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Book Reviews

Book Review: Mustang by Design

December 14, 2018 by admin 5 Comments

Nearly everyone knows something about the Ford Mustang, the iconic sports coupe that’s been part of American automotive lore for more than a half-century. Formally introduced at the New York World’s Fair on April 17, 1964, this steed on wheels has captured the hearts of millions of drivers and remains the quintessential pony car.

As much as we may think we know about the Mustang and its storied history, these details are typically relegated to the release of the first model and every subsequent iteration. But the Mustang’s origin is a story seldom told or least key elements about the vehicle’s beginnings are often left unsaid.

Mustang by Design: Gale Halderman and the Creation of Ford’s Iconic Pony Car

Those omissions led a pair of automotive authors, Jimmy Dinsmore and James Halderman, to collaborate and tell the whole story, which they covered in the seminal hard-copy book titled, “Mustang by Design: Gale Halderman and the Creation of Ford’s Iconic Pony Car.”

Mustang by Design: Gale Halderman and the Creation of Ford's Iconic Pony CarWho is Gale Halderman? To begin, he is James Halderman’s cousin, which immediately supplied the authors with special access and inside knowledge about the Mustang. Gale had a long history with the Ford Motor Company, starting his tenure as a designer fresh out of college and quickly working his way up in the company’s hierarchy.

Significantly, it was Halderman’s initial design sketch that ultimately led to the development of the car that became the Ford Mustang. But the project almost never happened as the automaker was still licking its wounds from the failed Edsel debacle, an all-new marque slotted between the Ford and Mercury brands.

With the backing of Ford executives Hal Sperlich and Lee Iacocca, but especially Iacocca, the then-unnamed project received the reluctant approval of Henry Ford II, the eldest grandson of the company’s founder, Henry Ford. The authors recounted Iacocca’s influence, which included the executive guaranteeing the success of the nascent model with his career aspirations on the line.

Falcon Architecture and a Nominal Budget

The authors dug deeper to reveal more about the project, based on the popular Ford Falcon architecture and allotted a budget of just $75 million to launch. That amount was just a fraction of the cost of the average car launch, but savings were realized by deriving about 60 percent of the coupe’s parts from the Falcon.

Yet, the Mustang’s success was far from guaranteed. For one, it had to show enough differentiation to appeal to its target audience — young people, men and women alike. Indeed, the proposed vehicle was sometimes referred to as a “secretary’s car,” meaning it had to be liked and affordable for office workers. Furthermore, it was tasked with launching an entirely new segment of sport coupes. Ultimately, Ford was striking out in a fresh direction and reshaping the industry with it.

Dinsmore and Halderman shared details about car design that demonstrate how even the smallest changes can have a lasting impact on vehicle development. For instance, the three-gill look on the first-generation model’s front fascia remains a significant Mustang design element, but its purpose was quite simple — the designers had to conceal a gap between the grille and the headlamp bezels. To this day, the design is a significant part of the modern Mustang as it is now utilized in the LED accent lights adorning each model.

From Planning to Production and Beyond

The Mustang’s formal launch was preceded by a massive media push, whereby the automaker made the new car available ahead of its release. Consequently, by the time the Mustang entered dealer showrooms, consumers were ready to make a purchase. One full year later and more than one million Mustangs were sold — a new segment was launched and the pony car was born.

At this point in the storyline, the authors delved into the first model, explaining how new engines and transmissions were brought on and where the late-available fastback model fit in with the standard coupe and convertible. We also learn about Carroll Shelby’s role in transforming the Mustang into a performance model, something Ford needed, especially as GM rolled out the competing Chevrolet Camaro and Pontiac Firebird models.

The remaining chapters of Mustang by Design focuses on Halderman’s design influence beyond the Mustang. Indeed, Gale worked for the Lincoln-Mercury Design Studio and is credited with developing the opera window popularized in the 1970s. The book also examines Ford’s design studios, Ford family members and key company personnel, then concludes with a look inside the Halderman Barn Museum.

Available at Booksellers Today

Ford Motor Company fans, but especially Mustang mavens, will naturally be drawn to Mustang by Design. There are enough nuggets to keep readers digging for more, while the supporting photographs and story insets complete the narrative.

The book (CarTech; 192 pages; $42.95) is available through booksellers such as Barnes & Noble and Amazon. You can also obtain an author-signed edition through CarTech.

Filed Under: Book Reviews Tagged With: book review, Ford Motor Company, FORD MUSTANG, Gale Halderman, Halderman Barn Museum, HENRY FORD, James Halderman, Jimmy Dinsmore, Lee Iaccoca, Mustang by Design

Book Review: Car Marques

June 25, 2018 by admin 2 Comments

The story behind car marques and the trademarks that define them.

They are almost always easily recognizable with just one glance. What am I talking about? Car logos and emblems, “symbols” that tell you what a car brand is, usually without words.

Car MarquesEvery manufacturer has them with some maintaining their logos and emblems for decades without nary a change. Others, like Oldsmobile, went through multiple changes across its 107-year history, which may explain in part why that once storied brand is no longer around.

It would be nice to have a collection of stories about some of our favorite logos, would it not? Well, Simon Heptinstall, an author, broadcaster, writer, editor and blogger, did just that. I was presented with a review copy of, “Car Marques,” and learned much about the history of some 90 such designs and much more. Published by Motorbooks (Quarto Knows), “Car Marques” is a soft-cover book with a suggested retail price of $19.99 and is available through most bookstores (224 pages; ISBN: 9780760362457).

Car Marques: The Top 90

Heptinstall painstakingly went through all of autodom to look at most of the logos in use today or at least within the past 20 years. Mercedes-Benz, Chevrolet, Hyundai, Volkswagen, Ford and Toyota were among the current brands featured. Recently retired brands such as Pontiac, Rover, Mercury and Daewoo were also mentioned. Even then, Plymouth (retired in 2001) did not receive a mention, while DeLorean (retired in 1983) did. Marques of antiquity, such as Pierce-Arrow, Packard and Duesenberg were not covered.

Mercedes-Benz LogoBut for the 90 marques Heptinstall did review, he was thorough in both his research and description. Indeed, “Car Marques” typically offers one page featuring the logo, the company’s founding information as well as the best-known models of each brand. He then spends another page giving us brand background information and explaining what the logo means.

For instance, the three-pointed star representing the logo for Mercedes-Benz is recognized the world over. The company traces its origins to 1886, when Karl Benz developed the first gas-powered car, the Motorwagen. Parent company Daimler had the star first, but when Mercedes-Benz was formed following several mergers, the circling ring was added in 1926. And it isn’t just any star you’ll see. Indeed, it has a three-dimensional look, which gives it the “richness” we expect.

