Jalopnik: Where did you get this idea? David Levine: I got the idea for the project from my brother's work and from readings being done in the field. My brother's undergraduate thesis work is in the area of using algae to treat wastewater, and in so doing, make oil. We modified that a bit to the current project.

J: What are the steps needed to produce this biofuel?
D: Step 1: Culture algae in varying media to optimize its growth
Step 2: Design & build photobioreactors (the large tank-like structures that the algae grow in)
Step 3: After sufficient growth, harvest algae
Step 4: Extract algae oil
Step 5: Chemically modify oil into biodiesel (transesterification)

J: How did the students react to the project?
DL: Student reactions were varied, but almost all positive. This was an incredibly authentic learning piece for them that truly affects their day-to-day life. As a result, engagement was high, completion of the project and report was above average, and students continually remarked that what they were learning and doing mattered. Ciera Rice, one of my students, showed up in a green shirt, green pants, green jacket, green hair tie, and green stickers on her cheeks.

J: How big was the grant you got from BP?
DL: The A+ For Energy grant was for $10,000. The grant has covered most major expenses. Incidental costs have been covered by me. There's no doubt, however, that the grant has morphed my classroom. You walk in and the equipment resembles that available in the suburbs.

J: What was your biggest surprise with the project?
I was most surprised by the ease with which the students took to a green mindset. Discussions about a carbon footprint or about reducing one's hours behind the wheel would have been taboo a few months ago. Now they're something about which my students feel empowered and ready to act on... even if they still make fun of me for riding my bike to school.

J: What were the biggest challenges?
DL: Harvesting and extraction. Once perfected for industry, the harvesting process will probably require a continuous flow centrifuge to concentrate the algae. Even the greenest algae you saw in my room is still about 99% water. Concentrating the algae is key to a successful extraction and yield (because water can wreak havoc on the chemical reaction, depending on your extraction method). The extraction procedure in itself still requires fine-tuning for an industrial scale process. This project certainly did not solve those issues, but it did experiment with one wet extraction procedure that has not yet been published.

J: How has this impacted your students?
D: I've touched on the impact a bit already above, but I also think that this project has given them the opportunity to enter in to and engage in the green movement like few other high schoolers do. I firmly believe that the green movement will be successful at attacking eco-equity issues through technological innovation, and my kids now have a leg up in that race. I'm looking forward to seeing them come back from college armed with new ideas and skills that will revitalize our community.

J: You seem tired and friends have told me you've not been getting much sleep...
DL: I sleep about 4 hours every night during the week. So, that's about 4 hours a day of lost sleep, a staggering sleep debt that's probably keeping me from properly expressing myself right now.

(Ed Note: As a matter of full disclosure, my fiancee is in the Teach For America program so I probably have some bias towards it.)

The Idea
David Levine, a second-year teacher placed in Chicago through the Teach For America program, faced a common problem: how to get students to take the same interest in their studies as in Grand Theft Auto IV. His school, the Al Raby School for Community and Environment, serves populations from the predominately African American neighborhoods on Chicago's West Side, a place where the median income is more than 40% lower than the city as a whole. How could he motivate his students to invest their time and interest in the scientific process?

Levine settled on one of the biggest issues facing this generation of students: the impact, both environmental and political, of our dependence on foreign sources of fuel. According to the UN Human Development Reports, the US emits 21% of the world's carbon dioxide despite having only 4.6% of the world's population. We're currently engaged in our second war in the oil-rich Middle East. Using these issues as a starting point, Levine sought a project that would address the problems while at the same time providing an educational and compelling experience for his students. Thus the Algae Biodiesel Van was born.

The goal was to create enough biodiesel from algae, grown and processed in the classroom, to power a vehicle from the school to Chicago's Sears Tower and back, an approximately 20-mile round trip. Because algae sucks carbon out of the atmosphere, it is relatively carbon neutral to produce and, unlike corn or soybeans, isn't a food crop. But how do you turn single-celled plants into viable fuel within the confines of a classroom?

The Process
You can't miss the algae-processing unit that occupies the corner of Levine's science classroom. Giant bags filled with a specific strain of fuel-producing algae are stacked on top of one another, connected by a series of tubes that pump the bright green organic slime around a stack of fluorescent lamps to encourage photosynthesis. This would actually make a great lighting fixture for a trendy LA sushi place.

Students have been working with Levine to cultivate the algae in their classroom and refine it down to fuel. Almost all the work was done on-site, though at one point the solution had to be taken to a centrifuge at the University of Illinois Chicago for final separation, an event which afforded students a chance to see a fully operational lab.

After spending a large portion of their junior year working through the process, the students were able to create what they hoped was enough fuel to power a vehicle the full distance: one gallon. Right before the trip one of the students showed off their beaker of algaediesel, which I can attest smells much better than petrodiesel. Though that's not saying much.

The Van
Working with a small grant from BP America's A+ For Energy program, there wasn't much room in the budget for buying a car specifically for the purposes of the test. Thankfully, the fuel is of such high quality that, when mixed with vegetable oil, it can run on most unmodified diesel engines. Here's where the 1982 Vanagon Diesel Westfalia Camper comes into the picture.

Faded orange with a white camper top, this particular Vanagon was loaned to the class for this experiment by a trusting friend of Levine's family. Still used for camping, the small fridge inside the van features remnants from previous outings, plus a bed, kitchen and radio; it's actually a small home they're running on their fuel, made all the more so due to the absence of seat belts.

The Fantastic Voyage
After draining off the low-sulfur petrodiesel in the tank, a large crowd of students, faculty and media collected around the van to see if it would actually start. There was a sense of hopeful expectation as Levine slowly poured a gallon of his student's labors into the VW. After taping the plastic back over the fuel tank (they had trouble getting the cap back on), Levine lodged himself in the driver's seat, while his fellow science teachers piled in to provide moral support and, should the van break down, actual physical support. Engaging the clutch, a few held their breath has he turned the key. Put, Put, Put, Put, Put. The familiar register of a diesel engine filled the air, overtaken immediately by the applause of students.

