Robert Hefner, the author of The GET: The Grand Energy Transition, believes we should use LPG as a bridge to an EV future. He points out there are eight million vehicles in the world that operate on natural gas—though only 150,000 those are in the USA. Americans have invested nearly four trillion dollars in large cars, SUVs and trucks. Hefner asks whether we seriously intend to throw them away? Of course not, he says, and then he suggests that they should be converted to running on LPG. How difficult is that, you ask? Not much; a day’s work. (I know, my 1998 Jeep Cherokee is now a hybrid, running on gasoline or LPG at the press of a button.) Hefner says we should “retrofit all those vehicles that are now running on gas.”

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Well, he would, wouldn’t he? I mean, if Detroit was going to build a car for Scott Burgess, the 300C SRT8 would be it. Massive horsepower and . . . massive horsepower. Did I mention massive horsepower? What about massive horsepower? “The 425 horsepower instills confidence that few other engines can. Zero to 60 mph in five seconds; less than 12 seconds later and you’re cruising at 100 mph. It blasts off at lights and makes passing anything on the road as easy as stepping on the accelerator.” So, anything else then? “More importantly, for the 2009 model, engineers changed out some of the suspension to give it a smoother ride and recalibrated the antilock brakes and electronic stability program to make it even sportier. Even in the normal stability control setting, which would be the most restricting, the 300C SRT8 keeps it fun. Slam through a corner and the back end twists just enough to remind you how much fun driving can be.” Ah, power slides in a lumbering Yank tank. I’m so there! No really. Of course, no Burgess review of a car he likes would be complete without a chip on the shoulder FU to eco-weenies and Detroit haters . . .

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Up to now, Chinese companies taking over Western brands was a Beijing opera of well-placed rumors, followed by ambiguous statements or outright denials. The Chinese government did their part in the play encouraging their automakers to acquire foreign assets, then warning them that it might not be a good idea, and then saying that they would back them if they do. Welcome to China. Now, for the first time, a Chinese company went on record that they are willing to make international acquisitions. They’ve even said why.
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A reader writes:

“Would you have any idea on the auction value of a low mileage 2007-2009 Toyota Tundra CrewMax Limited 4×4 5.7? I have been looking to upgrade from my current 2005 Tundra to one of the new ones but hate all of the new car dealer shenanigans. Thanks so much for your time and response. I really appreciate it.”

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Aptera Motors has pushed its first street-ready prototype out of the cradle. Yes, it’s a tricycle, with a drive train a la Fisher Price PowerWheels, and a name that sounds like a one-year-old pointing out the cruise director on Love Boat, but the 2e might prove to be the car the Chevy electric- gas plug-in hybrid Volt and lithium-ion-powered Tesla long to be: the future.

John writes:

How often should coolant hoses be replaced on older vehicles? And not just when they start to leak! Should it be based upon age, mileage, climate of operation, or what? For that matter, what about the other hoses conducting pressurized fluids, vapors and the like? We have guidelines for belts and serpentines, but hoses?

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Mitsubishi will reorganize and scale down its research and development subsidiaries in the U.S. and Europe

Fox News reports that the Presidential Task Force on Autos has hired bankruptcy lawyer Matthew Feldman of New York law firm Willkie Farr & Gallagher LLP. The Mattster will help Obama’s quango “evaluate options” for GM, Chrysler and (one assumes) Ford. According to Matty’s soon-to-be-ex-firm’s website, Feldman “recently represented investors that bid for assets in the chapter 11 cases of Dana Corporation and Performance Transportation Systems.” So, auto industry ambulance chaser it is, then. Feldman isn’t the only C11 specialist hovering overhead—I mean, waiting in the wings. I mean, advising the PTFOA et al. how best to piss away—I mean, “invest” taxpayer money in the self-inflicted Motown Meltdown. I mean . . . no. That’s exactly what I mean. Reuters [via Bertel Schmitt] reminds us that “The U.S. government has also been working with bankruptcy and restructuring lawyers at law firms Cadwalader, Wickersham & Taft LLP and Sonnenschein, Nath & Rosenthal, as well as turnaround specialists at investment bank Rothschild.”

Never a dull moment with Opel. At least their PR machine is working. As for their brains… Anyway, yesterday, we mentioned that GM Europe Chief, Carl-Peter Forster, had sounded a bit depressed when he said there were “interested parties but no formal talks” in regards to a partial sale of Opel. Today, we mentioned that Opel is getting rebuffs by the number, get losts by the score. Now, as Friday the thirteenth has ended, GM acts like nothing ever happened. Im Gegenteil! The party is just beginning! Are you, or have you ever been an interested investor? Does GM have a deal for you!