The Color Choices

As much as I’m steeped in all things automobiles, there were a few brands mentioned that I never heard of. For example, Perodua is a Malaysian brand founded in 1992. In fact, it is the country’s largest automotive brand, ahead of the better known Proton marque. The company utilizes an unusual P symbol and offsets that with hues of red and green. A silver shade cuts through the middle to form the letter and also surrounds the logo.

Ford historic logoColor choices are so particular that manufacturers adhere to the six alphanumeric digit hex color code to define the “real thing.” You’ll then find logos fixed to the front of the vehicle and sometimes to the sides and rear. Inside, logos typically are on the face of the steering wheel. We’ve also found logos in puddle lamps, on seatbacks and, of course, in company documentation and advertisements.

Logos and emblems aren’t the only subjects of this book. The author dug deep to give us back stories on some of the best-known names in the industry. No, not just brand names, but the individuals who founded these companies.

In one example, we learn about the entrepreneur William Durant, who was a pioneer in the US auto industry. Durant accumulated riches through his Durant-Dort Carriage Company, funds he used to acquire the struggling Buick Motor Company. Durant eventually gained control of GM, founded Chevrolet, got booted from both and eventually left the industry. Always an innovator, Durant saw how bowling alleys were the trend of his time, providing families with an affordable recreational pursuit. Alas, Durant died in 1947, just as the trend began to set in.

Toyota Land Cruiser logo

Your Brand, Their Logo

What about your brand? Do you know when it started and what are its most popular models? As for the logo or emblem, do you understand why it was used and what it means? These are the kind of questions that should draw you to “Car Marques,” to uncover the mystery behind the vaunted trademark.


See Also — Book Review: Classic Volkswagens

Logo photos copyright Auto Trends Magazine. All rights reserved.

Filed Under: Book Reviews Tagged With: Car Marques, emblems, Ford, logos, Mercedes-Benz, MOTORBOOKS, Quatro Knows, Simon Heptinstall, symbols, Toyota Land Cruiser, trademarks, William Durant

Attention Dealer Principals: Perfect Dealership

December 4, 2017 by admin 1 Comment

Surviving the Digital Disruption.

If you’ve visited a new car dealership within the past few years, you may have noticed the upgraded facilities and perhaps enjoyed expanded amenities, such as brewed coffee and snacks while waiting in the service department. Certainly, these changes are welcome, bringing aged dealerships into the 21st century.

Perfect Dealership: Surviving the Digital Disruption

But “looks” are only part of the equation. How car dealers treat their employees and customers hasn’t always kept up with modern practices, especially in this digital age. Indeed, too many salespeople must still rely heavily on their commissions to earn a living, which leads to high turnover as they look for more secure employment.

Further, time-pressed customers may show frustration if they are unable to initiate the purchase process online or at least schedule a test drive. These are just two of the more noteworthy habits of car dealerships, as pointed out by Max Zanan in his book, “Perfect Dealership: Surviving the Digital Disruption.” (CreateSpace Independent Publishing Platform; 120 pages; Amazon: $9.99 (Paperback) or $5.99 (Kindle Book).)

As a side note, most of my book reviews to date have focused on a particular car model, brand or in some instances a personality, such as Steve McQueen.

About the Author

This time, I accepted a book that the author says is dedicated to “dealer principals,” including general managers — defined as men and women who lead the dealer group or an individual operation.

Perfect Dealership: Surviving the Digital DisruptionHaving worked as an automotive journalist for more than a dozen years and purchased or leased seven new cars and at least that many used cars over the past 40 years, I wanted to gain an insider’s look at sales and service. I was not disappointed.

Zanan, an automotive professional with nearly 20 years of experience as a general manager and later as a Finance & Insurance (F&I) executive before launching Total Dealer Compliance, holds nothing back as he warns dealers to brace for digital disruption.

That is to say for dealers to expect a revolution that may very well be orchestrated by Amazon or other outside forces, what could lead to their demise if they don’t begin embracing change now.

In particular, those who fail to see the changes coming or take appropriate action, they may go by the way of the Blockbuster video chain — overtaken by Redbox automated kiosks, Netflix and other video-on-demand services.

The Four Obsessions

Zanan pointed out four areas, what he called “obsessions” for dealers to emphasize moving forward: product knowledge; employee training; customer service; and a shared, common goal among all departments.

Concerning the first point, product knowledge remains a weakness at many dealerships, something the author noted when he was shopping for a Toyota 4Runner Limited. He personally wanted to confirm that the SUV had ventilated seats to go with the heated seats, something the salesperson couldn’t answer. Upon entering the cabin himself, Zanan discovered that the same dial used for heating also controlled ventilation and that was something the sales staff should have known. As a result of that poor experience, the author proposes that dealers train and certify their staff model by model, ensuring that customers never know more about the vehicles than their staff.

Second, on the employee training part, Zanan notes that the industry lacks consistent training — if offered at all. Poorly trained employees are not just less knowledgeable, but may be unfamiliar with workplace rules, laws, or how to work together as a team, among other inconsistencies. Poorly trained employees are also more likely to leave, costing the dealer far more money in turnover costs than in training overhead.

Third, is customer service a problem? You bet! And in some cases, it is so poor that customers won’t return. Consequently, lost customers mean lost capital as consumers flee to competitors. With Amazon already selling Fiats online in Europe, disgruntled customers are certain to look at other options as they emerge stateside. The author emphasized that customer service must go beyond the expected to include such perks as loaner vehicles, an improved online experience, and follow up. Certainly, we can all think of areas where customer service can and should improve. Those dealers who don’t change will lose out; some may succumb.

The fourth area of concern has to do with a shared, common goal among departments. Earlier this year I personally witnessed that in action when I completed my vehicle purchase, then visiting with the F&I executive (I turned down his multiple warranty and maintenance plan pitches), before meeting with a maintenance technician in the service department where I scheduled my initial service appointment. Because of this particular experience, I understood this dealership had its departments working together, which makes for a better customer experience as well as for a more profitable operation.

Toward Improvements That Matter

Beyond the obvious amenities of coffee and snack, Zanan urges dealers to explore other ways to attract customers and build on their experience. These include:

Websites that work. Some dealers fail to understand how customers shop online, not taking into account the various platforms they use to obtain information, especially smartphones. Not only should a site load quickly, but they should be usable across all platforms — computers, smartphones and tablets.