Levine drove the van around the block and returned victoriously to this group of excited students suddenly filled with that sense of accomplishment that comes from a job well done. But one more test remained. Had they made enough good fuel to get the van to the Sears Tower and back? In traffic?

The principal decreed that students couldn't ride in the van since it lacked safety belts and, really, anything resembling safety equipment. Besides, limiting weight was a primary concern: The range calculations for a single gallon of fuel were fairly rough. The driving would be handled by James, David's father and a veteran of the One Lap of America (he raced a Porsche 911 RS). Navigation was up to Evan, another science teacher involved in the program. I had the final seat on the back couch where I would serve as the historian and archivist. After a slight top-off with the remaining fuel mixture and a check of the systems (assuring the plastic was completely taped over where the gas cap should go) we set off for the Sears Tower.

Driving into downtown Chicago, especially on a Friday afternoon, requires an ability to improvise. Construction, traffic and frequent fender benders all lead to the sorts of complex traffic patterns that we don't currently have the processing power to comprehend. Thankfully, the Tower is the tallest building in the city and, therefore, was easy to spot out the van's windows.

Given our limited resources, we decided to tack east using a narrow road that runs predominately underneath the elevated train tracks. Though not the most direct route, we hoped to avoid congestion and keep track of our chase car, piloted by students and running on good ol' 89 octane. The first few minutes out everything was going well. There was no foul smell or smoke and the engine was running smooth for a van older than the students who fueled it.

That's when the oil light blinked at us. Could the fuel be interfering with the engine's oil pressure or temperature? Were we just unlucky enough to be having an unrelated problem while winding our way towards the city's most recognizable piece of architecture? James gets on the phone with David and they quickly decide that it's unrelated and not a concern.

Pushing forward, we keep spotting the peaks of the Tower between the other building that ring the outer loop. As we get closer to the city we start getting looks from the commodity traders, receptionists, service employees and others who are hoping to escape the city for the weekend. Even without the knowledge we're running on algae, the van is hard to miss.

The oil light still illuminated, we weave our way past cabs and around buses until we see the sign for the Tower's parking garage. We've made it... halfway at least. Given the beefed up security downtown, I'm hoping we don't get stuck and have to explain why we parked this funny-smelling van right next to the building's foundation.

James parked the van down the street from the amazing structure, thus lowering the risk of clogging traffic any further and providing a better location for photos. After a quick picture with two of the students, we raced back across town to the school. Worried about fuel levels, there wasn't time to dawdle. We cut south before going west, hoping to avoid the worst traffic. Our gambit worked, and we arrived at the school a few minutes earlier than planned. So early, in fact, that there was no one around to celebrate our victory over the forces of fuel consumption. Where the hell were the students?

It turns out they were inside munching on donated snacks and enthusiastically sharing their research and work on environmental projects they designed as part of the "Green Fair" planned around the launch of the Algae Car. Inspired by the fuel project, more students than usual actually completed their assignments. One of the coaches at the school remarked that in high school he just did his assignments to do them, but that Levine's kids "were actually doing the work because they cared and believed in it." Talking with some of the students and teachers, it's clear that this may be the day's biggest victory.

Victory And Hope
It's hard to overestimate either the technical or educational achievement of this project. While this particular journey back-and-forth from the school to downtown isn't going to fundamentally change our nation's energy policy, it did impact the very people who will be involved in finding solutions in the future. The next night I joined a tired but proud Levine for dinner. In addition to the joy he felt from successfully completing the project, he also had great news about his student's educational progress.

The students in his classes dramatically improved their scores on the scientific portion of the ACT compared with the previous year. It isn't easy to quantify the amount that this specific project contributed to the leap in test scores, but it would be hard to deny the impact after seeing his excited students cheer on their project car.

Having driven another special diesel prototype, the Audi R8 V12 TDI LeMans, I can't say that the Vanagon is quite as menacing. And instead of being flanked by black SUVs driven by off-duty cops, we were followed by an old silver Camry driven by a couple of students. But if I had to choose which experience I thought was more important, more impressive and more downright awesome I'd have to go with the Algae Car. With a significantly smaller budget, a group of determined students and their dedicated teachers proved our options for the future are only limited by our own imagination.

Thing is, it turns out the trendy payload was only skin-deep. We're thinking it was plywood, but you judge for yourself. All we know is — to hold aloft that prestigious award you don't need something as strong as steel girders. Nah, you only need it to look like it.

INTERNATIONAL MaxxPrO™ MaxxPro,™ the International® Mine Protected Vehicle. Built to withstand ballistic arms fire, mineblasts, IEDs, and nuclear, biological, and chemical environments that threaten the safety of its crew. Armoring flexibility allows upgrades to achieve the correct level of protection the mission requires. And International's proven severe service platform means quality, durability and reliability are on the battlefield. The International MPV. Miles Ahead. In protection and progress.

