTED:
$42,195.
TYPE: Front engine, front-
wheel-drive, five-passenger, mid-
up front and dual-link MacPherson struts in back — remain. Rack-and-pinion steering this year is electrically assisted and needs only a light touch, yet has a surprisingly decent on-center feel. The V-6 provided strong power in all situations and moved the car easily along in city traffic and on the highway. Paddle shifters on the steering wheel give convenient access to no-clutch-
size sedan.
ENGINE: 3.5-liter, double overhead cam V-6 with dual VVT-i. MILEAGE: 21 mpg (city), 31 mpg (highway). TOP SPEED: NA. LENGTH: 195.2 inches. WHEELBASE: 111 inches.
pedal driver shifts, but just letting the automatic tranny handle things created smoother transitions between gears. Peak torque is the same as last year: 247 foot-pounds at 4,700 rpm. The test car spent time in all three drive modes — normal, sport and eco — and averaged 21 miles per gallon in driving that was 65 percent in the city and 35 percent at highway speed. The 21-mpg is on par with
CURB WEIGHT: 3,500
pounds.
BUILT AT: Georgetown, Ky. OPTIONS: Technology package (includes dynamic radar cruise control, automatic high beams, pre-collision system) $1,750. DESTINATION CHARGE:
$795.
the government’s city fuel economy rating for the 2013 Avalon. The government pegs highway mileage at 31 mpg, but the test car never got close to that. Regular unleaded is fine for the Avalon, which has a smaller, 17-gallon fuel tank this year instead of the 18.5gallon tank last year. So filling the tank at today’s prices can cost more than $65. In the test car, this $65 bought a travel range of just over 350 miles.
All About Cars
New Pathfinder generation pampers and performs The model has moved away from generic SUV to a unibody crossover. ■
In its first generation beginning in 1986, Pathfinder was derived from Nissan’s hardbody compact pick-up truck platform. Now in its fourth generation, Pathfinder has moved away from body-on-frame construction and is now unibody with corrosion-resistant and high-strength steel. It is also now a crossover, rather than a generic sports-utility vehicle. Along the way, Pathfinder has become less truck-like, more pampering and has gained dignity, a self-confident demeanor and refinement. Fully redesigned for 2013, Pathfinder features a sleek, aerodynamically styled exterior, a premium interior, class-exclusive user-friendly technology and advanced drive train that help it achieve improved fuel economy while maintaining its recognized towing and off-pavement capabilities.
New design cuts 500 pounds The all-new vehicle design sheds 500 pounds of weight compared to the previous model while preserving its SUV-ruggedness and increasing its fuel economy figures to 26 mpg (25 mpg highway for my test 4WD model). Addressing its expanded pampering of driver and passengers, the 2013 Pathfinder has enhanced its amenities to include a classexclusive Around Viewmonitor, three rows of leatherappointed seating, heated and cooled front seats, heated rear seats, heated steering wheel, programmable Nissan Intelligent Key, Bluetooth Hands-free Phone System, 13-speaker Bose Premium Audio system, SiriusXM Satellite Radio, tri-zone automatic climate
control, rearview monitor, remote engine start, trizone entertainment system and dual panorama moonroof. The 2013 Nissan Pathfinder is available in 4WD and 2WD drive configurations and in six trims. Its new body melds modern, aerodynamic exterior styling with bold Nissan signature design cues, a fresh interpretation of Nissan’s “power strut” grille design, wheel-oriented muscular fenders and a strong stance, an open upper cabin with low beltline and thin A- and D-pillars, a long wheelbase with short front and rear overhangs, body color bumpers and dual power remote-controlled outside mirrors (manual fold), available heated outside mirrors and mirror reverse synch, front (chin) and rear (roof) spoilers, rear tire deflectors and rear suspension fairing, black roof molding, available chrome bodyside molding, UV-reducing solar glass, rear privacy glass, manual front sunshade and rear roof glass with power sunshade, available painted roof rails and cross bars and chrome grille, front and rear door handles and front and rear fascia accents. Built at the same Smyrna, Tenn., plant that assembles the Infiniti JX35, Pathfinder measures 197.2 inches long, 77.2 inches wide and 69.6 inches high on a 114.2-inch wheelbase. The vehicle offers minimum ground clearance of 6.5 inches and a step-in height of 18.9 inches in front and 19.5 inches in the rear. Curbweight for the AWD model comes in at 4312 lbs.
Good low-end torque Pathfinder gets its power from a 3.5-liter DOHC V-6 engine that produces 260 horsepower and 240 lbs-ft of torque. With an aluminum block with cast iron cylinder liners, mated to an Xtronic CVT (Continuously Variable
By Mike Blake
Transmission), the system is EPA rated at 19 mpg in city driving and 25 mpg on the highway for the AWD configuration. My week of testing in extreme winter conditions garnered an average of 21.1 mpg. In trials, Pathfinder delivered solid passing power when called upon, good low-end torque for hauling and performed well enough on a slick track to sprint from zero to 60 mph in 7.7 seconds on the way to a 15.9second quarter-mile (handtimed). An independent strut front suspension with a 26 mm solid stabilizer bar, twin tube shocks with a dualflow path and multi-link rear suspension with 26.5 mm hollow tube stabilizer bar smoothed out most road imperfections and while understeer was noticeable in quick turning, and some top wobble is apparent during twisties, Pathfinder was stable and confident during all maneuvers.
Roomy, 7-person cabin The roomy cabin provides 42.2 inches of front headroom with 39.4 in row two and 37.8 inches in row three; legroom measures 42.3 inches in the first row with 41.7 and 30.7 in the two other rows and shoulder room goes 60.7, 60.4 and 57.1 inches. Along with all the interior items mentioned above, the newly designed 7-passenger setup includes 6-way manual driver’s seat and manual lumbar support, 4-way manual front passenger seat, push button ignition, power windows with driver/front passenger onetouch auto and wood-toned
Submitted photos
Above: The 2013 Nissan Pathfinder’s design is lighter than older models, increasing fuel economy to 26 miles per gallon. Below: Interior features include leather-appointed seats and wood-toned trim. interior trim accents. Safety and security systems include dual-stage front supplemental air bags with seat belt sensors and an occupant classification sensor, supplemental front seat-mounted side-impact air bags, roof-mounted supplemental curtain air bags for side impact and rollover head protection for outboard passengers in all three rows, child safety rear door locks, tire pressure monitoring system (with standard easy fill tire alert) and brake override technology. The 2013 Nissan Pathfinder starts at $28,650 for the base “S” trim and goes all the way to the Platinum Premium trim for $41,850. My test Pathfinder SL (midway of the six trims) started at $34,850, adding roof rails, rear view monitor, Bluetooth Hands-free Phone system, Nissan Intelligent key, fog lights, power liftgate, remote engine start and leather-appointed seats to the base vehicle. A tow hitch receiver added $400; the SL premium package added $2650 for a dual panorama moonroof, Bose audio system, 120-volt
AC power outlet, tow hitch receiver and 13 speakers; splash guards added $150; hood airflow protector added $125; side window deflectors added $125; and destination and handling was $845, for a final sticker-as-tested of $38,740. Visit www.CarlisleEvents.
com for more on the automotive hobby. Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He’s been a “car guy” since the 1960s and has been writing professionally for about 30 years.
Autos Plus
E2 • The Sentinel
Sunday, March 10, 2013
Behind the Wheel
Toyota Avalon takes sleek turn The stylish new model offers a noticeably poised ride and more technology than its predecessors. ■
by ANN M. JOB Associated Press
Toyota’s flagship sedan, the Avalon, is stylishly elegant for 2013, offers more technology and safety features than ever and has a new, noticeably controlled and poised ride. The Avalon also impresses with a base retail price that’s some $2,200 less than the starting retail price for last year’s Avalon. The price cut to a starting manufacturer’s suggested retail price, including destination charge, of $31,785, stems in part from the moonroof being removed from the list of Avalon standard equipment. But leather seat and steering wheel trim, heated front seats and power-adjustable driver and front-passenger front seats remain on every Avalon. The base engine — last year’s smooth and powerful 268-horsepower, 3.5-liter V-6 — is still there, too, and is mated to an updated sixspeed automatic. Meantime, new standard features in the Avalon include 10 air bags, up from seven last year. There’s a new eBin, too, where drivers can manage and store away plug-in devices like phone, radar detector, etc. Perhaps best of all, Consumer Reports puts predicted reliability of the new Avalon at better than average. Competitors to the frontwheel drive, four-door Avalon include other premium mid-size sedans such as the 2013 Buick LaCrosse, which has a starting MSRP, in-
cluding destination charge, of $32,555. But the base LaCrosse doesn’t have leather seat trim, and its base engine is a 182-horsepower four cylinder. Another competitor, the 2013 Hyundai Genesis sedan, packs more power — 333 horses from a larger displacement V-6 than the Avalon has — and an eightspeed automatic for a starting retail price of $35,095. The 2013 Avalon is about 2 inches shorter in overall length and about an inch shorter in height than its predecessor. But it still looks generously sized, and some auto critics still refer to the Avalon as a large sedan though the federal government continues to classify it as a mid-size. Interior dimensions for passengers are not changed much from last year’s model, save for rear-seat legroom which went from 40.9 inches in the 2012 Avalon to 39.2 inches in the new car. Cargo room in the Avalon now is a surprising 16 cubic feet vs. 14.4 cubic feet last year. Much of this space is under the rear window. But other interior space dimensions are pretty much unchanged. For example, rear-seat headroom of 37.5 inches is nearly identical to that of last year’s Avalon, and front-seat headroom of 38.5 inches is just 0.4 inch less than that in the 2012 Avalon. The test Avalon Limited, which is the top-of-the-line model, didn’t feel cramped, though the new-styled rear seats mean the middle person now sits atop a more
contoured area than before. Taller passengers may brush against the ceiling. T h e te s t ca r i n te r i o r showed craftsmanship, with well-aligned trim pieces and nicely supple, perforated leather on the seats. The only thing that didn’t feel right were the plasticcovered, memory seat buttons in the test car. They pushed way in on the driver door and had a weak, cheap feel. The new Avalon dashboard design is inviting, with a minimum number of visible buttons on the dashboard to control everything from navigation to audio and phone operation. The design was simple, yet eminently usable. Best of all, it doesn’t take long learn how the controls work, and the seven-inch, high-resolution touchscreen had bright colors and large, legible letters for easy viewing. The Avalon rode quietly much of the time, with little noise intruding from trucks and blaring radios nearby. Views out were a bit confined by the low stance of this car compared with sport utility vehicles and trucks. The test Avalon Limited with 18-inch tires rode more firmly than any previous Avalon tested, but it wasn’t harsh or even noticeable. The more controlled ride was in contrast to some pillowy rides in earlier generation Avalons and made for confident driving on twisty mountain roads. Still, the 2013 Avalon remains, like its predecessors, one of the most comfortable cars for highway cruising. The improved dynamics comes in part from stouter stabilizer bars, as the Avalon’s basic suspension design — MacPherson struts
Associated Press
This file photo shows the 2013 Toyota Avalon at the New York International Auto Show.