Websites that supply information customers want. Certainly, we’re not yet at the point where customers can purchase a vehicle online, but we’re headed in that direction. In the meantime, the information provided should include items that customers may not have access to today, including online parts ordering, service plan comparisons and extended warranties. Young, tech-savvy consumers will soon dominate the marketplace, therefore they expect an experience similar to shopping with Amazon — what can your dealer do to move in that direction?

Giving customers what they want. Customers are more likely to use your service department (which has higher profits than the sales floor) when loaner vehicles are available. Furthermore, dealers might also consider staying open late at night to service customers, pick up and return repaired vehicles, offer incentivized maintenance plans and create loyalty programs. In effect, Zanan urged dealers to overhaul their present operation as change is happening right now for an industry that typically is slow to adjust.

Thriving Through Digital Disruption

Although the author most certainly stressed the challenges facing dealers, including computer breaches, errant social media activity, and regulatory compliance, he concluded his appeal by outlining 10 commandments or takeaways dealer principals should keep in mind. In all, they serve as a clarion call for the industry, while offering encouragement that such changes can only prosper those who implement them.


See Also — Book Review — McQueen’s Machines

Filed Under: Book Reviews Tagged With: Amazon, CAR DEALERS, customer service, digital disruption, employee retention, Max Zanan, Perfect Dealership, TRAINING

Book Review: Classic Volkswagens

October 30, 2017 by admin 1 Comment

All about classic Volkswagens!

How much do you know about Volkswagen? Perhaps a better question is this one: how much do you think you know about an automotive brand founded during Germany’s darkest years, specifically the 1930s?

Volkswagen translates to “people’s car” from German, a vehicle authorized by Adolf Hitler and designed by Ferdinand Porsche. The idea for the car was to produce an affordable vehicle for the masses just as the country inaugurated its autobahn or network of interstate highways.

The People’s Car Project

Classic VolkswagensThe People’s Car Project yielded the Type I, a model produced in limited quantities during the war. Allied bombing ensured that the factory was heavily damaged, with production not resuming until 1948 under the auspices of a new West German government. In 1949, the first models arrived in the US, six years before Volkswagen of America established its own base of operation. By then, the Type I was popularly referenced as the Volkswagen Beetle, eventually becoming one of the best-known vehicles in the world.

But the Type I Beetle wasn’t the only vehicle produced by Volkswagen in its first several decades. The Beetle was later joined by the Karmann Ghia, the 1500/1600, and also the Type 2 or “Bus” in the United States.

Chronicling all this is a major proposition, something prolific classic car author John Gunnell managed quite well in his 2017 undertaking, “The Complete Book of Classic Volkswagens: Beetles, Microbuses, Things, Karman Ghias, and More.” Published by Motorbooks (Quarto Knows), “Classic Beetles” is a hard-cover book with a suggested retail price of $50 and available at most bookstores (288 pages; SBN: 9780760349878).

Motorbooks supplied me with a media copy during the summer. Over the next several weeks, I dove into the pages, eager to discover a few things about the brand I grew up with during the 1960s and 1970s. It turns out that there is a lot of information about Volkswagen and its various products that may be unfamiliar to most people.

Welcome to America!

For instance, the very first Volkswagens sold in the US came by Max Hoffman, an Austrian-born, New York-based importer of fine luxury European models. From 1950 to 1953, Hoffman was the exclusive importer and distributor for Volkswagen for the eastern United States. He managed to overcome media criticism and lingering anti-German sentiment to introduce the car and the brand, paving the way for Volkswagen to take over operations in 1955.

The Beetle, of course, dominated sales for many years. To get sales going in the US, Hoffman worked his Porsche and Jaguar connections to convince dealers to take his cars. In exchange for expedited delivery of the luxury models, dealers agreed to take one or two VWs with their orders. Because the cars were so inexpensive, they were easy to market.

The earliest Beetles produced all of 24 horsepower, but ongoing changes yielded more power, while introducing improved parts including hydraulically-operated brakes on all four wheels. The first few models also had a split rear-window, replaced by a single oval rear window in 1953.

Additional changes to follow over the coming years included larger and more powerful engines, a synchromesh manual transmission, tubeless tires, dual-circuit brakes, and 12-volt electronics.

“Volkswagen Bus” by Christine und Hagen Graf is licensed under CC BY 2.0

From Peak to Demise

By the mid-1960s, Volkswagen was selling more than 400,000 Beetles annually. Consider this number for a moment. Today, very few models sell at that clip. The Ford F-Series pickup truck doubles that number, while the Toyota Camry roughly matches what the Beetle sold then.

But the Beetle’s demise was already forecast and Volkswagen began work on an all-new model, which debuted in 1974 as the Golf (Rabbit in the US). Beetle sales continued until the late 1970s in the US, but the model could not comply with stringent pollution regulations. Production continued in Brazil and Mexico, with the latter building the last Beetles. The final model sold in 2003, about 75 years after the first Volkswagen rolled out.

The Volkswagen Bus

Gunnell focused about half his book on the Beetle, before taking a deep dive into all things Bus. Yes, the Bus or Type 2 were Volkswagen’s second most important model in the US, known as the Transporter in other markets. Like the Beetle, the Bus had a rear-engine, rear-wheel drive layout with room for seven or eight passengers.

The interesting thing about the Bus is that although Chrysler claimed to have started the minivan revolution in 1983, the Bus was itself a miniature van. A big difference though is that the original Plymouth Voyager and Dodge Caravan shared architecture with Chrysler’s “K” cars, while the Bus utilized a separate architecture that also yielded trucks.

The Bus, along with the Beetle, also became a symbol of the US 1960s, popularized by “hippies” and prized by families alike. Woefully underpowered, it was available as a panel van and in some markets as a flatbed pickup truck.

Volkswagen Karmann Ghia Coupe
“Volkswagen Karmann Ghia Coupe” by Jordi Carrasco is licensed under CC BY 2.0

Best of the Rest

Lesser known models also receiving attention included the Karman Ghia, a 2+2 sport coupe based on the Beetle’s architecture, yet Italian designed. Also available as a convertible, the Karmann Ghia never achieved anywhere near the success of the Beetle, with fewer than 500,000 models built worldwide, compared to the record-setting 23 million units for the Beetle.

And of course I’d be remiss if I didn’t mention “The Thing,” a model largely unheard of, but not forgotten by collectors. This model’s design was loosely based on a World War II-era Jeep-like military vehicle and sold for only two years in the US. There were too many safety issues surrounding this quirkiest of all Volkswagens, thus the automaker pulled it from the market.

I left out any mention of two other very similar models, the Type 3 1500 coupe and convertible and the 1600 square back wagon. Both models sold alongside other VW products in the 1960s, giving the brand one of its strongest product lineups ever.