MaxxPro and Maxxpro XL Basic Specifications
Length: 254"- 282"
Width: 99"
Height: 120"
Wheel Base: 153"- 176"
Ground Clearance (Center of Vehicle): 14"
Ground Clearance (Differential Clearance): 11"
Angle of Approach: 58°
Angle of Departure: 46°- 48°
Gradeability: 70% low range
Side Slope: 30%
Mass Tare (GVM): 27,850-29,850 lbs
Payload: 3,650-11,150 lbs
GVWR: 31,500-41,000 lbs
Seating: 2-man crew plus 4-10 passengers
Configuration: 4 x 4
Turning Circle: 58'-68'
protection levels
Ballistic Protection: Armor and glass protection to meet mission needs
Mine Protection: Specialized 'V'-shaped hull design protects against mine/IED blasts
Engine
Make: International® I6 Diesel
Type: Turbo inter-cooled, direct electronic injection, four stroke
Displacement: 8.7 L (530 ci)
Emission Standard: EPA 2005
Maximum Power: 330 hp @ 2,100 rpm
Power/Mass Ratio: 18.9 - 20 hp/US ton
Maximum Torque: 1,150 ft-lbs @ 2,100 rpm
Batteries: 4 x 12-volt Batteries
Alternator: 400 amps
Other Features:
• Blackout lights
• Diamond Logic® Electrical System
Transmission
Make: Allison 3000
Type: 5-Speed Automatic
Trans fer Case
Make: 4 x 4 Two-Speed
Steering System
Steering Type: Hydraulically assisted recirculating ball axles
Front Axle: 16,000 lbs - 20,000 lbs Drive/Steer
Rear Axle: 21,000 lbs - 23,000 lbs Drive
Suspension
Springs: Semi-elliptical leaf springs
Shock Absorbers: Double acting telescopic hydraulic
Service Brakes: Full air brakes with ABS and traction control
Parking Brakes: Air-activated, hand-operated, rear axle brakes
Fording Depth: 36" without preparation
Wheels and tires
Rims: 10" x 20"
Tires: 395/85R20
Run Flats: optional

The commander can see the driver or gunner's view from a touchscreen in his or her section and therefore safely control the vehicle instead of having to move around or take a dangerous peep out of a hatch. It's perfect for working in those dangerous Baghdad or Detroit neighborhoods. We're sure it won't be long before we see a decommissioned one of these on eight chrome dubs somewhere.

BMW RETURNS TO ALMS WITH THE LATEST GENERATION BMW M3 BMW of North America to partner with Rahal Letterman Racing for 2009 season

Chicago, IL/Woodcliff Lake, NJ - February 6, 2008... BMW presented the racing version of the new BMW M3 at the Chicago Auto Show. Powered by a 485 bhp eight cylinder engine, this impressive race car has been designed to compete in the American Le Mans Series (ALMS) beginning in 2009. The car is based on the fourth generation of the BMW M3, the high-performance sports car produced by BMW M GmbH.

BMW Motorsport Director Mario Theissen says: "With the sporting genes of the production BMW M3 being clearly evident, developing a racing version of the car was the next logical step. The fact that the road-going vehicle is fitted with a V8 engine as standard provided us with an ideal base. However, the BMW M3 is more than a race car, it has achieved legendary status amongst race fans across the globe. I am convinced that this unique story of the BMW M3 racing cars will now be expanded upon by the addition of further chapters."

BMW's 2009 entry into the American Le Mans Series will be driven by a partnership between BMW of North America, LLC and Rahal Letterman Racing, co-owned by US motorsport legend Bobby Rahal.

"We are very pleased to be returning to the American Le Mans Series with our latest generation BMW M3," states Tom Purves, Chairman and CEO, BMW of North America. "Sports car racing has been part of BMW of North America's history practically from day one. Just two weeks after the company was incorporated in March 1975, a BMW CSL won the Twelve Hours of Sebring. We are confident that the fourth generation M3 will continue the legacy of its two predecessors which combined to win six manufacturer's championships over nine seasons in US sports car racing. As it has been in the past we believe the ALMS is the ideal venue to showcase the potential of the newest BMW M3."

Echoing that sentiment Bobby Rahal adds, "BMW has an illustrious racing heritage. Rahal Letterman Racing is eagerly anticipating, not only becoming part of that heritage, but helping to enhance it. Our dedication to this project will be without equal and we look forward to racing at the front of the grid with BMW in the years to come."

Martin Birkmann, Motorsports Manager, BMW of North America, adds: "We are very excited to announce our return to the American Le Mans Series with the 4th generation M3 at the same time as the road car hits the BMW showrooms. We are also excited about our partnership with Rahal Letterman Racing. The ALMS offers racing where we can compete against the finest and most renowned automotive brands from Europe and the US. Motorsport is deeply ingrained in the BMW DNA and we are pleased to partner with an organization which shares that same heritage. Rahal Letterman Racing is the perfect partner to be behind the wheel of our new BMW M3 racing effort."

The BMW M3 Race Version: Sportiness personified.

In the course of developing the race version of the BMW M3, BMW's engineers were faced with an ambitious task: to improve upon the sportiness of an already sporting car. A better base would, though, be difficult to find. In standard form the vehicle delivers powerful dynamics and sporting aesthetics. Thanks to an eight cylinder engine producing 414 bhp, BMW's customers are provided with a unique driving experience.

Those engine blocks, cast in BMW's light alloy foundry in Landshut - the very source of BMW's Formula One castings - selected for race duty need to withstand even more power: the BMW P65 race engine delivers 485 bhp.

In order to enable the BMW M3 to make full use of this performance on the race circuit, the experts in Munich have not concentrated solely on the engine, but have race-tuned the chassis as well. The race version of the BMW M3 is wider and significantly lighter than its production equivalent, enabling it to perfectly transmit the power of its V8 to the track. Widespread use of carbon-reinforced plastic (CRP) provides proof of substantial weight reduction. As with the production version, the race car's roof is manufactured from this high-tech material.

The race version of the BMW M3 is clearly aimed at the top echelon of motorsport. As such, it is no surprise to discover that in the course of its development, begun in mid-2007, numerous Formula One techniques were applied. These include computational fluid dynamics (CFD) and wind tunnel analyses, both of which have ensured the best possible aerodynamic package for the BMW M3.