In Focus 2013 Toyota Avalon Limited BASE PRICE: $30,990 for
XLE; $33,195 for XLE Premium; $35,500 for XLE Touring; $39,650 for Limited.
PRICE AS TESTED:
$42,195.
TYPE: Front engine, front-
wheel-drive, five-passenger, mid-
up front and dual-link MacPherson struts in back — remain. Rack-and-pinion steering this year is electrically assisted and needs only a light touch, yet has a surprisingly decent on-center feel. The V-6 provided strong power in all situations and moved the car easily along in city traffic and on the highway. Paddle shifters on the steering wheel give convenient access to no-clutch-
size sedan.
ENGINE: 3.5-liter, double overhead cam V-6 with dual VVT-i. MILEAGE: 21 mpg (city), 31 mpg (highway). TOP SPEED: NA. LENGTH: 195.2 inches. WHEELBASE: 111 inches.
pedal driver shifts, but just letting the automatic tranny handle things created smoother transitions between gears. Peak torque is the same as last year: 247 foot-pounds at 4,700 rpm. The test car spent time in all three drive modes — normal, sport and eco — and averaged 21 miles per gallon in driving that was 65 percent in the city and 35 percent at highway speed. The 21-mpg is on par with
CURB WEIGHT: 3,500
pounds.
BUILT AT: Georgetown, Ky. OPTIONS: Technology package (includes dynamic radar cruise control, automatic high beams, pre-collision system) $1,750. DESTINATION CHARGE:
$795.
the government’s city fuel economy rating for the 2013 Avalon. The government pegs highway mileage at 31 mpg, but the test car never got close to that. Regular unleaded is fine for the Avalon, which has a smaller, 17-gallon fuel tank this year instead of the 18.5gallon tank last year. So filling the tank at today’s prices can cost more than $65. In the test car, this $65 bought a travel range of just over 350 miles.
All About Cars
New Pathfinder generation pampers and performs The model has moved away from generic SUV to a unibody crossover. ■
In its first generation beginning in 1986, Pathfinder was derived from Nissan’s hardbody compact pick-up truck platform. Now in its fourth generation, Pathfinder has moved away from body-on-frame construction and is now unibody with corrosion-resistant and high-strength steel. It is also now a crossover, rather than a generic sports-utility vehicle. Along the way, Pathfinder has become less truck-like, more pampering and has gained dignity, a self-confident demeanor and refinement. Fully redesigned for 2013, Pathfinder features a sleek, aerodynamically styled exterior, a premium interior, class-exclusive user-friendly technology and advanced drive train that help it achieve improved fuel economy while maintaining its recognized towing and off-pavement capabilities.
New design cuts 500 pounds The all-new vehicle design sheds 500 pounds of weight compared to the previous model while preserving its SUV-ruggedness and increasing its fuel economy figures to 26 mpg (25 mpg highway for my test 4WD model). Addressing its expanded pampering of driver and passengers, the 2013 Pathfinder has enhanced its amenities to include a classexclusive Around Viewmonitor, three rows of leatherappointed seating, heated and cooled front seats, heated rear seats, heated steering wheel, programmable Nissan Intelligent Key, Bluetooth Hands-free Phone System, 13-speaker Bose Premium Audio system, SiriusXM Satellite Radio, tri-zone automatic climate
control, rearview monitor, remote engine start, trizone entertainment system and dual panorama moonroof. The 2013 Nissan Pathfinder is available in 4WD and 2WD drive configurations and in six trims. Its new body melds modern, aerodynamic exterior styling with bold Nissan signature design cues, a fresh interpretation of Nissan’s “power strut” grille design, wheel-oriented muscular fenders and a strong stance, an open upper cabin with low beltline and thin A- and D-pillars, a long wheelbase with short front and rear overhangs, body color bumpers and dual power remote-controlled outside mirrors (manual fold), available heated outside mirrors and mirror reverse synch, front (chin) and rear (roof) spoilers, rear tire deflectors and rear suspension fairing, black roof molding, available chrome bodyside molding, UV-reducing solar glass, rear privacy glass, manual front sunshade and rear roof glass with power sunshade, available painted roof rails and cross bars and chrome grille, front and rear door handles and front and rear fascia accents. Built at the same Smyrna, Tenn., plant that assembles the Infiniti JX35, Pathfinder measures 197.2 inches long, 77.2 inches wide and 69.6 inches high on a 114.2-inch wheelbase. The vehicle offers minimum ground clearance of 6.5 inches and a step-in height of 18.9 inches in front and 19.5 inches in the rear. Curbweight for the AWD model comes in at 4312 lbs.
Good low-end torque Pathfinder gets its power from a 3.5-liter DOHC V-6 engine that produces 260 horsepower and 240 lbs-ft of torque. With an aluminum block with cast iron cylinder liners, mated to an Xtronic CVT (Continuously Variable
By Mike Blake
Transmission), the system is EPA rated at 19 mpg in city driving and 25 mpg on the highway for the AWD configuration. My week of testing in extreme winter conditions garnered an average of 21.1 mpg. In trials, Pathfinder delivered solid passing power when called upon, good low-end torque for hauling and performed well enough on a slick track to sprint from zero to 60 mph in 7.7 seconds on the way to a 15.9second quarter-mile (handtimed). An independent strut front suspension with a 26 mm solid stabilizer bar, twin tube shocks with a dualflow path and multi-link rear suspension with 26.5 mm hollow tube stabilizer bar smoothed out most road imperfections and while understeer was noticeable in quick turning, and some top wobble is apparent during twisties, Pathfinder was stable and confident during all maneuvers.
Roomy, 7-person cabin The roomy cabin provides 42.2 inches of front headroom with 39.4 in row two and 37.8 inches in row three; legroom measures 42.3 inches in the first row with 41.7 and 30.7 in the two other rows and shoulder room goes 60.7, 60.4 and 57.1 inches. Along with all the interior items mentioned above, the newly designed 7-passenger setup includes 6-way manual driver’s seat and manual lumbar support, 4-way manual front passenger seat, push button ignition, power windows with driver/front passenger onetouch auto and wood-toned
Submitted photos
Above: The 2013 Nissan Pathfinder’s design is lighter than older models, increasing fuel economy to 26 miles per gallon. Below: Interior features include leather-appointed seats and wood-toned trim. interior trim accents. Safety and security systems include dual-stage front supplemental air bags with seat belt sensors and an occupant classification sensor, supplemental front seat-mounted side-impact air bags, roof-mounted supplemental curtain air bags for side impact and rollover head protection for outboard passengers in all three rows, child safety rear door locks, tire pressure monitoring system (with standard easy fill tire alert) and brake override technology. The 2013 Nissan Pathfinder starts at $28,650 for the base “S” trim and goes all the way to the Platinum Premium trim for $41,850. My test Pathfinder SL (midway of the six trims) started at $34,850, adding roof rails, rear view monitor, Bluetooth Hands-free Phone system, Nissan Intelligent key, fog lights, power liftgate, remote engine start and leather-appointed seats to the base vehicle. A tow hitch receiver added $400; the SL premium package added $2650 for a dual panorama moonroof, Bose audio system, 120-volt
AC power outlet, tow hitch receiver and 13 speakers; splash guards added $150; hood airflow protector added $125; side window deflectors added $125; and destination and handling was $845, for a final sticker-as-tested of $38,740. Visit www.CarlisleEvents.
com for more on the automotive hobby. Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He’s been a “car guy” since the 1960s and has been writing professionally for about 30 years.
Autos Plus
Sunday, March 10, 2013
The Sentinel • E3
Geneva Motor Show
Lamborghini unveils $3.9 million car — all 3 sold by SARAH DiLORENZO Associated Press
GENEVA — Who buys a €3 million ($3.9 million) car? Not you. Lamborghini’s run of the new Veneno is sold out — though it only made three. The latest in its tradition of bespoke cars, the Veneno is the fastest, most powerful Lamborghini ever built. At the Geneva Motor Show, where it was revealed Monday night, Lamborghini C EO S te p h a n Wi n ke l mann made sure to rev the engine as he drove the car out on stage.