Fittingly, Classic Volkswagens covers the brand’s vehicles only through the mid-1970s. With the eventual demise of the Beetle and the rise of the Golf followed by the Jetta and other modern, front-wheel drive vehicles, Volkswagen survived a much-needed transition that has helped the parent company, Volkswagen Group, become the world’s largest automaker today.

Volkswagen Thing
“Volkswagen Thing” by zombieite is licensed under CC BY 2.0

Classic Volkswagens: The Gift That Keeps on Giving

I read automotive books to find out what the authors are saying. Gunnell’s coverage of all things Volkswagen antiquity should interest VW fans. As such, it makes an ideal gift at Christmas, for birthdays or for any other special occasion.


See Also — Book Review: Preston Tucker

Filed Under: Book Reviews Tagged With: book review, Classic Volkswagens, John Gunnell, MOTORBOOKS, Volkswagen Beetle, Volkswagen Bus, VOLKSWAGEN GOLF, Volkswagen Karmann Ghia, VOLKSWAGEN THING, VW

Reviewed — Curves Scotland: Number 8

May 16, 2017 by admin 1 Comment

Scotland by motorcar — the only way to travel.

Scotland

Is it a book? A magazine? Or is it a catalog? I asked myself these questions when a copy of “Curves Scotland: Number 8” arrived at my home recently.

“Curves” is actually a German magazine bound like a softcover book and distributed from time to time (Curves Scotland: Number 8 (English and German Edition); Amazon $19.98). Each issue supplies an account of a specific country or region, areas offering majestic mountain passes and white-knuckled bends, with a close-up look at local culture in such a way that it brings you there.

Indeed, the phrase “soulful driving” is the magazine’s theme, detailing each five-day excursion, inviting the reader to retrace the journey. And if you manage to forget the many twists and turns described, a pullout map of the area with the route highlighted in red ensures you’ll always stay on course.

Founded by designer Stefan Bogner in 2009, each issue overflows with stunning photographs — some taken roadside, while certain others are helicopter captured. Drones are also deployed to acquire images that are otherwise too difficult, even dangerous, for a man or human-piloted machinery to take.

Curves Installment No. 8: Scotland

The eighth issue is all about Scotland, the seventh time featuring a European destination. Sicily, the Pyrenees, and Northern Italy were among the previous places covered. The sixth issue featured California, the first and only time the Curves crew embarked on a new world adventure.

Curves ScotlandFor the Scotland voyage, the team drove a Porsche Panamera 4E Hybrid, but the car was definitely *not* the focal point of the story. Only a few carefully placed ads, a smattering of photos, and the briefest mention in the addendum confirmed the chosen vehicle.

Automotive enthusiasts may find it disappointing that the storyline supplies very little information about driving dynamics. Instead, you’re provided with details of everything you should take in along the way. After all, there is a clear assumption you’d choose the right vehicle for the roads less traveled.

Scotland is the northernmost region or country within the United Kingdom. Glasgow and Edinburgh are her major cities, with Aberdeen, Dundee, and Inverness also of note. But much of the country is mountain wilderness, peppered with glacial glens and lakes. There are nearly 800 islands too, and Scotland’s history is typically traced to the years immediately following Christ, when the Romans battled local Caledonians, among the earliest Celtic tribes in Britain.

Scotland in Five Days

Day No. 1 — Glasgow to Isle of Skye — What is the best way to start your Scottish journey? In one of the country’s largest cities, of course. Glasgow, home to more than 1 in 10 Scots, is where the Curves crew began their five-day journey, a city of 600,000 people situated on the River Clyde.

The first day was also the crew’s longest, a 407-mile meandrous journey to the Isle of Skye. Just off of A819, the ruins of Kilchurn Castle a 15th-century one-time stronghold of Clan Campbell, are awaiting your visit. Large expanses of wilderness, the Glencoe Mountains, and a stretch of the A82 popularized in the 2012 James Bond “Skyfall” movie are among the most noteworthy places along the way. Hairpin turns, anyone?

Day No. 2 — Isle of Skye — The Curves crew spent a full day on the Isle of Skye, a 639-square mile island off the northwestern coast of Scotland. It is the largest of the Inner Hebrides and home to about 10,000 people. The name doesn’t mean what you think as “Skye” is Gaelic for fog. Let’s just say Sky Island sounds far more romantic than Fog Island.

You may reach the isle in one of two ways: 1) by taking a 30-minute car ferry from Maillag to Armadale or 2), by heading north to Kyle of Lochalsh and cross the Skye Bridge, opened in 1995. The team took the ferry on the way to the isle and exited over the bridge to return to the mainland. The 136-mile Skye loop is a four-hour twisting expedition, but that’s ambitious considering the amount of livestock and slow-moving traffic you’re likely to encounter. But if water views, castles, and brochs (towers) interest you, then bypassing Skye would be a tragedy almost on the order of Macbeth.

Day No. 3 — Isle of Skye to Ullapool — I’ve decided that if I ever make a trip to Scotland, the Isle of Skye will be my top destination after leaving Edinburgh or Glasgow, of course. But there is much more to the land of the Scots and the 174-mile leg from the isle to Ullapool should definitely strike your fancy. Along the way is the Eilean Donan Castle, built in the 13th century, destroyed by the Royal Navy in 1719, and reconstructed early in the 20th century.

Wonderful architecture and beautiful scenery aside, drivers should take note of the Bealach na Bà — Pass of the Cattle — a historic passageway on the Applecross Peninsula. Known for its very tight hairpin turns with gradients approaching 20 percent, the road is entirely unsuitable for novice drivers. And that’s reason enough for enthusiasts to take this serpentine road on the way to Ullapool.

Scotland

Day No. 4 — Ullapool to Inverness — Founded in 1788, Ullapool is and was a herring port. Our intrepid travelers began their fourth day leaving Ullapool for Inverness, a 193-mile trek that took them about as far north as you can go on the Scottish mainland before winding their way south toward Inverness.

Throughout their journey, the Curves crew sampled the local fare, while gradually switching from coffee to Scottish tea along the way. One such meal included haggis — a delicacy comprised of sheep’s heart, liver, lungs, and stomach — typically served with neeps and tatties. Black pudding, beans, and doughy white bread were among the more palatable items sampled.

Day No. 5 — Inverness to Edinburgh — The fifth and final leg of this Scottish adventure began in Inverness and ended in Edinburgh. With 372 miles ahead of them, the Curves crew headed out at dawn, but instead of heading to the Scottish capital, they traveled immediately to a nearby airport for a helicopter ride. Many of the photos shown in the book come from that ride, supplying readers with a vantage point that would have otherwise been impossible to provide.