Intelligent control systems have been incorporated throughout the BMW M3. The POWER400 control unit actuates all the accessories fitted to the car, such as lights, wipers, etc., via two bus systems. Traditional relays and fuses are thus eliminated, ensuring considerable weight saving, improved reliability and ease of application. The functions of the BMW P65 engine are managed by an ECU 408 electronic control unit, developed in-house by BMW Motorsport. The software and applications, too, have been developed by the experts in Munich.

An intensive test program, during which the performance of the race car will be honed by BMW Motorsport, looms for the BMW M3 over the coming months. Development drivers will be BMW works drivers Andy Priaulx (GBR), Jörg Müller (GER) and Augusto Farfus (BRA), currently racing in the FIA World Touring Car Championship (WTCC). The aim is, after all, for the BMW M3 to be an immediate front-runner upon its comeback to the American Le Mans Series.

Technical Specifications BMW M3 Race Version.

Weight: 2,535 lbs./1150 kg

Tank capacity: 29 gallons/110 Liters

Chassis/body: Unitary construction steel body with welded safety cell made of extremely rigid precision steel tubing; safety fuel tank in CRP sandwich tray; pneumatic four-stamp jack system

Aerodynamics: Front fenders, rear apron, hood, roof, trunk lid, rear wing, front wings, and flared rear wheel arches in CRP

Transmission: Carbon fiber clutch with hydraulic central slave cylinder;
6-speed sequential racing transmission with straight-cut, unsynchronized gears;
additional oil/air cooler; quick shift system with ignition cut-out controlled by shifting force; mechanical limited slip differential with additional oil/air cooler

Front axle: Based on production version, with increased wheel caster angle, enlarged track width and enhanced wheel camber; five-way adjustable shock absorbers; tubular stabilizer bar

Rear axle: Based on production version, with enlarged track width and enhanced wheel camber; five-way adjustable shock absorbers, tubular stabilizer bar

Front brake system: Six-piston aluminum brake calipers, inner-vented grey-cast iron brake disks 15.0 in./380mm in diameter

Rear brake system: Four-piston aluminum brake calipers, grey-cast iron brake disk, 13.1 in./332mm in diameter

Steering: Rack and pinion steering with electro-hydraulic power

Wheels: Aluminum wheels, 18 inches

BMW P65 Engine.

Type: Eight cylinder, V-configuration

Capacity: 3999 cc

Bore x stroke: 92 x 75.2 mm/3.62 x 2.96 in.

Max. output: approx. 485 bhp

Max. torque: approx. 368 lb-ft/500 Nm

Cylinder block: Aluminum cylinder block construction with bed plate lower section

Crankshaft: Steel crankshaft

Pistons: Forged skirt pistons

Conrods: High-performance steel

Cylinder head: Aluminum DOHC (Double Over Head
Camshaft); four valves per cylinder

Valve train: Four overhead chain-driven camshafts, valve actuation via rocker arms

Intake system: Eight throttle valves, made of CRP with load-charge optimized ram tubes

Exhaust system: Headers, mufflers

Fuel system: Single cylinder multi-point injection

Lubrication: Dry sump lubrication

Cooling: Water/air cooler and oil/water heat exchanger

Electrics/Electronics.

Engine management: BMW Motorsport ECU 408 with two high-performance micro-processors; Individual cylinder injection and ignition;
BMW Motorsport Lambda Controller
Pit speed limiter, Quick Shift function;
Engine data memory system

Energy management: Electric energy management and monitoring with BMW Motorsport POWER400 control unit,
networking of all sensors and actuators through bus system

Wiring harness: Weight optimized

Ignition coil: Eight high-performance pencil coils with integrated ignition drivers

Spark plugs: High-performance spark plugs

Cockpit: Free programmable LCD Display with integrated shift indicators

Steering wheel: Quick release multi-function steering wheel w/ integrated display unit

Though the outside is iffy, the insides aren't bad, and the sound system choices are respectable, with a 360W Rockford Acoustics designed 8 speaker system, 7" touchscreen, and 6 months of free Sirius radio. We don't want to bust on the Galants too much because that would be mean, but at this point, prettying up the Galant is like putting lipstick on a pig. In case you were wondering why there are only pics of two cars, we're assuming the Galant Sport (sans V6) would have put the gathered masses to sleep.

It is full blown, high resolution, touchscreen goodness from XM that looks like it was finally designed by the consumers and for the consumers. It is easier to read, easier to operate and gives much more of an "entertainment" feel to XM radio. The merger can wait for all I care. This is too pretty to pass up. [Orbitcast]

XC70 SR Press Release

Las Vegas, NV (October 30, 2007) - Southern California's lifeguards have been glamorized by Hollywood for decades. While they share the spirit of adventure and camaraderie, these dedicated men and women are highly trained professionals who take safety very seriously.

Guided by the surfing lifestyle and casual beach culture, the XC70 SR's brilliant yellow and red paint scheme is authenticated by Catalina Island's City of Avalon official seal. The Volvo XC70 is capable of back-country emergency duty; all-terrain victim support services and a broad array of rescue missions that are critical to those in need.

"California's picturesque Catalina Island, and its historic city of Avalon, hosts tourists and sportsmen from around the world. Its unique deep canyon terrain, remote wilderness areas, deep water coves, secluded surf spots and hard-to-reach campsites and anchorages make rescue operations a top priority," said Catalina's spokesman, Wayne Griffin. "The impressive Volvo concept model is equipped to meet the real world needs of emergency service providers in Catalina and wherever all-access, fast response vehicular support is demanded. With high service demands here on the island, a flexible use rescue unit would be an asset; this concept vehicle could realistically meet our many unique evac demands including the many surf related incidents we respond to every year," he added.