Rest assured, the Veneno, which is named for an infamous fighting bull, sounds like a Lamborghini. But why build a car for just three people? “It gives you a high degree of freedom in terms of the design, you can test materials and new technologies, it has a halo effect on the other products,” said Winkelmann. “Last but not least, you’re fulfilling dreams, at least for a few people.” A carmaker like Lamborghini isn’t immune from the travails of the economy, but sales of high-end cars,
like many luxury products, have been surprisingly resilient. And a one-off like the Veneno creates a lot of buzz — or a halo — for the rest of the brand. Lamborghini is also part of the highly successful Volkswagen Group, which is weathering the European storm better than others. Two of the buyers — both Americans — were in Geneva to get their first look at the car, having signed the contract long ago.
Antoine Dominic, who is the principal in a Lamborghini dealership on Long Island, and Kris Singh II, a Floridian who is the managing director of investment firm Tequesta Investments, both have collections of exotic cars and both plan to actually use the car.
Under the hood Powering the Veneno is a 12-cylinder engine and a 7-speed transmission with five different driving modes. Lamborghini says the Veneno can reach speeds of 220 miles per hour (355 kilometers per hour) and accelerates from 0-60 mph in 2.8 seconds.
Outside The body is carbon-fiber to keep the car as light as possible and allow for that quick acceleration. The shape is angular and muscular, with cut-outs sprinkled throughout and a back fin
Associated Press
The new Lamborghini Veneno is seen during the first media day of the 83rd Geneva International Motor Show, Switzerland, Tuesday.
that fades into the roof. The rear looks like the bottom of a rocket ship, and the car nearly kisses the ground it sits so low.
Inside Scissor doors open up to reveal an interior also clad in carbon-fiber. The feel is suede-like throughout, but the dashboard has a fairly standard look. You don’t feel as if you’re about to take off.
Cheers The customers are thrilled — though they have yet to actually get behind the wheel. “It’s rolling artwork, it’s like owning the Mona
Lisa,” said Singh. “I look forward to driving it.” Dominic said that can be hard since it turns so many heads. He plans to take it out at 5 a.m. on a Sunday when he finally gets it.
Open questions
Lamborghini is billing the Veneno as a race car that just happens to be street legal — but how closely they’ve hewn to racing technology is unclear. “It sounds like they’re trying to use the cache of a racing vehicle but not go the whole way,” said Paul Newton, an analyst with I.H.S. Automotive.
Geneva Motor Show
Car Manufacturing
European carmakers to get serious
Can the new Corvette save GM?
by SARAH DiLORENZO Associated Press
PARIS — The Geneva Motor Show has long had a reputation as one of the glitziest stops on the global auto show circuit — the place to unveil luxury models and out-of-this-world fantasy concept cars. But this year the dire state of the European auto industry will hang over the exhibition halls. Hit by fleeing customers, struggling economies and idle production lines, the region’s carmakers need to make tough decisions if they are going to survive. Paul Newton, an analyst at HIS Automotive, an industry consulting firm, says no broad themes have e m e rge d a h ea d o f t h i s week’s show and no landmark unveilings are expected — a sign of the industry’s malaise and uncertainty. He argues that European automakers need deep restructuring — not just a set of flashy new wheels. “The Koreans are taking customers from somewhere. And it would appear that these guys are taking customers from the massmarket, established European players,” said Newton. While the European financial crisis has sent unemployment soaring and led to a sustained fall in overall retail sales across the region, Europe’s auto companies were struggling even before the global financial crisis hit in 2008. They have long had far more factory floor space and employees than they need to
produce the number of cars they can reasonably expect to sell. This is reflected in the poor results of the Geneva Motor Show’s European exhibitors: Last year, Fiat’s profit fell 73 percent, while Renault’s dropped 15 percent. PSA Peugeot Citroen posted a record €5 billion ($6.5 billion) loss. Of the major European auto groups, only Volkswagen is thriving — profit rose 41 percent in 2012, although that was less than expected. Meanwhile in the U.S., both General Motors, which will be debuting a convertible Corvette at the show, and Ford recorded healthy — but reduced — profits as strong sales in the U.S. covered losses in Europe. Even if Europe’s carmakers were better able to compete on a global stage, their home market is suffering. Car sales across Europe fell for the fifth year in a row in 2012, pulling back another 7.8 percent, according to data from consultancy PwC. Analysts say sales probably won’t climb back to the 2007 peak before at least 2020. One reason for the poor financial performance is idle factory floors. A report by analysts Alix Partners found that at the height of production in 2007, the industry in Europe was only using 83 percent of its capacity. It’s expected to be around 75 percent for the next couple of years. One way carmakers in the U.S. have turned around their operations is by dealing
with their own overcapacity problem, shutting 18 factories in four years; Europe has yet to bite the bullet. On top of this, building a car in Europe is more expensive than in many competitor countries thanks to rigid labor agreements that drive up wages and offer generous benefits. Those same agreements also make it difficult to transfer jobs elsewhere. The high costs of labor and the overcapacity at factories both conspire to eat into profits — which could otherwise be re-invested in innovation and technology to capture new customers. The only way forward, analysts say, is to become leaner by tackling uncompetitive labor regulations and closing factories. This may be harder in some countries than others. In recent months, for instance, the French government and unions have fought plans by PSA Peugeot Citroen to trim its excess capacity by closing its Aulnay plant and eliminate 8,000 jobs. “The principles behind egalite and fraternite and all the rest are great if you can afford it,” said Newton of the generous French contracts that also hamper other European manufacturers. “The problem is France really can’t afford it when it’s competing with people who basically make better products at a cheaper price.” Volkswagen, which is expected to unveil a new GTI
model in Geneva, has benefited from Germany’s more flexible labor laws, which have helped it keep costs lower and continually push innovation. In addition to the rise in profits, the carmaker saw sales jump 21 percent last year. Carlos Ghosn, head of the Renault-Nissan alliance, has hailed a new partnership with Mercedes as a way to address overcapacity, but said it all comes back to negotiating more flexible terms with workers. The carmaker is planning to eliminate 7,500 jobs in France over the next three years, mostly through attrition. “It’s a win-win relationship, which allows us to increase the utilization rate at Renault’s factories, while keeping our partners from investing in new production capacity,” he told Le Monde in a recent interview. Ghosn and his competitor CEO Philippe Varin of PSA will be using Geneva to persuade the press and their customers that 2013 represents a new beginning. But as Laurent Petizon, an analyst with Alix Partners, stresses, if manufacturers are going to make a new start once the current economic and industrial downturns begin to ease, they have to learn the lessons of overcapacity and inflexibility. “The crisis is an opportunity to reform the industry once and for all,” he said. “There will be growth, maybe in two years. But to capture it, you have to be healthy!”
Driving
Roads Scholar: New app helps keep teens safe
by JEFF WOLFE delaware county daily times
If you are a parent of a teen driver you certainly don’t want your son or daughter driving and texting, or (even though it’s not against the law in Pennsylvania) driving and talking on the cellphone. There are enough distractions on the road outside of the vehicle as it is. Whether you’re a teen or adult driver, you shouldn’t add to the distraction list by using electronic devices inside your vehicle. And for sure, when you drive with your teen, he or she is most likely on their
best behavior. They know that if they drive well with mom or dad in the car, they will likely be more trusted to go out on their own. However, we all know things can happen without mom or dad or another adult in the vehicle. It’s usually not a premeditated type of occurrence, but one thing leading to another. Somebody sees a picture on Twitter and everyone else in the car has seen it and is talking about it. Maybe your son or daughter just can’t resist that one quick peek. And while looking at, texting on or talking on their phone while driving may not be a habit, it just takes
one moment of poor judgment to result in disaster. So if your son or daughter is going out and needs your vehicle both of you want some type system in place, both to hold them accountable and to give your son or daughter proof they are keeping their word. So, like pretty much everything these days, there is an app for that. It’s called Canary and you can program it with your teen’s smartphone. Then, the app will tell you if the teen is talking or texting on the phone and how fast the car is going. The app works once the phone is in a car and does not distinguish if
your teen is the one driving or not. Also, the program comes with a password so a teen can’t disable it quite so easily. Just make sure you use a clever password, something even your tech-savvy teen can’t easily guess. Sure, a teen can say he or she was letting someone else in the car use their phone, and that could be a bit of a loophole here. But if you have some real concern about your teen’s ability to stay focused while behind the wheel, Canary can at least offer you some assurance he or she is making the right choices when you’re not in the vehicle.
BRAD SCHMITT The Nashville Ledger
NASHVILLE, Tenn. — It looks part Ferrari, part Batmobile. But can this superhero save GM? Auto industry analysts and mainstream media predict the 2014 Corvette Stingray will have all sorts of extraordinary, megastar powers. One of them could be the power to revive a parent company that, less than four years ago, had the fourth-largest bankruptcy filing in U.S. history. General Motors executives told reporters at last month’s Detroit Auto Show - where the new Corvette completely dominated the buzz - they hope the 450horsepower Stingray will revive the company’s image and sales. The GM plant in Spring Hill will reap the benefits as well, building the front and rear bumpers for the storied vehicle. The company has not announced how many Spring Hill workers will be involved, but Mayor Michael Dinwiddie sees promise in the development. “It will bring more jobs to support that operation,” Dinwiddie says. “We’d like to see that plant running three shifts, fully-staffed and operating as the crown jewel of General Motors in the future, so everything that goes in there helps.” But expectations aren’t just for reviving GM. The Corvette mystique goes beyond one company, one brand. “The ‘Vette, that most aspirational dream car for heartland buyers, may be a bellwether for America’s recovering car industry and economy: when middle-class strivers feel flush enough to splurge on Corvettes again, the good times may be about to roll,” The New York Times gushed. They certainly are for Baltimore Ravens QB Joe Flacco, who got a 2014 Corvette Stingray as his reward for being named this year’s Super Bowl MVP. At the center of all this excitement, of all these high expectations, is a huge, decades-old assembly plant on 212 acres just off I-65 near Bowling Green, Ky., just 29 miles north of the Tennessee border. Leading the charge - and bearing much of the weight of those heavy expectations - will be plant manager Dave Tatman, who landed in Bowling Green after working at 12 other car plants on three continents.