Nearly halfway between the two cities and tucked within Cairngorms National Park is Balmoral Castle, the Scottish residency and summer home of the royal family. Consider this stop a must in your effort to apprehend the grandeur of Great Britain. Even when the royal family is not present, the castle is always prepared in the event the royals pay an unexpected visit.

Leaving Scotland

If you have ever considered visiting Scotland, Curves certainly provides a tantalizing primer of the country. Its otherworldly-in-places beauty, lost-in-time villages, and historic castles offer a fitting alternative to the big city life of an Edinburgh or a Glasgow. You’ll also gain a greater appreciation of Scotland’s impact on not just Great Britain, but on Northern Europe, indeed the world.

Disappointment will invade the soul of every reader expecting a detailed drive synopsis of the country. With that knowledge, it isn’t too difficult to find the top 10 scenic roads in Scotland as many travel writers eagerly share their opinion of them. That said, no part of Scotland is more than 50 miles from the coast, making it possible to enjoy all types of topography in just one day. With much to see, take your time as there is very little along the way you’d dare overlook.

Photos copyright Curves Magazin. All rights reserved.

Filed Under: Book Reviews Tagged With: Bealach na Bà, Curves Magazin, Curves Scotland, Edinburgh, Glasgow, Great Britain, Inverness, Isle of Skye, PHEV, Porsche Panamera, Scotland, Stefan Bogner, Ullapool

Book Review: Preston Tucker

April 17, 2017 by admin 3 Comments

…and His Battle to Build the Car of Tomorrow.

Preston Tucker may not be a name familiar to people outside of the auto industry or the business world, unless you happened to watch the 1988 movie, “Tucker: The Man and His Dream.”

I never saw the movie, but have been long familiar with the story. Or at least I thought so.

That is until I read the book, “Preston Tucker and His Battle to Build the Car of Tomorrow,” by Steve Lehto (Chicago Review Press; 272 pages; $27,99; ISBN: 978-1-61374-953-1). In effect, Lehto exposed the entire story, going well beyond the man’s aspirations to show how industry leaders, politicians, and regulators colluded to destroy the company and perhaps the man who ran it.

I must say that the author’s story was infuriating — not for how he illustrated it, but for the hard truths exposed. Tucker himself weathered injustice after injustice as the three largest automakers of that era — General Motors, Ford, and Chrysler — did everything they could to wreck Tucker’s dream.

Unfortunately, the Big Three succeeded.

Attorney and Industry Expert

Preston Tucker and His Battle to Build the Car of TomorrowTo his credit, Lehto brought not just an investigative touch to the story, but his legal expertise. Indeed, he is not only the author of the “Lemon Law Bible,” but he’s a practicing attorney based in Michigan. His website reveals his background in lemon law and consumer protection, areas where the auto industry has made significant changes following years of neglect or willful ignorance.

Preston Tucker was the consummate entrepreneur, born in 1903 just outside of Detroit. That proximity to Motor City meant that he had access to the emerging industry and everything related to it. Early on, he managed a service station near where he grew up with his wife, Vera. While Vera managed the station during the day, Preston worked on a Ford assembly line.

When the service station lease ended, Tucker quit Ford, joined the police force, then moved on to sell Studebakers, then Stutz and Chrysler. Stints at Pierce-Arrow and Dodge should also be counted, before his interest in race car development and military vehicles followed.

WWII: An Opportunity Emerges

During the Second World War, America’s car companies quit producing passenger vehicles and became assembly lines for all sorts of military vehicles and hardware. As the war labored on, pent-up demand for new vehicles surged and by the time the war ended, consumers were looking for new designs.

Unfortunately for the traditional manufacturers, the only “new” cars planned were based on designs used before the war. It would take several more years before the pre-war styles were retired.

A New Automaker: Tucker Corporation

Preston Tucker saw an opportunity and formed the Tucker Corporation even before the war ended. In quick succession, Tucker assembled a group of industry leaders to launch his enterprise, based on a 1946 design of the car. Soon, a “Tin Goose” prototype followed and the company acquired its first manufacturing plant.

But problems and opposition arose early on, including some of Tucker’s own making. Known as a consummate salesman, Tucker easily endeared himself to others and did an outstanding job of promoting the company’s stock. However, he soon found that the Securities and Exchange Commission (SEC) would scrutinize the company, launching a formal investigation.

It is at this point in the story that the Tucker Corporation was racing against time. The company needed to get vehicles produced to convince detractors that production-ready models were possible. At the same time, at least one Michigan politician was hell bent against Tucker, and quite possibly in the pocket of at least one automaker threatened by what the Tucker entity might become.

Tucker 48: The Car of Tomorrow

What became known as the “Tucker 48” was truly a state-of-the-art conveyance. Tucker envisioned a car that wasn’t just modern, but equipped with safety equipment not offered in that day.

A padded dashboard, disc brakes, a pop-out windshield, and a third headlight which swiveled when taking corners, were just a few of the safety features offered. Its rear-wheel, rear-engine design was unusual too — altogether, the Tucker 48 had the potential to not just shake up the industry, but to transform it. It became known as “the car of tomorrow” — a stark contrast to the aged designs offered by Detroit.

I won’t go into all the details about how the Tucker Corporation unraveled — you need to read the book — but I will say that there were enough doubters, backstabbers, and ne’er-do-wells to undermine the company. Sadly, the media was complicit, launching baseless critiques of the car or advancing a disproven narrative, e.g. — the car could not drive in reverse.

That Tucker was able to get 51 cars to the market before the whole thing crumbled is a tribute to the man. That there were only 51 cars built is a crying shame — without much interference, the industry could have transformed much faster, delivering safer cars and saving thousands of lives.

But consider this: safety features are costly and manufacturers long put share values above consumer safety, a problem that isn’t as prevalent today, but it still does exist.

The End of the Road

After several years of wrangling with the opposition, Tucker found himself without a company and with people launching civil suits against the company and himself, including dealers who lost their investment.

Though Tucker prevailed, he was destitute, yet he maintained the dream of launching a new company. At the same time, he was never quite himself and was later diagnosed with lung cancer, passing away at age 53 — just eight years after launching the Tucker 48.

Shades of Musk and Tesla?

There is much that can be gleaned from Letho’s work, which I think has an important place in chronicling Tucker history, even without the foreword by Jay Leno.

Some compare Tucker’s rise and fall to Elon Musk, founder of Tesla Motors. Although Musk is similarly imbued with entrepreneurialism, his personal wealth and the very favorable government backing for his electric vehicle initiative means comparisons between the two stops there. Indeed, although Musk’s long-term success is still in doubt, at least he hasn’t faced the same insurmountable headwinds as Tucker.