The Volvo Catalina Island Rescue unit epitomizes the company's slogan and offers rescue operations specialists a glimpse of what is possible - a safe, comfortable and capable response support vehicle from a manufacturer committed to the idea that human life is to be celebrated and preserved.

Wrapped with eye-catching Surf Rescue graphics and City of Avalon insignia, the concept model can be easily seen on a crowded beach, in deep canyon terrain or from air support equipment. It sports a custom-crafted front fascia that wears a one-off milled aluminum billet grille. Front and rear skid plates and wider wheel lip cladding has been added for extra body protection from flying sand. The new fascias also reduce front and rear overhang, thereby improving approach and departure angles.

The chassis has been lifted an additional five inches from the stock ride height for improved ground clearance. It also makes way for a massive set of custom designed 20-inch wheels and Pirelli 275/45R20 tires sporting a unique tread pattern for increased traction. The rear subframe has been beefed-up for added ruggedness with milled aluminum billet components.

True to form, the XC70 SR is topped by a unique aerodynamically designed roof-mounted emergency light bar integrated with a rescue board rack. Not only does this treatment contribute to the stunning good looks of the vehicle, it also helps to reduce wind drag by attaching directly to the XC70's OEM supplied roof rails.

When it's time to respond to a call, the driver or front passenger can activate a barrage of flashing blue strobe emergency lights. In addition to the roof, they're neatly inset into the lower front valance panel, headlight and rear combination light clusters as well as the inside rearview mirror.

Lifeguards get wet and sandy on the job so the interior has been modified for heavy-duty use - without sacrificing style. The XC70's standard front bucket and folding rear seats have been recovered in wetsuit style neoprene fabric that's custom tailored in black and gray with bright yellow inserts. Decorative interior panels throughout the cabin are tinted yellow to segue with the spirit of the exterior hue.

Bulky emergency rescue gear housed in the cargo compartment can easily be accessed via the XC70's power rear tailgate. Secured to the neoprene covered floor are two scuba tanks, an oxygen tank, a small first aid kit, a resuscitator box and a large waterproof box containing additional medical supplies and surf rescue equipment.

The XC70's 3.2-liter in-line 6-cylinder normally aspirated engine produces 235 horsepower and 236 lb.-ft. of torque. It's mated to a six-speed "Geartronic" automatic transmission that enables the driver to shift manually when desired. All-wheel-drive with Instant TractionTM is standard. Electronic Hill Descent Control (HDC) uses the vehicle's brakes and engine torque to crawl in bottom gear on steep downhill slopes.

GAME-CHANGING TRUCK COMBINES STYLE, FUNCTIONALITY; INTERNATIONAL LONESTAR DEBUTS AT CHICAGO AUTO SHOW
New Flagship Product Blends Striking Design, Fuel Economy, Comfort

CHICAGO, Feb. 7, 2008 - The deep-throated roar of a big bore diesel engine wrapped in a sleek chrome grill announced the arrival today of the world's most innovative big-rig truck. Navistar International Corp. (Other OTC: NAVZ) unveiled its International® brand's new flagship product, the visually stunning and technologically advanced LoneStar, at the Chicago Auto Show.

With a striking, aerodynamic appearance and breakthrough functional innovations inside and out, the International® LoneStar® is the result of extensive customer research and automotive-inspired design - a new truck that changes the game for today's trucking professional. It creates a new category of Class 8 trucks called "Advanced Classic," in which technology and innovative styling converge with next-generation aerodynamic design to deliver superior fuel efficiency. LoneStar also sets a higher standard for comfort - through improved ergonomics, an industry-leading suspension, advanced electronics and a quiet cab.

"This truck is unlike anything on the road today," said Daniel C. Ustian, Navistar chairman, president and CEO. "The International LoneStar closes the gap between workstyle and lifestyle for driving professionals, combining peak productivity with emotional appeal. It is the product of Navistar's culture of relentless innovatation, and embodies the spirit both of today's driving professionals and the dynamic, transforming energy inside our company."

"Our customers told us they want three things: A truck that makes a statement about the driver, comfort on the road whether working or resting, and the combination of fuel economy and servicability that helps them make more money," said Dee Kapur, president, Navistar Truck Group. "LoneStar delivers on all accounts. Now, drivers don't have to compromise. They can have it all - looks, efficiency, comfort, functionality and productivity."

- MORE -
International LoneStar Launched / Page 2

LoneStar is a breakthrough product that resulted from a breakthrough process. The truck progressed directly from math and clay models to production - without any development prototypes.

"Our engineering team, which has diverse backgrounds in the automotive, aerospace and trucking industries, felt confident that we could develop this truck without spending months in prototyping," said Tom Baughman, vice president and general manager, Navistar Heavy Truck Vehicle Center. "We knew we had a winning truck, and we wanted to make it available to our customers as soon as it could be ready."

LoneStar features advanced ride and handling, class-leading quietness and the luxurious and functional Suite interior that rivals many offices and living rooms.

Automotive-style features built into the LoneStar include:
• Standard ABS
• Roll stability
• Traction control
• Bluetooth Integration for hands-free phone use
• Leather-wrapped steering wheel
• Automotive-style dash and gauges with rosewood or titanium trim
• 50-degree wheel cut

LoneStar's interior is as distinctive, innovative and practical as its skin. After listening to hundreds of driving professionals, the design team developed an interior that features a level of comfort and functionality typically found in recreational vehicles.

Interior highlights include:
• Wood flooring in the sleeper cab
• Sofa-bed design with back pillows
• Swivel chairs
• Closed "airline" cabinets for maximum storage
• Monsoon stereo system with 11 speakers, sub-woofer and amplifier
• Pull-down bed with 42-inch premium mattress
• Workspaces to plug in laptop computers and work in a desk-like setting
• Mini refrigerator

"In an average week, a truck driver may spend 120 hours in his or her truck - driving, eating, sleeping, running a business, even entertaining friends," said David Allendorph, chief designer for Navistar's Truck Group. "We designed the LoneStar's environment to be both highly functional and comfortable. No other truck's interior delivers the style, comfort and practicality we have built into the LoneStar."