“The early returns from the day of the reveal to the auto show to now, dealers are telling us that people are lining up to put a deposit down on this car. We anticipate pretty high demand for this car,” says Tatman, who declines for “competitive reasons” to be specific about sales projections. “I anticipate that we’re gonna hit the ground running pretty hard, for sure. There’s an excitement for the Corvette Stingray that we haven’t seen.”
Different generation of buyers
The key to the success of the C7 (seventh-generation Corvette) and its ability to revitalize GM will be Chevy’s ability to make the new Stingray desirable to young, affluent buyers. Lipscomb University business professor Andy Borchers, a graduate of General Motors Institute, says that’ll be an uphill battle. “A lot of young people these days look at environmental sustainability. Some are living without cars and using public transit,” Borchers says. “It’s a different era. “Those who do use cars are interested in different things, like how do the electronics work? How do I connect my iPhone to this car?” he says. “So those things made the 1960s-, ‘70s-era Corvettes such a hot vehicle and society has changed. “Being Grandpa’s performance vehicle is very much the concern. They would obviously like to have a younger customer base. This car is not going to do that unless they can reimage that.” Tatman concedes the point: “That’s absolutely true.” But, he adds, C7 designers have included enough new toys - including two eightinch screens, seven-speed manual transmission with active rev matching - to make it sexy to young buyers. “We think obviously with the technology we’ve loaded in the car, we hope to attract an entirely new demographics to our car,” Tatman says. Several auto industry critics agree, with the C7 shaking the the car’s dated image. “This autumn, the Corvette ditches its mullet, aviator glasses, and Thursday night bowling league image forever,” the New York Daily News recently wrote. “It’s all grown up now.”
Autos Plus
Sunday, March 10, 2013
The Sentinel • E3
Geneva Motor Show
Lamborghini unveils $3.9 million car — all 3 sold by SARAH DiLORENZO Associated Press
GENEVA — Who buys a €3 million ($3.9 million) car? Not you. Lamborghini’s run of the new Veneno is sold out — though it only made three. The latest in its tradition of bespoke cars, the Veneno is the fastest, most powerful Lamborghini ever built. At the Geneva Motor Show, where it was revealed Monday night, Lamborghini C EO S te p h a n Wi n ke l mann made sure to rev the engine as he drove the car out on stage.
Rest assured, the Veneno, which is named for an infamous fighting bull, sounds like a Lamborghini. But why build a car for just three people? “It gives you a high degree of freedom in terms of the design, you can test materials and new technologies, it has a halo effect on the other products,” said Winkelmann. “Last but not least, you’re fulfilling dreams, at least for a few people.” A carmaker like Lamborghini isn’t immune from the travails of the economy, but sales of high-end cars,
like many luxury products, have been surprisingly resilient. And a one-off like the Veneno creates a lot of buzz — or a halo — for the rest of the brand. Lamborghini is also part of the highly successful Volkswagen Group, which is weathering the European storm better than others. Two of the buyers — both Americans — were in Geneva to get their first look at the car, having signed the contract long ago.
Antoine Dominic, who is the principal in a Lamborghini dealership on Long Island, and Kris Singh II, a Floridian who is the managing director of investment firm Tequesta Investments, both have collections of exotic cars and both plan to actually use the car.
Under the hood Powering the Veneno is a 12-cylinder engine and a 7-speed transmission with five different driving modes. Lamborghini says the Veneno can reach speeds of 220 miles per hour (355 kilometers per hour) and accelerates from 0-60 mph in 2.8 seconds.
Outside The body is carbon-fiber to keep the car as light as possible and allow for that quick acceleration. The shape is angular and muscular, with cut-outs sprinkled throughout and a back fin
Associated Press
The new Lamborghini Veneno is seen during the first media day of the 83rd Geneva International Motor Show, Switzerland, Tuesday.
that fades into the roof. The rear looks like the bottom of a rocket ship, and the car nearly kisses the ground it sits so low.
Inside Scissor doors open up to reveal an interior also clad in carbon-fiber. The feel is suede-like throughout, but the dashboard has a fairly standard look. You don’t feel as if you’re about to take off.
Cheers The customers are thrilled — though they have yet to actually get behind the wheel. “It’s rolling artwork, it’s like owning the Mona
Lisa,” said Singh. “I look forward to driving it.” Dominic said that can be hard since it turns so many heads. He plans to take it out at 5 a.m. on a Sunday when he finally gets it.
Open questions
Lamborghini is billing the Veneno as a race car that just happens to be street legal — but how closely they’ve hewn to racing technology is unclear. “It sounds like they’re trying to use the cache of a racing vehicle but not go the whole way,” said Paul Newton, an analyst with I.H.S. Automotive.
Geneva Motor Show
Car Manufacturing
European carmakers to get serious
Can the new Corvette save GM?
by SARAH DiLORENZO Associated Press
PARIS — The Geneva Motor Show has long had a reputation as one of the glitziest stops on the global auto show circuit — the place to unveil luxury models and out-of-this-world fantasy concept cars. But this year the dire state of the European auto industry will hang over the exhibition halls. Hit by fleeing customers, struggling economies and idle production lines, the region’s carmakers need to make tough decisions if they are going to survive. Paul Newton, an analyst at HIS Automotive, an industry consulting firm, says no broad themes have e m e rge d a h ea d o f t h i s week’s show and no landmark unveilings are expected — a sign of the industry’s malaise and uncertainty. He argues that European automakers need deep restructuring — not just a set of flashy new wheels. “The Koreans are taking customers from somewhere. And it would appear that these guys are taking customers from the massmarket, established European players,” said Newton. While the European financial crisis has sent unemployment soaring and led to a sustained fall in overall retail sales across the region, Europe’s auto companies were struggling even before the global financial crisis hit in 2008. They have long had far more factory floor space and employees than they need to
produce the number of cars they can reasonably expect to sell. This is reflected in the poor results of the Geneva Motor Show’s European exhibitors: Last year, Fiat’s profit fell 73 percent, while Renault’s dropped 15 percent. PSA Peugeot Citroen posted a record €5 billion ($6.5 billion) loss. Of the major European auto groups, only Volkswagen is thriving — profit rose 41 percent in 2012, although that was less than expected. Meanwhile in the U.S., both General Motors, which will be debuting a convertible Corvette at the show, and Ford recorded healthy — but reduced — profits as strong sales in the U.S. covered losses in Europe. Even if Europe’s carmakers were better able to compete on a global stage, their home market is suffering. Car sales across Europe fell for the fifth year in a row in 2012, pulling back another 7.8 percent, according to data from consultancy PwC. Analysts say sales probably won’t climb back to the 2007 peak before at least 2020. One reason for the poor financial performance is idle factory floors. A report by analysts Alix Partners found that at the height of production in 2007, the industry in Europe was only using 83 percent of its capacity. It’s expected to be around 75 percent for the next couple of years. One way carmakers in the U.S. have turned around their operations is by dealing
with their own overcapacity problem, shutting 18 factories in four years; Europe has yet to bite the bullet. On top of this, building a car in Europe is more expensive than in many competitor countries thanks to rigid labor agreements that drive up wages and offer generous benefits. Those same agreements also make it difficult to transfer jobs elsewhere. The high costs of labor and the overcapacity at factories both conspire to eat into profits — which could otherwise be re-invested in innovation and technology to capture new customers. The only way forward, analysts say, is to become leaner by tackling uncompetitive labor regulations and closing factories. This may be harder in some countries than others. In recent months, for instance, the French government and unions have fought plans by PSA Peugeot Citroen to trim its excess capacity by closing its Aulnay plant and eliminate 8,000 jobs. “The principles behind egalite and fraternite and all the rest are great if you can afford it,” said Newton of the generous French contracts that also hamper other European manufacturers. “The problem is France really can’t afford it when it’s competing with people who basically make better products at a cheaper price.” Volkswagen, which is expected to unveil a new GTI
model in Geneva, has benefited from Germany’s more flexible labor laws, which have helped it keep costs lower and continually push innovation. In addition to the rise in profits, the carmaker saw sales jump 21 percent last year. Carlos Ghosn, head of the Renault-Nissan alliance, has hailed a new partnership with Mercedes as a way to address overcapacity, but said it all comes back to negotiating more flexible terms with workers. The carmaker is planning to eliminate 7,500 jobs in France over the next three years, mostly through attrition. “It’s a win-win relationship, which allows us to increase the utilization rate at Renault’s factories, while keeping our partners from investing in new production capacity,” he told Le Monde in a recent interview. Ghosn and his competitor CEO Philippe Varin of PSA will be using Geneva to persuade the press and their customers that 2013 represents a new beginning. But as Laurent Petizon, an analyst with Alix Partners, stresses, if manufacturers are going to make a new start once the current economic and industrial downturns begin to ease, they have to learn the lessons of overcapacity and inflexibility. “The crisis is an opportunity to reform the industry once and for all,” he said. “There will be growth, maybe in two years. But to capture it, you have to be healthy!”