And that’s putting it all very mildly.


See Also — Book Review — The Allure of the Automobile

Filed Under: Book Reviews Tagged With: auto industry, Chicago Review Press, ELON MUSK, INNOVATION, Jay Leno, Preston Tucker, regulators, safety, SEC, Steve Lehto, TESLA MOTORS, Tucker 48

Book Review — Fiat 500: The Design Book

May 3, 2016 by admin 2 Comments

The Fiat 500 is one of the most easily recognized vehicles on the road. It is petite, stylish, and colorful, hallmarks of basic transportation with a distinct design flair.

Launched in 1957, the Fiat 500 was dubbed a “city car,” yielding coupe, semi-convertible, hatchback, and panel van variants. The original model remained in production for 19 years, then was succeeded by a series of small cars.

In 2007, an all-new Fiat 500 was launched, a model coming in larger, wider, and heavier than the original. Despite the size differences, Fiat’s designers managed to provide a modern interpretation of the original 500’s composition. In the process, the Italian automaker has won over a new breed of buyers.

Distributed by Rizzoli New York

Rizzola New York Fiat 500To celebrate all things 500, automaker FIAT commissioned a book to share with readers a compelling story about the car. Indeed, “Fiat 500: The Design Book” delves into the history of the Cinquecento, rightly identifying it as an automotive icon. Rizzoli New York sent this writer a review copy, a colorful 144-page tribute to Fiat’s smallest model. Released this spring, the book retails for $35 and is available through major booksellers.

The Design Book makes for an easy read from cover to cover. Through his introduction, famed architect Enrico Leonardo Fagone sets the table for what readers will soon discover: Fiat’s designers have managed to pull off an unusual feat by creating a masterful original as well as a modern interpretation of that theme.

Instead of examining the original model first, the Design Book looks at what the current version and its multiple permutations — 500, 500L, and 500X — represent today. Indeed, not only were Fiat’s designers tasked with developing an all-new model, but followed by wagon (500L) and crossover SUV (500X) variants. Each model is built on the last in an effort to balance design synergy with practicality.

Design Elements and Technologies

Tasked with providing a consistent and straightforward design, each element of the new Fiat 500 was carefully considered, crafted, and tested. All the while, those same elements needed to reflect a metamorphosis from old to new, not an easy task as modern tastes and innovative technologies were incorporated.

The Design Book outlines those changes by showing sketches of the old and new, side by side. The earlier look was in a car that appeared to be floating on the ground, with curved lines above and below the body. The contemporary look advances mirrored curved lines for the greenhouse and the hood along with a flat, horizontal underbody.

Beyond the general themes, the book outlines such design cues as the location of the headlight (below the hood cut line), the air intake masked within the bumper, and an assortment of curves, lines, and notches. As a new car reviewer, I like to take note of these design elements. Little did I know the original 500 featured a rear, descending belt line compared with the front descending belt line found in the current model. The new look is at once elegant as it is sporty, adding panache to the small frame.

Approaching 4 Million Sold

More than 3.9 million Fiat 500s have been sold since this model originally launched, including 1.6 million since 2007. The US market might never have seen the current version had not the Chrysler Group sunk into financial distress and been rescued by Fiat in 2009. The two companies were formally joined and renamed Fiat Chrysler Automobiles in 2014, with the 2012 Fiat 500 marking the brand’s American relaunch.

The shared relationship between Italian and American is already evident as Milan design meets Detroit technology. One of my favorite infotainment systems, UConnect, has transitioned nicely from Chrysler to Fiat. In the current 500, 500L, and 500X, top-end versions of the touch screen system simply get the job done.

Contemporary Fashion Meets Automotive Design

Although the original 500 may be relatively unknown to American consumers, the new model provides a lesson in all things Fiat with a contemporary twist. The Design Book breaks down the common trim levels — Pop, Easy, and Lounge — carefully explaining what elements of Italian design (purses, dresses, and even zippers) had in forming the look.

And for people who enjoy making the connection between theater, music, food, lighting, technology and even politics — seemingly disparate topics — the last chapter makes the connection, even for the many years the 500 was not in production.

The Design Book is for automotive enthusiasts and fashion designers alike, although it is definitely skewed toward the latter. It might serve as a Mother’s Day or Father’s Day gift or added to your personal collection of automotive titles.

Cover photo copyright Rizzoli New York.


See Also — On the Road With a 2017 Fiat 124 Spider

Filed Under: Book Reviews Tagged With: book review, design, FIAT 500, FIAT 500L, FIAT 500X, FIAT CINQUECENTO

Book Review — Dream Garages International

January 30, 2012 by admin 3 Comments

Many of us know one person who goes well beyond being the atypical weekend mechanic. This individual not only works on cars, but lives them, eagerly finding and passionately restoring a classic car to its former glory or maintaining at least one such model. His main ride may be something newer, but on warm weather weekends you can find him carefully removing the cover from his beloved classic and taking it out on the road. His restoration may still be a work in progress, but it is clearly evident that he knows what he is doing and loves his work.

dream garagesMuch rarer than the hobbyist restorer are two groups of people: the restorer who makes a living from his work and the collector who owns multiple new and/or classic rides. Occasionally, you’ll find someone who straddles both groups, an uncommon individual for certain.

Klancher Compilation

Prolific freelancer writer, author and editor Lee Klancher has put together a book that takes a look at some of the more exotic collections and the garages that house them in his book, “Dream Garages International.” This highly illustrated book puts the spotlight on 18 garages and collectons around the world and, no, Jay Leno is not one of the featured collections.

Instead, Klancher has tapped the work of automotive writers from around the world to share stories about car and motorcycle collections that only the most avid car enthusiast is aware of. Other than locals who know what Ray Rook is doing in his Okato, New Zealand, shop or even where Elkhart Lake, Wisconsin, can be found, the home of Porsche collector Thomas Grunnah, “Dream Garages” takes the reader around the world and into the lives of these car fanciers.

Kiwi Legend

Now in his late 80s, all but one of Ray Rook’s three garages have been sold off. Rook has slowed down, but he hasn’t retired from the business of car restoration that he began in a quiet southwest North Island town in New Zealand. Born and raised in Okato, Rook has spent most of his adult years servicing, repairing and restoring cars and has participated in races throughout those years too. His garage cannot hold a wrench to the mystery man’s “Maserati Mahal,” a garage that includes a 1,500 square-foot penthouse designed by DesRosiers Architects. Rook’s garage has a more homey atmosphere, one that would be familiar to anyone who has a car serviced. Cars from Hillman, Holden, Morris and Subaru have been part of his collection that currently includes a 1948 Ford shop truck and a 1967 Ford Mustang fastback. That Mustang served as Rook’s daily drive for the many years he has had it, a fiery red model equipped with a Paxton supercharger.

