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Posted Chevy Cars on Thursday, August 23rd, 2007.
in Dallas.It’s really not a slogan. We’re not changing the way we do business. It’s just a little bit of humor, Tolerico said. I hope everyone’s taking it that way. A little humor is good for everyone.The billboards are on the East Bank and West Bank now and went up about a week ago. Sewell Cadillac Chevrolet of New Orleans’ General Manager Stephen Schell said there are two more on the way.In the March 20 edition of New Orleans CityBusiness, former Sewell Cadillac Chevrolet of New Orleans’ General Manager and President Doug Stead said more than 200 cars were stolen from Sewell after the storm, and a reported 97 were taken from members of the New Orleans Police Department.He said many were new cars and when the police officers returned them, they were tore up, fenders were knocked off and all of them had flat tires.Schell declined to say who thought of the marketing campaign and its specific relationship to the Katrina thefts. He did say, Considering the tragedy, we thought a little humor was good for everyone.He also would not release which advertising firm was responsible for it or how much the marketing campaign cost.It was within our advertising budget, Schell said.
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Posted Chevy Cars on Thursday, August 23rd, 2007.
Jessica Blankenship had been a typical, active 15-year-old girl. In July 2003, she and two of her friends from the small community of Webb City decided to drive to Joplin for a day of shopping and entertainment. Blankenship rode in the back of her friend’s 1995 Chevrolet Lumina with a lap seatbelt properly secured. The 16-year- old driver and a third girl were in the front seats and secured with seatbelts designed with both lap and shoulder straps.
While on the road, the driver failed to execute a curve while traveling between 26 and 30 miles per hour and crashed into a tree. The two girls in the front of the minivan suffered minor injuries and recovered within a couple of weeks.
However, Blankenship was flung forward with the impact, and the lap belt restraint severed her spinal cord at the L3 and L4 vertebrae, causing her to become paralyzed from the waist down. She also suffered from torn abdominal muscles and damaged intestines due to the single strap restraint.
During the crash, Blankenship’s head hit the back of the front seat, causing fractures to the C1 and C2 vertebrae of her neck. This impact also caused traumatic brain injury.
Plaintiff’s lawyer Tim Morgan said General Motors knew about the dangers associated with lap belts and argued that the addition of a shoulder belt to the center van seat could have helped in preventing the extent of injuries Blankenship suffered.
Defense lawyer Rodney Loomer stressed that, while Blankenship’s injuries are tragic, the age of the vehicle and industry standards at the time of its design need to be taken into consideration before claims of negligence can be properly attached to the case.
Although Blankenship will probably never walk again, Morgan said, she is fighting back by undergoing physical therapy and applying herself academically with going to college as her next goal. The bottom line is she is paralyzed and will need constant care for the rest of her life, Morgan said.
Morgan and Loomer agreed separately that, although they can disagree on any responsibility to be held by the carmaker, they were both impressed with Blankenship and wanted to do what was appropriate for her in a settlement.
She really is an amazing person, Morgan said. Her attitude throughout this thing was pretty good. There were even comments made by emergency personnel on the scene about how polite and cordial she was even though she knew there was something wrong because she couldn’t feel her legs after the incident.
A lot of people wonder about confidential settlements, Loomer said. They think it is because some big corporation is trying to hide things. But when you live in a town like the Blankenships live [in], and there’s like 200 people in that town, you get a settlement for whatever it is, and every relative and every salesman in the whole world starts to come out.
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Posted Chevy Cars on Thursday, August 23rd, 2007.
According to sources inside GM, Chevrolet’s image as a maker of “everyday” vehicles hurts the Corvette, and hinders the company’s ability to go after the performance market. This market, they say, extends from the Ford Mustang to a high-priced exotic like Aston Martin’s upcoming Vanquish. Under the new organization, Corvette-branded vehicles will target the major performance market segments, without overlapping their group stablemates.
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The Mustang challenger is currently referred to as the “Corvette Camaro”, and is a replacement for the existing Chevy version. Reportedly both smaller and lighter than its predecessor, this 2+2 coupe is based on GM’s rear-drive Sigma platform, and has reached the full-size clay model stage.
Power will come from a new V6 currently under development that will be shared with Alfa Romeo. (The Italian automaker will design its own heads, and produce other modifications for its version of this engine. It first will be seen in the 2003 replacement for the Alfa Spider.) Designed for displacements from 2.8 to 3.8 liters, the V6 boasts four valves per cylinder, and an aluminum block and heads. A six-speed manual gearbox with clutchless gearchange option, a five-speed automatic transmission, and an independent rear suspension are part of the Camaro package.
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Posted Chevy Cars on Thursday, August 23rd, 2007.
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Posted Chevy Cars on Thursday, August 23rd, 2007.