Driving
Roads Scholar: New app helps keep teens safe
by JEFF WOLFE delaware county daily times
If you are a parent of a teen driver you certainly don’t want your son or daughter driving and texting, or (even though it’s not against the law in Pennsylvania) driving and talking on the cellphone. There are enough distractions on the road outside of the vehicle as it is. Whether you’re a teen or adult driver, you shouldn’t add to the distraction list by using electronic devices inside your vehicle. And for sure, when you drive with your teen, he or she is most likely on their
best behavior. They know that if they drive well with mom or dad in the car, they will likely be more trusted to go out on their own. However, we all know things can happen without mom or dad or another adult in the vehicle. It’s usually not a premeditated type of occurrence, but one thing leading to another. Somebody sees a picture on Twitter and everyone else in the car has seen it and is talking about it. Maybe your son or daughter just can’t resist that one quick peek. And while looking at, texting on or talking on their phone while driving may not be a habit, it just takes
one moment of poor judgment to result in disaster. So if your son or daughter is going out and needs your vehicle both of you want some type system in place, both to hold them accountable and to give your son or daughter proof they are keeping their word. So, like pretty much everything these days, there is an app for that. It’s called Canary and you can program it with your teen’s smartphone. Then, the app will tell you if the teen is talking or texting on the phone and how fast the car is going. The app works once the phone is in a car and does not distinguish if
your teen is the one driving or not. Also, the program comes with a password so a teen can’t disable it quite so easily. Just make sure you use a clever password, something even your tech-savvy teen can’t easily guess. Sure, a teen can say he or she was letting someone else in the car use their phone, and that could be a bit of a loophole here. But if you have some real concern about your teen’s ability to stay focused while behind the wheel, Canary can at least offer you some assurance he or she is making the right choices when you’re not in the vehicle.
BRAD SCHMITT The Nashville Ledger
NASHVILLE, Tenn. — It looks part Ferrari, part Batmobile. But can this superhero save GM? Auto industry analysts and mainstream media predict the 2014 Corvette Stingray will have all sorts of extraordinary, megastar powers. One of them could be the power to revive a parent company that, less than four years ago, had the fourth-largest bankruptcy filing in U.S. history. General Motors executives told reporters at last month’s Detroit Auto Show - where the new Corvette completely dominated the buzz - they hope the 450horsepower Stingray will revive the company’s image and sales. The GM plant in Spring Hill will reap the benefits as well, building the front and rear bumpers for the storied vehicle. The company has not announced how many Spring Hill workers will be involved, but Mayor Michael Dinwiddie sees promise in the development. “It will bring more jobs to support that operation,” Dinwiddie says. “We’d like to see that plant running three shifts, fully-staffed and operating as the crown jewel of General Motors in the future, so everything that goes in there helps.” But expectations aren’t just for reviving GM. The Corvette mystique goes beyond one company, one brand. “The ‘Vette, that most aspirational dream car for heartland buyers, may be a bellwether for America’s recovering car industry and economy: when middle-class strivers feel flush enough to splurge on Corvettes again, the good times may be about to roll,” The New York Times gushed. They certainly are for Baltimore Ravens QB Joe Flacco, who got a 2014 Corvette Stingray as his reward for being named this year’s Super Bowl MVP. At the center of all this excitement, of all these high expectations, is a huge, decades-old assembly plant on 212 acres just off I-65 near Bowling Green, Ky., just 29 miles north of the Tennessee border. Leading the charge - and bearing much of the weight of those heavy expectations - will be plant manager Dave Tatman, who landed in Bowling Green after working at 12 other car plants on three continents.
“The early returns from the day of the reveal to the auto show to now, dealers are telling us that people are lining up to put a deposit down on this car. We anticipate pretty high demand for this car,” says Tatman, who declines for “competitive reasons” to be specific about sales projections. “I anticipate that we’re gonna hit the ground running pretty hard, for sure. There’s an excitement for the Corvette Stingray that we haven’t seen.”
Different generation of buyers
The key to the success of the C7 (seventh-generation Corvette) and its ability to revitalize GM will be Chevy’s ability to make the new Stingray desirable to young, affluent buyers. Lipscomb University business professor Andy Borchers, a graduate of General Motors Institute, says that’ll be an uphill battle. “A lot of young people these days look at environmental sustainability. Some are living without cars and using public transit,” Borchers says. “It’s a different era. “Those who do use cars are interested in different things, like how do the electronics work? How do I connect my iPhone to this car?” he says. “So those things made the 1960s-, ‘70s-era Corvettes such a hot vehicle and society has changed. “Being Grandpa’s performance vehicle is very much the concern. They would obviously like to have a younger customer base. This car is not going to do that unless they can reimage that.” Tatman concedes the point: “That’s absolutely true.” But, he adds, C7 designers have included enough new toys - including two eightinch screens, seven-speed manual transmission with active rev matching - to make it sexy to young buyers. “We think obviously with the technology we’ve loaded in the car, we hope to attract an entirely new demographics to our car,” Tatman says. Several auto industry critics agree, with the C7 shaking the the car’s dated image. “This autumn, the Corvette ditches its mullet, aviator glasses, and Thursday night bowling league image forever,” the New York Daily News recently wrote. “It’s all grown up now.”
Autos Plus
Sunday, March 10, 2013
The Sentinel • E3
Geneva Motor Show
Lamborghini unveils $3.9 million car — all 3 sold by SARAH DiLORENZO Associated Press
GENEVA — Who buys a €3 million ($3.9 million) car? Not you. Lamborghini’s run of the new Veneno is sold out — though it only made three. The latest in its tradition of bespoke cars, the Veneno is the fastest, most powerful Lamborghini ever built. At the Geneva Motor Show, where it was revealed Monday night, Lamborghini C EO S te p h a n Wi n ke l mann made sure to rev the engine as he drove the car out on stage.
Rest assured, the Veneno, which is named for an infamous fighting bull, sounds like a Lamborghini. But why build a car for just three people? “It gives you a high degree of freedom in terms of the design, you can test materials and new technologies, it has a halo effect on the other products,” said Winkelmann. “Last but not least, you’re fulfilling dreams, at least for a few people.” A carmaker like Lamborghini isn’t immune from the travails of the economy, but sales of high-end cars,
like many luxury products, have been surprisingly resilient. And a one-off like the Veneno creates a lot of buzz — or a halo — for the rest of the brand. Lamborghini is also part of the highly successful Volkswagen Group, which is weathering the European storm better than others. Two of the buyers — both Americans — were in Geneva to get their first look at the car, having signed the contract long ago.
Antoine Dominic, who is the principal in a Lamborghini dealership on Long Island, and Kris Singh II, a Floridian who is the managing director of investment firm Tequesta Investments, both have collections of exotic cars and both plan to actually use the car.
Under the hood Powering the Veneno is a 12-cylinder engine and a 7-speed transmission with five different driving modes. Lamborghini says the Veneno can reach speeds of 220 miles per hour (355 kilometers per hour) and accelerates from 0-60 mph in 2.8 seconds.
Outside The body is carbon-fiber to keep the car as light as possible and allow for that quick acceleration. The shape is angular and muscular, with cut-outs sprinkled throughout and a back fin
Associated Press
The new Lamborghini Veneno is seen during the first media day of the 83rd Geneva International Motor Show, Switzerland, Tuesday.
that fades into the roof. The rear looks like the bottom of a rocket ship, and the car nearly kisses the ground it sits so low.
Inside Scissor doors open up to reveal an interior also clad in carbon-fiber. The feel is suede-like throughout, but the dashboard has a fairly standard look. You don’t feel as if you’re about to take off.
Cheers The customers are thrilled — though they have yet to actually get behind the wheel. “It’s rolling artwork, it’s like owning the Mona
Lisa,” said Singh. “I look forward to driving it.” Dominic said that can be hard since it turns so many heads. He plans to take it out at 5 a.m. on a Sunday when he finally gets it.
Open questions
Lamborghini is billing the Veneno as a race car that just happens to be street legal — but how closely they’ve hewn to racing technology is unclear. “It sounds like they’re trying to use the cache of a racing vehicle but not go the whole way,” said Paul Newton, an analyst with I.H.S. Automotive.
Geneva Motor Show
Car Manufacturing
European carmakers to get serious
Can the new Corvette save GM?