Dream Garages

  • Compiled by Lee Klancher
  • 18 stories from multiple writers
  • Classic cars and exotics
  • Opulent garages to pigstys
  • Hardcover; 176 Pages
  • 225 color & 2 b/w photos
  • U.S. $35.00
  • 2011 | Motorbooks

Thomas Grunnah lives and works 60 miles north of Milwaukee in the sleepy town of Elkhart Lake. That town is about a half-hour inland from Lake Michigan, a community that averages four feet of snowfall from late fall to early spring. For four months of the year, this community may not be the ideal place to take your classic out for a ride, but during the other eight months the local roads surrounding this legendary Wisconsin getaway are ideal for a drive. The town is also host to Road America, offering vintage car weekends as well as NASCAR and SCCA National Championship runoffs.

Grunnah’s collection of Porsche goodies include a 1956 Speedster, a 996, a 936 junior — a half-scale replica of the 1981 LeMans winner that was built by Porsche, and Porsche tractors. Yes, Porsche was in the tractor business, building farm equipment from 1950 to 1963. His Porsche-Diesel Junior has been lovingly restored, a tractor that showcases an area of Porsche craftmanship that is not known by too many people. You can also find a 1967 Austin Mini Moke in a garage that currently houses 14 vehicles in four spaces.

Custom Garages

Beyond the collections are the garages themselves, home to cars that include Ferraris, Bugattis, Maybachs or classics such as Kaiser, a Hudson Hornet and MG. Most enthralling are those garages that feature terrazo flooring, maple wood cabinets and humidity controlled climate systems. Yes, there is even one garage with an elevator lift that brings cars directly into the living room, a Honchu home not like anything you have ever seen.


See Also — Classic Cars Judged, Auctioned at the Charlotte AutoFair

Filed Under: Book Reviews Tagged With: book review, CLASSIC CARS, DREAM GARAGES INTERNATIONAL, EXOTIC CARS, LEE KLANCHER, MOTORBOOKS

Book Review — Gas Smarts

September 9, 2011 by admin Leave a Comment

Hundreds of Small Ways to Save Big at the Pump

How appropriate it is for an author to write a book addressing a problem every car driving consumer faces: high fuel prices. That’s exactly what Dr. Ronald M. Weiers has done with his book, “Gas Smarts: Hundreds of Small Ways to Save Big at the Pump.” [1] I was given a copy of this book over the summer and have been reviewing his tips to see if what he says is sensible and doable.

Fuel Saving Tips

Weiers book makes for an easy read, one where you can flip open any page, find a tip and consider the suggestion. For example, on page 107 he advises drivers to use a windshield sun reflector to keep the car cooler. That way, when you get into the car, you won’t need to run the air-conditioner at full blast. Your climate control system consumes extra gas, therefore simple action on your part can limit consumption. Notably, the flip side of the reflector may offer a “need help” advisory which is useful for breakdowns.

On page 66, Weiers advises the reader to “follow the maintenance schedule” to achieve better fuel efficiency. That means finding and reading your car’s care manual, following the manufacturer’s instructions for maintenance. Weiers cites a Federal Trade Commission study which notes that you can increase gas mileage by an average of 4 percent with a tuned vehicle. [2] The author also mentions other FTC tips for saving gas elsewhere in his book including cleaning out your trunk to reduce gas consuming weight for a savings of 1 percent for every 100 pounds removed, keeping your tires properly inflated to save up to 3 mpg for tires under-inflated by 10 pounds and other tips. All good advice, but all easily found elsewhere including on the FTC site and through the U.S. Department of Energy.

Undefined Fuel Savings

Not every tip offered by the author yields clearly defined fuel savings which leaves the reader wondering what, if anything can be achieved. For example, the suggestion to not use auxiliary lighting unless absolutely needed is sensible as extra lighting consumes more electricity which uses energy derived from fuel. The author doesn’t define auxiliary lighting, but we can assume that he means fog lights which are useful under certain visibility conditions. Likely, the driver isn’t using these lights for any other reason, thus the tip is not especially helpful.

Weiers’ advise is not limited to using your car more efficiently, rather he also brings in scores of tips on how to drive at all. As in shopping online instead of making the trek to the mall. Using the warmest part of the garage in cold weather so that your car warms up quicker, thereby consuming less gas. Riding a bicycle or buying a motorbike or scooter instead of a car. Using fewer plastic products to impact the price of gasoline – bottled water alone consumes some 17 million barrels of oil per year, enough to power 1 million vehicles for a year.

Buying a Car

The author also offers up extensive tips on buying a new or used vehicle and the usefulness (or not) of certain aftermarket parts. Those tips include finding a car with a low frontal area to offset wind resistance, choosing a lighter vehicle to save on gas, considering a car with a manual transmission to enjoy improved fuel economy to many other tips which can help you save fuel. You may not take each tip into consideration when making your purchase, but these should make you consider what type of vehicle you buy and its impact on fuel economy.

So, the bottom line with “Gas Savers” is this – should you buy this book? Only if are a novice in all matters of saving fuel. Over the past three years, scads of articles have been written that cover the same topic, some of which are shared here on “Auto Trends Magazine” for your perusal. [3] You can search for those tips online, but be mindful that some of the information is sensational and not backed by analytical research.


References

[1] Gas Smarts: Hundreds of Small Ways to Save Big at the Pump; Ronald M. Weiers; Adams Media; 2011

[2] Federal Trade Commission: Saving Money at the Gas Pump

[3] Auto Trends Magazine: AOCA Offers Timely Gas Saving Tips


More Book Reviews:

Book Review — Dream Garages International

Book Review — Car Guys vs. Bean Counters

Book Review – GM LS-Series Engines: The Complete Swap Manual


See Also — Top Tips for Getting Better Gas Mileage

Filed Under: Book Reviews Tagged With: ADAMS MEDIA, AUTOS, CARS, FUEL ECONOMY, GAS SMARTS, GAS TIPS, RONALD M. WEIERS

Book Review — Car Guys vs. Bean Counters

June 24, 2011 by admin 1 Comment

Former GM vice-chairman offers an insider’s look at a once proud industry.

Bob Lutz is one of the most colorful, if not controversial figures in the automotive industry today. Although he officially retired from General Motors in 2010, ending a 47-year automotive career that also began with GM and included stints at BMW, Ford and Chrysler, Lutz is now a consultant as well as an author, having published two books including his recently released “Car Guys v. Bean Counters.” This book, published in 2011, takes a look at GM’s rise and fall, but with an eye toward the future – something that Lutz sees as promising for one of the largest automakers in the world.