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Posted Chevy Cars on Thursday, August 23rd, 2007.
Two Lianas were used with one as a spare The cars started looking tired by the last series, and many celebrities were less than complimentary about it. The programme is watched by more than 350 million people worldwide. The new series starts tonight on BBC2.
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Posted Chevy Cars on Thursday, August 23rd, 2007.
Carl Sewell, chairman and CEO of Dallas-based Sewell Automotive Cos., told the dealership’s 98 employees the location has been sold to an unnamed investment group comprised of several local dealers and General Motors.
“This was a very tough decision,” said Sewell. “Having this business in New Orleans is very important to me and my family. I will be forever grateful to our associates for their dedicated service.”
Sewell says the Baronne Street dealership’s departure will position the remaining New Orleans-area Chevrolet and Cadillac dealerships to more effectively serve the New Orleans market.
Chevrolet dealers in the New Orleans area include Banner Chevrolet in New Orleans, Leson Chevrolet Co. Inc. in Harvey, Bryan Chevrolet Inc. in Metairie, Robert Levis Chevrolet-Cadillac in Slidell, and Hood Automotive in Covington. Cadillac of Metairie is the only other dealer for that brand near New Orleans.
Sewell offered each employee a position at its dealerships in Dallas, Fort Worth, Grapevine, Plano and San Antonio, Texas and have been offered career assistance should they choose to remain in the New Orleans area.
Sewell Cadillac Chevrolet has been at the Baronne Street location in downtown New Orleans since 1984.
More than 200 cars were stolen from Sewell after Katrina, and a reported 97 were taken from members of the New Orleans Police Department. Many were new cars and when the police officers returned them, they were damaged and had flat tires.
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Posted Chevy Cars on Thursday, August 23rd, 2007.
Last April, General Motors had a snafu with the new sport utility vehicles (SUVs) that it had just launched, the Chevy TrailBlazer, GMC Envoy, and aids Bravada. The problem was sufficiently troublesome that the vehicle manufacturer instructed the -6,000 owners of the SUVs to leave them parked: they’d be picked up and towed to dealers for repair. The problem was with the lower control arm. The concern was with breakage of same.
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Larry Stockline, president, Promess Inc. (Brighton, MI), says that shortly after the announcement, he received a call from GM about the Promess Electro-Mechanical Assembly Press (EMAP). The functionality of the system is largely predicated on two things: (1) the ability to dial in parameters including speed, force, distance, and time; (2) the use of sensors for closed-loop control of the process (this assures that what is dialed in is achieved). Promess doesn’t provide machines; the EMAP package consists of the press head, motors, amplifiers, multi-axis controller, motion control, cabling, enclosure, PC, and Windows NT. The packages range in capacity from 1,000 lb. To 55,000 lb. and are used in a variety of auto applications, from fuel injector systems to seats.
Stockline recalls that during the telephone call he was given the opportunity to respond to 10 questions of both commercial and technical sorts; all had to be answered in the affirmative if Promess was to get this particular business with GM. Stockline says that he actually said “no” to one: He was asked if Promess could supply a system with a 35,000-lb. capacity. It’s not that they can’t; it’s that Stockline told his interlocutor that if the application was to push bushings into control arms, then 35,000 lb. are way too much; the top end for this application, based on experience working with other vehicle manufacturers, is 11,000 lb. Usually, Stockline points out, it’s less than 10,000 lb. “We were asked if we would bet our business on it,” recalls Stockline. “I said, ‘yes.’”
A second question that needed some additional input was whether a special machine builder could meet the requirements that GM had: Two machines in 10 days, installed and running in the supplier’s plant. The machines would require four EMAP systems; they would normally take 12 weeks, but Stockline was confident that Promess could meet the timeframe. Stockline contacted Miller Tool & Die (Jackson, MI) to find out if they could build and integrate the equipment. Ordinarily, Stockline says, a machine of the type required would be built in about 20 weeks. Miller Tool & Die signed on for what was to become a highly accelerated, 24-hour-a-day job.
The machines met the deadlines. Six hours after the first machine was taken off the truck it was producing quality control arms. When the second machine arrived two days later, it was making parts within three hours.
Stockline acknowledges: “To fail could have brought these companies down.”
He refers to all of the engineers and machine builders who were involved in this undertaking as “heroes in the shadows.”
The SUVs were out and rolling to popular and critical acclaim.
The whole event seems to raise another issue, however, one of whether advanced automotive products, such as the three SUVs in question, can be produced with anything less than high-tech equipment, such as electromechanical, sensor-controlled press systems rather than tools like conventional hydraulic assembly presses. Stockline says that one of the objections that he hears with regard to his system is that process control of the steps prior to things like insertion should mean that things fit as specified (e.g., “I’ll monitor the tolerances, so I’ll know it is right.”).
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