by SARAH DiLORENZO Associated Press
PARIS — The Geneva Motor Show has long had a reputation as one of the glitziest stops on the global auto show circuit — the place to unveil luxury models and out-of-this-world fantasy concept cars. But this year the dire state of the European auto industry will hang over the exhibition halls. Hit by fleeing customers, struggling economies and idle production lines, the region’s carmakers need to make tough decisions if they are going to survive. Paul Newton, an analyst at HIS Automotive, an industry consulting firm, says no broad themes have e m e rge d a h ea d o f t h i s week’s show and no landmark unveilings are expected — a sign of the industry’s malaise and uncertainty. He argues that European automakers need deep restructuring — not just a set of flashy new wheels. “The Koreans are taking customers from somewhere. And it would appear that these guys are taking customers from the massmarket, established European players,” said Newton. While the European financial crisis has sent unemployment soaring and led to a sustained fall in overall retail sales across the region, Europe’s auto companies were struggling even before the global financial crisis hit in 2008. They have long had far more factory floor space and employees than they need to
produce the number of cars they can reasonably expect to sell. This is reflected in the poor results of the Geneva Motor Show’s European exhibitors: Last year, Fiat’s profit fell 73 percent, while Renault’s dropped 15 percent. PSA Peugeot Citroen posted a record €5 billion ($6.5 billion) loss. Of the major European auto groups, only Volkswagen is thriving — profit rose 41 percent in 2012, although that was less than expected. Meanwhile in the U.S., both General Motors, which will be debuting a convertible Corvette at the show, and Ford recorded healthy — but reduced — profits as strong sales in the U.S. covered losses in Europe. Even if Europe’s carmakers were better able to compete on a global stage, their home market is suffering. Car sales across Europe fell for the fifth year in a row in 2012, pulling back another 7.8 percent, according to data from consultancy PwC. Analysts say sales probably won’t climb back to the 2007 peak before at least 2020. One reason for the poor financial performance is idle factory floors. A report by analysts Alix Partners found that at the height of production in 2007, the industry in Europe was only using 83 percent of its capacity. It’s expected to be around 75 percent for the next couple of years. One way carmakers in the U.S. have turned around their operations is by dealing
with their own overcapacity problem, shutting 18 factories in four years; Europe has yet to bite the bullet. On top of this, building a car in Europe is more expensive than in many competitor countries thanks to rigid labor agreements that drive up wages and offer generous benefits. Those same agreements also make it difficult to transfer jobs elsewhere. The high costs of labor and the overcapacity at factories both conspire to eat into profits — which could otherwise be re-invested in innovation and technology to capture new customers. The only way forward, analysts say, is to become leaner by tackling uncompetitive labor regulations and closing factories. This may be harder in some countries than others. In recent months, for instance, the French government and unions have fought plans by PSA Peugeot Citroen to trim its excess capacity by closing its Aulnay plant and eliminate 8,000 jobs. “The principles behind egalite and fraternite and all the rest are great if you can afford it,” said Newton of the generous French contracts that also hamper other European manufacturers. “The problem is France really can’t afford it when it’s competing with people who basically make better products at a cheaper price.” Volkswagen, which is expected to unveil a new GTI
model in Geneva, has benefited from Germany’s more flexible labor laws, which have helped it keep costs lower and continually push innovation. In addition to the rise in profits, the carmaker saw sales jump 21 percent last year. Carlos Ghosn, head of the Renault-Nissan alliance, has hailed a new partnership with Mercedes as a way to address overcapacity, but said it all comes back to negotiating more flexible terms with workers. The carmaker is planning to eliminate 7,500 jobs in France over the next three years, mostly through attrition. “It’s a win-win relationship, which allows us to increase the utilization rate at Renault’s factories, while keeping our partners from investing in new production capacity,” he told Le Monde in a recent interview. Ghosn and his competitor CEO Philippe Varin of PSA will be using Geneva to persuade the press and their customers that 2013 represents a new beginning. But as Laurent Petizon, an analyst with Alix Partners, stresses, if manufacturers are going to make a new start once the current economic and industrial downturns begin to ease, they have to learn the lessons of overcapacity and inflexibility. “The crisis is an opportunity to reform the industry once and for all,” he said. “There will be growth, maybe in two years. But to capture it, you have to be healthy!”
Driving
Roads Scholar: New app helps keep teens safe
by JEFF WOLFE delaware county daily times
If you are a parent of a teen driver you certainly don’t want your son or daughter driving and texting, or (even though it’s not against the law in Pennsylvania) driving and talking on the cellphone. There are enough distractions on the road outside of the vehicle as it is. Whether you’re a teen or adult driver, you shouldn’t add to the distraction list by using electronic devices inside your vehicle. And for sure, when you drive with your teen, he or she is most likely on their
best behavior. They know that if they drive well with mom or dad in the car, they will likely be more trusted to go out on their own. However, we all know things can happen without mom or dad or another adult in the vehicle. It’s usually not a premeditated type of occurrence, but one thing leading to another. Somebody sees a picture on Twitter and everyone else in the car has seen it and is talking about it. Maybe your son or daughter just can’t resist that one quick peek. And while looking at, texting on or talking on their phone while driving may not be a habit, it just takes
one moment of poor judgment to result in disaster. So if your son or daughter is going out and needs your vehicle both of you want some type system in place, both to hold them accountable and to give your son or daughter proof they are keeping their word. So, like pretty much everything these days, there is an app for that. It’s called Canary and you can program it with your teen’s smartphone. Then, the app will tell you if the teen is talking or texting on the phone and how fast the car is going. The app works once the phone is in a car and does not distinguish if
your teen is the one driving or not. Also, the program comes with a password so a teen can’t disable it quite so easily. Just make sure you use a clever password, something even your tech-savvy teen can’t easily guess. Sure, a teen can say he or she was letting someone else in the car use their phone, and that could be a bit of a loophole here. But if you have some real concern about your teen’s ability to stay focused while behind the wheel, Canary can at least offer you some assurance he or she is making the right choices when you’re not in the vehicle.
BRAD SCHMITT The Nashville Ledger
NASHVILLE, Tenn. — It looks part Ferrari, part Batmobile. But can this superhero save GM? Auto industry analysts and mainstream media predict the 2014 Corvette Stingray will have all sorts of extraordinary, megastar powers. One of them could be the power to revive a parent company that, less than four years ago, had the fourth-largest bankruptcy filing in U.S. history. General Motors executives told reporters at last month’s Detroit Auto Show - where the new Corvette completely dominated the buzz - they hope the 450horsepower Stingray will revive the company’s image and sales. The GM plant in Spring Hill will reap the benefits as well, building the front and rear bumpers for the storied vehicle. The company has not announced how many Spring Hill workers will be involved, but Mayor Michael Dinwiddie sees promise in the development. “It will bring more jobs to support that operation,” Dinwiddie says. “We’d like to see that plant running three shifts, fully-staffed and operating as the crown jewel of General Motors in the future, so everything that goes in there helps.” But expectations aren’t just for reviving GM. The Corvette mystique goes beyond one company, one brand. “The ‘Vette, that most aspirational dream car for heartland buyers, may be a bellwether for America’s recovering car industry and economy: when middle-class strivers feel flush enough to splurge on Corvettes again, the good times may be about to roll,” The New York Times gushed. They certainly are for Baltimore Ravens QB Joe Flacco, who got a 2014 Corvette Stingray as his reward for being named this year’s Super Bowl MVP. At the center of all this excitement, of all these high expectations, is a huge, decades-old assembly plant on 212 acres just off I-65 near Bowling Green, Ky., just 29 miles north of the Tennessee border. Leading the charge - and bearing much of the weight of those heavy expectations - will be plant manager Dave Tatman, who landed in Bowling Green after working at 12 other car plants on three continents.
“The early returns from the day of the reveal to the auto show to now, dealers are telling us that people are lining up to put a deposit down on this car. We anticipate pretty high demand for this car,” says Tatman, who declines for “competitive reasons” to be specific about sales projections. “I anticipate that we’re gonna hit the ground running pretty hard, for sure. There’s an excitement for the Corvette Stingray that we haven’t seen.”
Different generation of buyers
The key to the success of the C7 (seventh-generation Corvette) and its ability to revitalize GM will be Chevy’s ability to make the new Stingray desirable to young, affluent buyers. Lipscomb University business professor Andy Borchers, a graduate of General Motors Institute, says that’ll be an uphill battle. “A lot of young people these days look at environmental sustainability. Some are living without cars and using public transit,” Borchers says. “It’s a different era. “Those who do use cars are interested in different things, like how do the electronics work? How do I connect my iPhone to this car?” he says. “So those things made the 1960s-, ‘70s-era Corvettes such a hot vehicle and society has changed. “Being Grandpa’s performance vehicle is very much the concern. They would obviously like to have a younger customer base. This car is not going to do that unless they can reimage that.” Tatman concedes the point: “That’s absolutely true.” But, he adds, C7 designers have included enough new toys - including two eightinch screens, seven-speed manual transmission with active rev matching - to make it sexy to young buyers. “We think obviously with the technology we’ve loaded in the car, we hope to attract an entirely new demographics to our car,” Tatman says. Several auto industry critics agree, with the C7 shaking the the car’s dated image. “This autumn, the Corvette ditches its mullet, aviator glasses, and Thursday night bowling league image forever,” the New York Daily News recently wrote. “It’s all grown up now.”
Autos Plus
Sunday, March 10, 2013
The Sentinel • E3
Geneva Motor Show
Lamborghini unveils $3.9 million car — all 3 sold by SARAH DiLORENZO Associated Press
GENEVA — Who buys a €3 million ($3.9 million) car? Not you. Lamborghini’s run of the new Veneno is sold out — though it only made three. The latest in its tradition of bespoke cars, the Veneno is the fastest, most powerful Lamborghini ever built. At the Geneva Motor Show, where it was revealed Monday night, Lamborghini C EO S te p h a n Wi n ke l mann made sure to rev the engine as he drove the car out on stage.
Rest assured, the Veneno, which is named for an infamous fighting bull, sounds like a Lamborghini. But why build a car for just three people? “It gives you a high degree of freedom in terms of the design, you can test materials and new technologies, it has a halo effect on the other products,” said Winkelmann. “Last but not least, you’re fulfilling dreams, at least for a few people.” A carmaker like Lamborghini isn’t immune from the travails of the economy, but sales of high-end cars,
like many luxury products, have been surprisingly resilient. And a one-off like the Veneno creates a lot of buzz — or a halo — for the rest of the brand. Lamborghini is also part of the highly successful Volkswagen Group, which is weathering the European storm better than others. Two of the buyers — both Americans — were in Geneva to get their first look at the car, having signed the contract long ago.
Antoine Dominic, who is the principal in a Lamborghini dealership on Long Island, and Kris Singh II, a Floridian who is the managing director of investment firm Tequesta Investments, both have collections of exotic cars and both plan to actually use the car.
Under the hood Powering the Veneno is a 12-cylinder engine and a 7-speed transmission with five different driving modes. Lamborghini says the Veneno can reach speeds of 220 miles per hour (355 kilometers per hour) and accelerates from 0-60 mph in 2.8 seconds.
Outside The body is carbon-fiber to keep the car as light as possible and allow for that quick acceleration. The shape is angular and muscular, with cut-outs sprinkled throughout and a back fin
Associated Press
The new Lamborghini Veneno is seen during the first media day of the 83rd Geneva International Motor Show, Switzerland, Tuesday.
that fades into the roof. The rear looks like the bottom of a rocket ship, and the car nearly kisses the ground it sits so low.