Maximum Bob

“Car Guys” gives the reader insight into the man whose influence in this important industry is often misunderstood, although the nickname “Maximum Bob” suits him well. This term accurately describes a man who goes full throttle, telling you exactly what he likes or dislikes, ignoring social etiquette and often shaking established, if not erroneous beliefs, including calling global warming “a crock.”

Lutz, now in his late 70s, still resembles the tall, handsome ex-Marine whose visibility was at its nadir for decades, but especially evident while he was serving in his second tenure with GM, spanning from 2001 to 2010. During that decade Lutz served as vice-chairman, or lieutenant for Rick Wagoner and then for three post-bankruptcy GM chairmen.

I met Lutz once, at a meet and greet for new media people held at the 2008 North American International Auto Show in Detroit. I also met Rick Wagoner at the same show, but Lutz’ personality was more front and center, as he explained to his captive, yet attentive audience the virtues of the Chevy Volt, an electrified vehicle still some three years away from production.

Industry Troubles

His most recent book outlines the post-war transformation of an auto industry that went from a global innovative powerhouse to one that was gradually overwhelmed by “process” people and stifled by government regulation. Forever a defender of the U.S. auto industry, Lutz outlines how GM, Ford and Chrysler went from greatness to secondary status in a generation, facing an onslaught of cheaply made Japanese cars that were foisted upon the American populace with the consent of Washington bureaucrats concerned that Japan was at risk of being pulled into emerging China’s orbit. The thinking, according to Lutz, was that if Japan’s insulated economy could be strengthened by exporting its products to a willing American consumer, then everyone would benefit. Except, of course, the Big Three, companies Lutz said were dominated by accountants and very slow to adapt to or at least recognize change.

Much of Lutz’ book points out what went wrong with General Motors, a car company that once dominated the market, producing cars that were stylish, plush, fast and desirable. The transformation from powerhouse to also ran began as the company began to be driven by accountants, with design people stripped of their ability to build cars that were attractive or even worthy of consideration.

Management Missteps

Lutz faults top management and an archaic internal culture that lost sight of what the
customer wanted, producing cars that were ill-conceived and poorly executed. Examples of such included the Cadillac Cimarron, a compact car released in the early 1980s, but sharing the same platform and body of its Chevrolet, Pontiac, Oldsmobile and Buick counterparts. Admitting that Cadillac was never quite the “standard of the world,” nonetheless the brand at one time exuded a certain level of respect whereby luxury products everywhere were defined by the “the Cadillac of….” in its respect industry. “The Cadillac of fashion” or the “Cadillac of new homes,” defined products mirroring a marque that at one time lived up to its exalted status.

The reader also sees where a Fortune 500 company, in a bid to maintain global dominance, made numerous executive and financial decisions which cost the company billions of dollars. Saturn was a plan that was ill-conceived, but did manage to attract a loyal, almost cult-like following. Never particularly fond of this “different” car company, nevertheless Lutz believed that Saturn had the products consumers wanted when the brand was canceled, but wasn’t given the advertising support necessary to advance the brand.

EV1, the electric car project, was too expensive and GM invested far more money in big trucks and SUVs, with not enough going toward small cars. Still, Lutz took to task the media, including a handful of blogger irritants whose GM bashing is wide known. Several times Lutz pointed out media bias and of its spoon-feeding of inaccuracies, if not lies, to an American public who supposedly didn’t know better. The “never can do wrong” Japanese have been proven to be vulnerable, with Lutz pointing out the recent recall problems of Toyota, an archnemeis and sometimes partner with GM.

Reconstructing GM

The best of Lutz is reserved for explaining the years leading up to GM’s downfall and eventual bankruptcy, followed by reconstruction. At once an instructor in the ways of improving automotive design as well as a PR guy not afraid to set the record straight, Lutz fought an uphill battle as vice-chairman, battling a culture steeped in tradition, if not in arcane thinking. The tide, however, was changing as cars such as the 2007 Saturn Aura and 2008 Chevrolet Malibu, reflected a GM that was building vehicles that were stylish, attractive and affordable, winning consecutive North American Car of the Year awards.

Although the company was bleeding billions annually, Lutz explained that GM was turning the corner in 2008, with several new and profitable products in the pipeline including the Chevy Camaro and the Chevrolet Cruze. The Cadillac CTS was in its second generation and successful, and the automaker had the Pontiac G8, arguably one of the best Pontiacs ever built, thanks to its Australian brand, Holden.

The downfall for GM came later that year as America’s financial problems came home to roost and as gas prices topped $4 per gallon. Alone, GM might have survived, but put together these twin challenges hammered the Big Three, leading to GM and Chrysler declaring bankruptcy, with Ford allowed to live on by tapping the funds accumulated from its hocked assets.

Going Global

The remainder of Lutz’ book explains how GM has come back from the precipice and has learned from its mistakes. Lutz warns that government regulations, a biased media and fickle consumers remain challenges for a company that has finally learned how to go global and how to get the product mix right. You’d expect Lutz to interject what he would have done if he were chairman and that he has done – devoting an entire chapter to “what might have been.” Yet, Lutz’s candor is refreshing and eye-opening, while still being able to admit his own mistakes and without shredding every one of his vocal opponents or glorifying his proponents.

“Car Guys” offers to the reader an insider’s glimpse into an industry gone wrong, but one that is far different from what we saw as recently as 2008. Lutz may be retired, but his influence lives on in this book as well as in GM’s current and upcoming product line.

Bibliography

Lutz, Bob, Car Guys v. Bean Counters. Portfolio | Penguin Group USA, 2011


See Also — Book Review — The Allure of the Automobile

Filed Under: Book Reviews Tagged With: BOB LUTZ, book review, BUICK, CADILLAC, Chevrolet, GENERAL MOTORS, GM, HUMMER, OLDSMOBILE, Pontiac, Saab

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  • BMW M235i: Not Your Typical Coupe
  • Hot Stuff: Lexus RC F Sport Coupe
  • Will the Electric Vehicle Boom Create New-Found Dependencies for Foreign Minerals?
  • Rumors? We Got Them!
  • About Bollinger Motors, EV Startup
  • Raptor Fighter: Ram 1500 TRX!
  • White Space Wonder: 2020 Nissan Rogue Sport
  • About the 2021 Genesis GV80
  • The Toyota Supra Gets a Four-Cylinder Engine and We’re Simply Gobsmacked!
  • Jim Farley Appointed Ford President and CEO
January 2021
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