Fuel efficiency is increasingly important for truck owners. LoneStar is projected to be five percent to 15 percent more fuel efficient than classic trucks, equating to an annual savings of $3,000 to $8,000.

"The aerodynamic design of LoneStar's hood, windshield and side skirts will save them real money," Allendorph said. "Truck pros can have a unique, customizable truck that will reward them at the pump. When you are spending $1,000 or more with each fill-up, you really appreciate the fuel efficiency of the LoneStar."

The distictive grille and sloped hood were inspired by International's D-Series trucks, which helped transform America's cross-country transportation in the early 20th Century. A restored and modified example of that truck, the DMAXX, also is on display at the International booth.

The LoneStar will be available for order from nearly 900 dealer locations in North America beginning in April 2008. Production of the trucks will begin in August 2008 at Navistar's plant in Chatham, Ontario, Canada and will be delivered to customers in fall 2008.

In addition to the LoneStar and DMAXX, other Navistar vehicles at the Chicago Auto Show include the International MaxxPro™, Navistar's mine-resistant military vehicle that helps protect the U.S. military from roadside bombs; a military version of the International MXT that includes Raytheon's advanced medium-range air-to-air missile (SL-AMRAAM) launcher; and the civilian International MXT, an extreme pickup truck launched at the Chicago Auto Show in 2006 that can haul nearly eight tons and tops out at $135,000.

That's what we've got in about five seconds of thinking about what we would do if we were the Chief of Badge Engineering for an automaker. What about you?

Intern Kevin's Swag Watch

Swag from Suzuki for the launch of the Suzuki Equator was an Automoblox, a modular toy for three year old children. It's neat that it's modular and can be put together in all sorts of different combinations, only one of which actually makes sense. It's even funnier that it has the Suzuki badge on the front given that, in essence, that's what an Equator is.

From Motor Week was an anti-gravitational magnetic pen modeled after a shift knob that cradles itself in a weighted base.

From Toyota is a screen-printed t-shirt flooded with Matrix logos. It would be a sweet shirt... if it wasn't a Toyota Matrix.

Cars.com provided a low-quality battery powered cell phone charger, along with it is approximately 953 attachments for different cell phone charger ports, none of which fit any of our phones. Due to it's shoddy quality and inferior third world country design, a simple action such as inserting the battery backwards caused the unit to warm up to ridiculous temperatures.

YES! 3.2 Roadster

The second generation of YES! is larger and more individual than its predecessor and
increases in comfort and safety leaving nothing to be desired. With the introduction of the YES! Roadster 3.2 in 2006, the Funke & Will AG in Grossenhain near Dresden/ Germany mark the start of the second generation of this unique sports car. The uncompromising vehicle was presented to the public for the first time at the international automobile show AMI in Leipzig in April of 2006. The overwhelmingly positive response from media, customers, experts and business partners reflects the great interest of the public in the puristic lightweight and proves once again the successful implementation of this concept, true to the motto: PURE DRIVING
PLEASURE.

Due to the equally positive feedback from America, Funke & Will AG has extended distribution of the YES! Roadster 3.2 to North America this year. For this purpose the company hasfounded YES! North America Inc in 2006. Car enthusiasts from all over the world, from New Zealand to the United States have expressed great interest in the individual two-seater with the unmistakable YES! design, as reflected by increasing sales. The design of the new YES! again shows the contours of the Stuttgart designer Oliver Schweizer. The striking features of the YES! sports car are retained in the wedge-shaped lateral contour and the racy front and rear fenders.

The new generation, however, can be equipped with an optional hard top. The YES! can thus be transformed into a luxury coupe on cold days. The level of comfort was significantly raised in comparison with its predecessor. However extras such as heated seats and navigation system are available as option, because the weight of the sports car should be kept at a minimum. The interior of the new YES! was refined using high-quality materials and now, with the multi-media sound system, offers extraordinary sound enjoyment. In addition to the increased comfort, the new
YES! has a longer wheel base and larger motor.

The current model is equipped with a V6 Volkswagen motor. With its 255 hp, the 890 kg two-seater can accelerate to 60 m/h in just 4.8 seconds and gives you the driving pleasure typical of the YES! If that's not enough for you, set your sights on the YES! Roadster 3.2 Turbo. With this turbo version, Funke & Will advance into the realm of super sports cars. Thanks to an exhaust gas turbocharger, the same original aggregate yields 355 hp, catapulting the driver of the merely 930 kg roadster to 60 m/h in just 3.8 seconds. A specially developed rear spoiler ensures the necessary contact pressure to keep the 355 hp safely on the road. The two thoroughbred sports cars with the attractive performance levels have been available since 2006 in other countries in all regions of the world such as New Zealand, Japan, Switzerland, United Kingdom,
France and Spain, in addition to the local distribution partners in Germany.

The domestic and international distribution network of Funke & Will AG has been continually built up and other competent partners will be added in the future. For this reason among others, the global vehicle manufacturer and DIN ISO certified engineering services provider Funke & Will AG is able to meet the high standards of YES! customers. Funke & Will AG will of course be attending several events, galas, races, and shows. And the YES! Roadster has been awarded again with the Chicago Athenaeum Good Design Award 2007, one of the most prestigious design awards. Current information and exact dates as well.

[Source: YES!]

It's the reveal that ate Chicago. We're as guilty as anyone else, covering the Dodge Challenger SRT8 here, here, here, here, here and here. Commenter Udman took note:

Ok, enough with the Challenger already..... It's here, it's Orange, It has a Charger Interior, You can get a HEMI. Is there any other cars at this show?