Inside Scissor doors open up to reveal an interior also clad in carbon-fiber. The feel is suede-like throughout, but the dashboard has a fairly standard look. You don’t feel as if you’re about to take off.
Cheers The customers are thrilled — though they have yet to actually get behind the wheel. “It’s rolling artwork, it’s like owning the Mona
Lisa,” said Singh. “I look forward to driving it.” Dominic said that can be hard since it turns so many heads. He plans to take it out at 5 a.m. on a Sunday when he finally gets it.
Open questions
Lamborghini is billing the Veneno as a race car that just happens to be street legal — but how closely they’ve hewn to racing technology is unclear. “It sounds like they’re trying to use the cache of a racing vehicle but not go the whole way,” said Paul Newton, an analyst with I.H.S. Automotive.
Geneva Motor Show
Car Manufacturing
European carmakers to get serious
Can the new Corvette save GM?
by SARAH DiLORENZO Associated Press
PARIS — The Geneva Motor Show has long had a reputation as one of the glitziest stops on the global auto show circuit — the place to unveil luxury models and out-of-this-world fantasy concept cars. But this year the dire state of the European auto industry will hang over the exhibition halls. Hit by fleeing customers, struggling economies and idle production lines, the region’s carmakers need to make tough decisions if they are going to survive. Paul Newton, an analyst at HIS Automotive, an industry consulting firm, says no broad themes have e m e rge d a h ea d o f t h i s week’s show and no landmark unveilings are expected — a sign of the industry’s malaise and uncertainty. He argues that European automakers need deep restructuring — not just a set of flashy new wheels. “The Koreans are taking customers from somewhere. And it would appear that these guys are taking customers from the massmarket, established European players,” said Newton. While the European financial crisis has sent unemployment soaring and led to a sustained fall in overall retail sales across the region, Europe’s auto companies were struggling even before the global financial crisis hit in 2008. They have long had far more factory floor space and employees than they need to
produce the number of cars they can reasonably expect to sell. This is reflected in the poor results of the Geneva Motor Show’s European exhibitors: Last year, Fiat’s profit fell 73 percent, while Renault’s dropped 15 percent. PSA Peugeot Citroen posted a record €5 billion ($6.5 billion) loss. Of the major European auto groups, only Volkswagen is thriving — profit rose 41 percent in 2012, although that was less than expected. Meanwhile in the U.S., both General Motors, which will be debuting a convertible Corvette at the show, and Ford recorded healthy — but reduced — profits as strong sales in the U.S. covered losses in Europe. Even if Europe’s carmakers were better able to compete on a global stage, their home market is suffering. Car sales across Europe fell for the fifth year in a row in 2012, pulling back another 7.8 percent, according to data from consultancy PwC. Analysts say sales probably won’t climb back to the 2007 peak before at least 2020. One reason for the poor financial performance is idle factory floors. A report by analysts Alix Partners found that at the height of production in 2007, the industry in Europe was only using 83 percent of its capacity. It’s expected to be around 75 percent for the next couple of years. One way carmakers in the U.S. have turned around their operations is by dealing
with their own overcapacity problem, shutting 18 factories in four years; Europe has yet to bite the bullet. On top of this, building a car in Europe is more expensive than in many competitor countries thanks to rigid labor agreements that drive up wages and offer generous benefits. Those same agreements also make it difficult to transfer jobs elsewhere. The high costs of labor and the overcapacity at factories both conspire to eat into profits — which could otherwise be re-invested in innovation and technology to capture new customers. The only way forward, analysts say, is to become leaner by tackling uncompetitive labor regulations and closing factories. This may be harder in some countries than others. In recent months, for instance, the French government and unions have fought plans by PSA Peugeot Citroen to trim its excess capacity by closing its Aulnay plant and eliminate 8,000 jobs. “The principles behind egalite and fraternite and all the rest are great if you can afford it,” said Newton of the generous French contracts that also hamper other European manufacturers. “The problem is France really can’t afford it when it’s competing with people who basically make better products at a cheaper price.” Volkswagen, which is expected to unveil a new GTI
model in Geneva, has benefited from Germany’s more flexible labor laws, which have helped it keep costs lower and continually push innovation. In addition to the rise in profits, the carmaker saw sales jump 21 percent last year. Carlos Ghosn, head of the Renault-Nissan alliance, has hailed a new partnership with Mercedes as a way to address overcapacity, but said it all comes back to negotiating more flexible terms with workers. The carmaker is planning to eliminate 7,500 jobs in France over the next three years, mostly through attrition. “It’s a win-win relationship, which allows us to increase the utilization rate at Renault’s factories, while keeping our partners from investing in new production capacity,” he told Le Monde in a recent interview. Ghosn and his competitor CEO Philippe Varin of PSA will be using Geneva to persuade the press and their customers that 2013 represents a new beginning. But as Laurent Petizon, an analyst with Alix Partners, stresses, if manufacturers are going to make a new start once the current economic and industrial downturns begin to ease, they have to learn the lessons of overcapacity and inflexibility. “The crisis is an opportunity to reform the industry once and for all,” he said. “There will be growth, maybe in two years. But to capture it, you have to be healthy!”
Driving
Roads Scholar: New app helps keep teens safe
by JEFF WOLFE delaware county daily times
If you are a parent of a teen driver you certainly don’t want your son or daughter driving and texting, or (even though it’s not against the law in Pennsylvania) driving and talking on the cellphone. There are enough distractions on the road outside of the vehicle as it is. Whether you’re a teen or adult driver, you shouldn’t add to the distraction list by using electronic devices inside your vehicle. And for sure, when you drive with your teen, he or she is most likely on their
best behavior. They know that if they drive well with mom or dad in the car, they will likely be more trusted to go out on their own. However, we all know things can happen without mom or dad or another adult in the vehicle. It’s usually not a premeditated type of occurrence, but one thing leading to another. Somebody sees a picture on Twitter and everyone else in the car has seen it and is talking about it. Maybe your son or daughter just can’t resist that one quick peek. And while looking at, texting on or talking on their phone while driving may not be a habit, it just takes
one moment of poor judgment to result in disaster. So if your son or daughter is going out and needs your vehicle both of you want some type system in place, both to hold them accountable and to give your son or daughter proof they are keeping their word. So, like pretty much everything these days, there is an app for that. It’s called Canary and you can program it with your teen’s smartphone. Then, the app will tell you if the teen is talking or texting on the phone and how fast the car is going. The app works once the phone is in a car and does not distinguish if
your teen is the one driving or not. Also, the program comes with a password so a teen can’t disable it quite so easily. Just make sure you use a clever password, something even your tech-savvy teen can’t easily guess. Sure, a teen can say he or she was letting someone else in the car use their phone, and that could be a bit of a loophole here. But if you have some real concern about your teen’s ability to stay focused while behind the wheel, Canary can at least offer you some assurance he or she is making the right choices when you’re not in the vehicle.
BRAD SCHMITT The Nashville Ledger
NASHVILLE, Tenn. — It looks part Ferrari, part Batmobile. But can this superhero save GM? Auto industry analysts and mainstream media predict the 2014 Corvette Stingray will have all sorts of extraordinary, megastar powers. One of them could be the power to revive a parent company that, less than four years ago, had the fourth-largest bankruptcy filing in U.S. history. General Motors executives told reporters at last month’s Detroit Auto Show - where the new Corvette completely dominated the buzz - they hope the 450horsepower Stingray will revive the company’s image and sales. The GM plant in Spring Hill will reap the benefits as well, building the front and rear bumpers for the storied vehicle. The company has not announced how many Spring Hill workers will be involved, but Mayor Michael Dinwiddie sees promise in the development. “It will bring more jobs to support that operation,” Dinwiddie says. “We’d like to see that plant running three shifts, fully-staffed and operating as the crown jewel of General Motors in the future, so everything that goes in there helps.” But expectations aren’t just for reviving GM. The Corvette mystique goes beyond one company, one brand. “The ‘Vette, that most aspirational dream car for heartland buyers, may be a bellwether for America’s recovering car industry and economy: when middle-class strivers feel flush enough to splurge on Corvettes again, the good times may be about to roll,” The New York Times gushed. They certainly are for Baltimore Ravens QB Joe Flacco, who got a 2014 Corvette Stingray as his reward for being named this year’s Super Bowl MVP. At the center of all this excitement, of all these high expectations, is a huge, decades-old assembly plant on 212 acres just off I-65 near Bowling Green, Ky., just 29 miles north of the Tennessee border. Leading the charge - and bearing much of the weight of those heavy expectations - will be plant manager Dave Tatman, who landed in Bowling Green after working at 12 other car plants on three continents.
“The early returns from the day of the reveal to the auto show to now, dealers are telling us that people are lining up to put a deposit down on this car. We anticipate pretty high demand for this car,” says Tatman, who declines for “competitive reasons” to be specific about sales projections. “I anticipate that we’re gonna hit the ground running pretty hard, for sure. There’s an excitement for the Corvette Stingray that we haven’t seen.”
Different generation of buyers
The key to the success of the C7 (seventh-generation Corvette) and its ability to revitalize GM will be Chevy’s ability to make the new Stingray desirable to young, affluent buyers. Lipscomb University business professor Andy Borchers, a graduate of General Motors Institute, says that’ll be an uphill battle. “A lot of young people these days look at environmental sustainability. Some are living without cars and using public transit,” Borchers says. “It’s a different era. “Those who do use cars are interested in different things, like how do the electronics work? How do I connect my iPhone to this car?” he says. “So those things made the 1960s-, ‘70s-era Corvettes such a hot vehicle and society has changed. “Being Grandpa’s performance vehicle is very much the concern. They would obviously like to have a younger customer base. This car is not going to do that unless they can reimage that.” Tatman concedes the point: “That’s absolutely true.” But, he adds, C7 designers have included enough new toys - including two eightinch screens, seven-speed manual transmission with active rev matching - to make it sexy to young buyers. “We think obviously with the technology we’ve loaded in the car, we hope to attract an entirely new demographics to our car,” Tatman says. Several auto industry critics agree, with the C7 shaking the the car’s dated image. “This autumn, the Corvette ditches its mullet, aviator glasses, and Thursday night bowling league image forever,” the New York Daily News recently wrote. “It’s all grown up now.”