To a perplexed public, General Motors announced today that it is– again– planning to seek third-party investors for Opel/Vauxhall, the Financial Times reports. For that surprising purpose, GM is preparing a sales prospectus, and plans to approach “possible interested parties” in buying Opel/Vauxhall. Excuse me?
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In just one short month or two, we’ll know whether Eddie Alterman will be subsumed by the don’t bite the hand that feeds borg at Car and Driver, or not. Motor Trend’s editorial boosterism is trending it towards a straight path from letterbox to circular file. Road and Track still can’t make up its mind (between simple and complex boredom). Etc. In the race to the bottom, both in terms of editorial dependence and circulation, no one wins. Of course, I have a dog in this race: us. I’m hoping that TTAC will emerge as the new Car and Driver when this adverpocalypse ends. And in just one short year or two, we’ll know. Meanwhile, we’ve got a free car mag subscription of your choice to give away, which is almost what they’re doing anyway. Anyway, FYI, it’s courtesy of subscription.com. All you have to do: in 800 words or a LOT LESS, tell us which car magazine sucks least and why. I will choose the winning comment by 9am tomorrow, based on the usual criteria: sarcasm, cynicism and general snarkiness. Oh, and again, TTAC’s overlords have put the subscription idea on ice. Thanks to you. Grazie.

And with the Phaeton rumored to be coming back like déjà vu, why would Audi mess with the A8’s lean, mean luxo-niche? Motorauthority reports that the new A8’s curb weight will top out at 4,180 lb, down from the current 4.2 Quattro’s 4,409 lb. Even crazier? There’s serious consideration being given to a front-wheel drive, turbocharged-four base model with 230 hp pulling a meager 3,630 lb. But this brand blemish is being built to satisfy European emissions standards, not the MKS “crowd” in the US market. A three-liter V6 with 290 hp could make it to the US, complimenting the 372 hp 4.2 V8, with the W12 a solid “maybe”. Crazies and one-uppers will have to wait for a 620 hp 5-liter V10 exclusive to the S8. The new Quattro system features a “torque vectoring SportDifferential,” and styling will be . . . different. “The first generation was very dogmatic and product-design-like. With the second generation, the theme was ‘elegance’—softer, flowing lines. The upcoming third generation will be stronger, sharper, and more precise,” says Audi design boss Stefan Sielaff.

Folks, TTAC has serious competition. GM just issued a press statement, headlined “GM and Opel Launch Website to Support Fact-Based Discussion.” (As opposed to what? Faith-based?) The lead-in of the statement isn’t really conducive to getting to the main part, but in the interest of fact-based reporting, here it is: “The current need for bridge-financing for GM’s European operations is rooted in a catastrophic economic crisis, the worst of its kind in more than 70 years. Given the significance of the situation politically and for society, it’s only natural that rumor, speculation and urban myths should begin to circulate at this time. In addition to informed reporting based on fact there is also misinformation and repetition of statements that are clearly not based on fact.” Still with us?
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Hint

The European Automobile Manufacturers’ Association (ACEA) has released their February numbers, Reuters reports. European new car registrations fell 18.3 percent in February, says the ACEA. That’s much better than the 41.3 percent decline the USA suffered in the same month. But it could have been worse had it not been for Germany. Here, registrations soared 21.5 percent in February. The only other market in Western Europe to show growth was tiny Luxembourg—up a tiny 0.3 percent

The German market boosted Western Europe’s tally, with “strong demand in certain market segments following the recent motor vehicle tax reform and scrapping bonus introduced by the German government.” France, which also gives cash for clunkers, but only €1K (as opposed to €2.5K in Deutschland) saw a rather benign drop of 13 percent.
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Walking towards the Maserati GranTurismo S, I felt like a teenager trying not to stare at a Playmate’s breasts. While the “base” GranTurismo’s elegant lines, dignified proportions and powerful stance had captivated my attention, the S dared me not to look. I know; it’s stupid. At the ripe old age of near-50, I’m supposed to have left my spoiler infatuation with the pet rock slowly starving to death in the basement. And yet, somehow, the GranTurismo’s tail made the Maser’s design pop, blending pole position with pole dancing. Yes, well, I’d just driven the base Maserati GranTurismo and found the brakes, seats and handling wanting. So I was ready to be disappointed. If you’re jump aversive, here’s the bottom line: I was and I wasn’t.