Personally, I don't know. I'm handling editorial duties for the J-Lop from L.A. and am not privy to either the show floor or the deep-dish after-hours pizza orgies. However, as Hardigree pointed out in preview, what we got here in Chi-Town is a truck show, mainly.

So no. No, Udman, there are no other cars at the show. There's a Corvette, but we think it's actually a time machine or something that's intended to shred the fabric of the cosmos.

FUEL-EFFICIENT 2009 Hyundai elantra touring arrives in UNITED STATES

CHICAGO, February 6, 2008 - Hyundai Motor America took the wraps off its Elantra Touring five-door compact at the 2008 Chicago Auto Show today. Making its United States debut, the all-new 2009 Elantra Touring is a sportier, more functional variant of Hyundai's popular Elantra sedan, and is slated to hit dealerships in the winter of 2008. Elantra Touring is based on the i30 CW model that was designed for the European market.

"The all-new Elantra Touring is a fun-to-drive, functional five-door," said John Krafcik, vice president, product development and strategic planning, Hyundai Motor America. "Elantra Touring provides buyers a unique offering in the compact segment, raising the bar as Hyundai likes to do in value, safety and quality."

The Elantra Touring, with its modern, sleek styling and fun-to-drive qualities, was developed by Hyundai in response to the growing demand for stylish and functional five-door vehicles, sales of which doubled from 2001 to 2006. Five-door vehicle sales are projected to be strong into the next decade. The Elantra Touring will also be the first five-door compact to offer standard Electronic Stability Control (ESC), in addition to a host of other class-leading safety technologies. As with all Hyundai vehicles, the Elantra Touring was designed and manufactured to meet the most stringent quality standards in the industry, exemplifying Hyundai's quality leadership position worldwide.

Flowing curves and strong character lines highlight the broad stance and long wheelbase of the Elantra Touring. The clearly defined, unbroken, rising beltline unifies the vehicle's functional proportions. The effect is an exciting shape that provides a dynamic impression of performance and capability. Elantra Touring has a low coefficient of drag for optimal fuel efficiency at highway speeds and minimal interior noise.

Up front, the pronounced dual air intakes flow smoothly into the hood and A-pillar lines. Sharp projection headlamps, fog lights and available 17-inch alloy wheels complete the modern design.

The long wheelbase and generous width of the Elantra Touring, combined with Hyundai's expertise in interior packaging, have produced an interior that delivers class-leading comfort, functionality and practicality. Elantra Touring has the most interior volume (passenger volume plus cargo space) of any five-door in its class at 125.5 cubic feet. In fact, Elantra Touring's cargo capacity is 65.3 cubic feet with the rear seats folded down, more cargo space than many larger wagons and crossovers.

The Elantra Touring was conceived from the beginning as a driver's car. The clarity of the instruments, standard B&M Racing sport shifter, tilt and telescopic steering wheel, and a supportive eight-way adjustable driver's seat all contribute to a superior driving experience. For extra clarity, Hyundai's signature blue LCD lighting technology has been used for the central information display and gauge cluster. Two-tone interior trim, with special attention to the upholstery fabrics and materials, delivers a more premium feel. Black and beige are the two interior color choices.

The Elantra Touring is the first compact five-door to offer XM Satellite Radio® and USB/iPod® auxiliary inputs as standard equipment. When an iPod or flash drive is connected through the USB port, which is located in the center storage compartment, not only does it play music through the vehicle's six-speaker audio system, but it also charges the iPod and allows the driver to access tracks with the steering wheel audio controls. This system also allows both driver and passengers to easily view song/artist/title information and control the music from the audio head unit rather than only the iPod itself. The center storage compartment location of the USB assures that iPods can be safely stowed out of sight.

The roomy and functional interior is also a quiet place to be. Based on internal tests, Elantra Touring has four decibels lower road noise levels than Mazda3 five-door.

INTELLIGENT ergonomics

With its leading-edge designs, Hyundai has proven through the years that vehicles do not need to be large to feel spacious, nor carry a premium price when offering intelligently designed interior cabins. The Elantra Touring is just the latest expression of this thoughtful approach, incorporating conveniently located steering wheel audio/cruise controls and column stalks, easy-to-reach heating and air conditioning knobs, as well as conveniently positioned power windows and mirror controls. Even the positioning and precise feel of the automatic gearshift has been optimized. The integrated 172-watt AM/FM/XM Satellite Radio®/CD/MP3 audio system, map pockets and other storage areas round out the car's conveniently and intelligently designed interior space.

Sporty front seats, designed to complement the athletic driving dynamics of the vehicle, and carefully contoured rear seats, provide long distance comfort and support. Hyundai engineers focused not just on the seats' form and function, but also on the stitching, materials and bolstering. The front driver seat is fully height adjustable and includes lumbar support. The result is seating fit for the spirited driving that Elantra Touring inspires.

IMPRESSIVE PACKAGE EFFICIENCY

The Elantra Touring's exterior dimensions (176.2 inches long, 69.5 inches wide and 59.8 inches high) make it a great fit in the compact five-door segment, while its long wheelbase (106.3 inches) means that Elantra Touring offers class-leading interior volume. Elantra Touring features outstanding front legroom and front and rear shoulder room. In addition, every Elantra Touring has 60/40 split folding rear seats that fold when needed for added storage, functionality and practicality.

The Elantra Touring matches best-in-class passenger volume with best-in-class cargo capacity. There is a useful 24.3 cubic feet of luggage space with rear seats upright and a cavernous 65.3 cubic feet with the rear seats folded flat. As in any Hyundai, the utility and convenience in the Elantra Touring has not been overlooked, with a stow-and-go removable luggage cover that stores conveniently out-of-site under the trunk area compartment. An optional restraining net is also offered.