Autos Plus
E4 • The Sentinel 855 Sport Vehicles
C HEVY, 2003 Blazer LS, 4 door, Champagne color. Great condition. 165k mi. Auto, 4x4, power locks & windows, aftermarket tires & original, CD player. $4,250/obo 249-0722.
CHEVY, 2006 Equinox LT AWD, 3.4 V6, auto., A/C, power windows, cruise, keyless entry, alloy wheels. Stock #12154C. SALE PRICE... $11,995! 1-888-532-2121 or view our full inventory at: www.hhchev.com CHEVY, 2011 Tahoe LS 4x4
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JEEP, 1996 Grand Cherokee, good condition, new battery, rear shocks, steering gear box, good tires. Strong running 6 cylinder engine, 218k mi. Currently inspected. $2,499. 503-8656 tknepp@centurylink.net.
S UBURBAN, 1997 LT. Nice, clean condition. Front & rear air, leather. Maroon/silver. $4,900. 776-7926.
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C HEVY, 1993 Extended Cab 4x4. Inspected, 350 motor. Runs good! $2,800. Call 717-386-2078.
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F ORD, 1993 Sentaurus High-Top LTD. Like new! CD, DVD, TV, new tires, power bed. $3,900. 249-6551.
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New 2013 Chevrolet Cruze LS
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Autos
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I-83 AT 13TH STREET EXIT HARRISBURG 717-234-4444 TOLL FREE 888-SUTLIFF sutliffchevrolet.com
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Autos Plus
E4 • The Sentinel 855 Sport Vehicles
C HEVY, 2003 Blazer LS, 4 door, Champagne color. Great condition. 165k mi. Auto, 4x4, power locks & windows, aftermarket tires & original, CD player. $4,250/obo 249-0722.
CHEVY, 2006 Equinox LT AWD, 3.4 V6, auto., A/C, power windows, cruise, keyless entry, alloy wheels. Stock #12154C. SALE PRICE... $11,995! 1-888-532-2121 or view our full inventory at: www.hhchev.com CHEVY, 2011 Tahoe LS 4x4
3rd row seat, power seat & windows, cruise, Bluetooth, remote start, assist, rear camera, tow package, 1 owner. GM C ertified. Stock #722435. SALE PRICE... $34,995!
1-888-532-2121 or view our full inventory at: www.hhchev.com
JEEP, 1996 Grand Cherokee, good condition, new battery, rear shocks, steering gear box, good tires. Strong running 6 cylinder engine, 218k mi. Currently inspected. $2,499. 503-8656 tknepp@centurylink.net.
S UBURBAN, 1997 LT. Nice, clean condition. Front & rear air, leather. Maroon/silver. $4,900. 776-7926.
860
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C HEVY, 1993 Extended Cab 4x4. Inspected, 350 motor. Runs good! $2,800. Call 717-386-2078.
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880
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CHEVY, 2006 Malibu LT Sunroof, spoiler, power windows, cruise, CD, remote start, low miles. Super clean! Stock #92022B SALE PRICE... $10,995! 1-888-532-2121 Full inventory at: www.hhchev.com
870
Vans
F ORD, 1993 Sentaurus High-Top LTD. Like new! CD, DVD, TV, new tires, power bed. $3,900. 249-6551.
H ONDA, 2009 Odyssey White/tan, 74k miles. Stock #LX17383A $19,988
1-800-778-0850 www.bobbyrahallexus.com
880
Autos
CADILLAC, 2006 DTS Luxury C ollection: Leather, power windows & heated/cooled seats, cruise, CD, XM, rear park assist, remote start. Stock #63001A. SALE PRICE... $14,995! 888-532-2121 or view our full inventory at: www.hhchev.com
CASH FOR CARS!!!!!!
Buying Cars, Trucks, Tractors, Buses, ATVs, RVs, Motorcycles & Heavy Equip. Also offering Business & Industrial Clean-Outs!
Call Barrick’s Towing 717-386-4888
Silver/black, 85k miles. Stock #LXP698A $10,688
1-800-778-0850 www.bobbyrahallexus.com LEXUS, 2004 ES330
Black/tan, 93k miles. Stock #LX17298A $11,888
1-800-778-0850 www.bobbyrahallexus.com
FORD, 2006 Mustang GT Leather, power windows & heated seats, 18" polished wheels, A/C, cruise, CD changer, spoiler, 1-owner, 14,592 mi. Perfect Condition! Stock #12193A. SALE PRICE... $19,995! Call 1-888-532-2121 or view our full inventory at: www.hhchev.com LEXUS, 2001 ES300 Coach Edition. Black, 4-door, 160k mi., 1 owner. $5,900. Call 717-440-1645. LEXUS, 2002 ES300
Silver/black, 97k miles. Stock #LXP796 $10,388
1-800-778-0850 www.bobbyrahallexus.com
www.martysinc.com
CELEBRATING
60 YEARS!
LEXUS, 2007 GS350
SUTLIFF PRICE
White/tan, 78k miles. Stock #LXP798 $21,488
$15,995
1-800-778-0850 www.bobbyrahallexus.com LEXUS, 2007 GX470
White/tan, 74k miles. Stock #LX17190A $22,488
1-800-778-0850 www.bobbyrahallexus.com LINCOLN, 2001 Continental. Fully loaded, 97k+ miles. Very good condition! $3,995. 717-432-5839.
New 2013 Chevrolet Equinox FWD LS
Stock #35578
MSRP $24,595
TOYOTA, 2006 Corolla Silver/black, 94k miles. Stock #LX16993 $9,988
SUTLIFF PRICE
1-800-778-0850 www.bobbyrahallexus.com
$23,226
VW, 2007 Rabbit,72.5k,2 door, grey,1 owner, local car, all VW dealer maintenance. Runs great! $8,250. For sale by owner, 717-713-4333.
hunting home?
New 2013 Chevrolet Silverado Ext Cab 4WD LT
All Star Edition Stock #35434
MSRP $37,310 If you trade a vehicle 99 or newer, receive additional $1,000 rebate on Silverado
Check the classified section first
SUTLIFF PRICE
Savvy home shoppers reach for the classified ads before they hit the streets. The newspaper classified section offers everything they need to make an informal purchasing decision.
THANK YOU... FOR YOUR CONTINUED SUPPORT
08 Ford Taurus SEL.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . $9,995 05 Chevy CobaltAT,1Owner.. . . . . . . . . . . . . . . . . . . .$7,595 05 Ford Focus Zx5 SE 1Owner.. . . . . . . . . . . . . . . .$6,995 04 Dodge Grand Caravan SXT.. . . . . . . . . . . . . .$8,995 04 Hyundai AccentAT.. . . . . . . . . . . . . . . . . . . . . . . . . .$6,095 04 Kia OptimaAT.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $6,595 03 Jeep Gr. Cherokee Laredo1Owner.. . . . .$9,095 03 Ford Focus SdnAT.. . . . . . . . . . . . . . . . . . . . . . . . . . .$6,095 03 Toyota Camry LEAT.. . . . . . . . . . . . . . . . . . . . . . . . .$9,595 03 Chevy Cavalier CpeAT,1Owner.. . . . . . . . . . $6,595 03 Ford Focus CPAT,1Owner.. . . . . . . . . . . . . . . . . .$5,995 03 Honda CRV AT.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .$9,595 01 Saturn SL1AT.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .$4,595 01 Ford Focus SESW,Auto.. . . . . . . . . . . . . . . . . . . . . $5,095 00 Ford Focus ZTSLeather,79K.. . . . . . . . . . . . . . . $6,295 99 Ford EscortAT,86K.. . . . . . . . . . . . . . . . . . . . . . . . . . .$4,495
MSRP $17,995
1-800-778-0850 www.bobbyrahallexus.com
for a
“Cleanest Cars in Town� Since 1953!
Stock #31421
Blue/tan, 74k miles. Stock #LX17408A $16,488
Sunroof, leather, power windows & heated seats, cruise, CD, spoiler, alloy wheels, Bose, remote start, 1 owner. Stock
CHEVY, 2010 Cobalt LT 4-door, auto., A/C, power windows, cruise, CD, keyless entry, alloy wheels. GM Certified. Stock #92020A. SALE PRICE... $13,495! 1-888-532-2121 or full inventory: www.hhchev.com
New 2013 Chevrolet Cruze LS
LEXUS, 2004 RX330
CHEVY, 2007 Impala LTZ
#12181A. SALE PRICE... $12,995! Call 888-532-2121 or view our full inventory at: www.hhchev.com
Autos
LEXUS, 2002 IS300
4-door, 3.8 V6, auto., A/C, power windows, cruise, CD, spoiler, alloys, keyless entry. Stock #12179A. SALE PRICE... $8,495!
Stock #72018A. SALE PRICE... $26,995!
1-888-532-2121 Full inventory at: www.hhchev.com
880
Sunday, March 10, 2013
$30,995
Want to make a move? Check the classified ads first.
the first place to look for everything
471 E. NORTH STREET, CARLISLE
249-5418
I-83 AT 13TH STREET EXIT HARRISBURG 717-234-4444 TOLL FREE 888-SUTLIFF sutliffchevrolet.com
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The Sentinel www.cumberlink.com