The Elantra Touring includes a number of convenient, standard stowage and storage features, including a sunglass holder, two front and two rear cupholders, door bottle holders, dash storage, central console storage, front storage tray, front seatback pockets and a cargo area under-floor storage. For tailgaters, the cargo area also has a power-retained 12-volt outlet, where the vehicle does not have to be turned on, for consumers who desire an outlet to plug in their portable electronic devices.

Engine Performance

Elantra Touring is powered by the same fuel-efficient 2.0-liter, in line four-cylinder found in the Elantra sedan. This sophisticated 16-valve powerplant employs Dual Overhead Camshafts (DOHC) and Continuously Variable Valve Timing (CVVT) for a very broad power band, coupled with high fuel efficiency and low emissions. Elantra Touring is certified as an Ultra Low Emission Vehicle (ULEV).

Transmitting the power
Hyundai understands that performance means more than just engine output, which is why transmission choices have been optimized for real driving satisfaction.
An ergonomically located gear shift with a SHIFTRONIC® manual feature controls the Elantra Touring's four-speed automatic transmission, delivering confident mode selection and quicker, easier, more precise manual overrides. A unique-in-segment B&M Racing sport shifter delivers smooth, short-throw shift control for the standard five-speed manual transmission.

AGILE STEERING, Suspension and braking

The Hyundai Elantra Touring offers a dynamic driving experience. A MacPherson strut front suspension and multi-link rear suspension have been fitted to perfectly complement the body structure's high rigidity. Ventilated 11.8-inch front and solid 10.3-inch rear discs with ABS and Electronic Stability Control (ESC) provide excellent stopping power with added handling control.

Elantra Touring delivers high performance steering and adds unique springs, front and rear stabilizer bars and dampers. Elantra Touring features a 24 percent stiffer front spring rate, a 39 percent stiffer rear spring rate, a larger front stabilizer bar (24 mm) and larger rear stabilizer bar (21mm) than the Elantra sedan. Both 16- and 17-inch alloy wheels, with low and ultra-low profile tires, add visual impact and extra grip to the Elantra Touring's sporty dynamics. The result is a car that simply demands to be driven.

Elantra Touring steering character is another key driver of its sporty driving nature. Hyundai chassis engineers focused on delivering an agile feel, with direct responses to driver inputs. That spirit translates to a fun-to-drive character in everyday driving situations. And all drivers will appreciate Elantra Touring's nimble turning diameter - at 34.2 feet it is better than Rabbit's 35.8 feet and Caliber's 37.2 feet.

UNSURPASSED STANDARD SAFETY TECHNOLOGIES

Like every Hyundai, top-tier safety was a key development goal for the Elantra Touring, which is fully equipped to protect driver and passengers. In terms of passive safety, it features dual front, side and curtain airbags, for a total of six protective airbags in the vehicle. The Elantra Touring also features active front headrests, seatbelt pretensioners and seatbelt reminders. The combination of side and curtain airbags, which help protect the head and body during side impacts, can reduce fatalities by more than 52 percent, according to the Insurance Institute for Highway Safety (IIHS). Also according to the IIHS, active front head restraints improve rear crash protection.

These passive safety technologies are fully grounded in a state-of-the-art body structure, which includes deformable zones, occupant protection cell and three-way load distribution technology. Further rigidity has been achieved with reinforced A pillars, strengthened bulkhead, front and side members, and strengthened B and C pillars

The Elantra Touring comes standard with Electronic Stability Control, one of the industry's most effective life-saving technologies. ESC compares the driver's intended course with the vehicle's actual response. It then brakes individual front or rear wheels and/or reduces engine power as needed in certain driving circumstances to help correct understeer or oversteer. NHTSA studies show passenger cars equipped with ESC experience 30 percent fewer fatalities in single-vehicle crashes. Santa Fe, Veracruz, Tucson, Sonata, Azera, Elantra SE, Entourage and Genesis are all equipped with standard ESC. Approximately 73 percent of Hyundai vehicles offered in 2008 come equipped with standard ESC - a commitment to this sophisticated and effective automotive safety technology that is unmatched by any other popular automotive brand.

In developing and refining the safety features of the Elantra Touring, Hyundai employed advanced design systems and sophisticated computer simulation, combined with intensive component testing. This is a process used in development of all Hyundai vehicles. From drawing board to prototype testing to final product development, Hyundai uses this extensive process to assure that all its vehicles - including the Elantra Touring - meet or exceed government safety standards, as well as the expectations of vehicle buyers.

THE GOOD STUFF COMES STANDARD

Elantra Touring builds on Hyundai's reputation for offering loads of standard equipment, offering air conditioning, power windows, heated mirrors, door locks, remote keyless entry with alarm, steering wheel-mounted cruise control and audio controls, eight-way adjustable driver's seat with lumbar support, and plenty of storage compartments. For audiophiles, an integrated 172-watt AM/FM/XM Satellite Radio/CD/MP3 audio system with six speakers, USB input and auxiliary input jack are standard. The Premium-Sport package adds a power sunroof with tilt and slide functions, heated front seats and 17-inch alloy wheels with P215/45VR17 tires.

AMERICA'S BEST WARRANTY

The 2009 Elantra Touring is protected by the Hyundai Advantage, America's Best Warranty. Coverage includes five-year/60,000-mile bumper-to-bumper protection, 10-year/100,000-mile limited powertrain warranty and seven-year/unlimited mileage anti-perforation coverage. In addition, Elantra Touring buyers receive 24-hour roadside assistance coverage at no extra charge for five years (no mileage limit) and that service includes emergency towing, lockout service and limited coverage for trip-interruption expenses. There is no deductible on any of this coverage.