1957 Saab 93 rally car replica – Click above for high-res image gallery
As car guys, we want to see Saab succeed at the hands of its new owners, Spyker Cars. And while the brand faces an uphill battle to reach profitability, its new masters are at least showing signs of understanding the Swedish automaker’s rich past. The latest proof? Spyker CEO Victor Muller and Saab CEO Jan Åke Jonsson will take on Italy’s famed Mille Miglia road race in this 1957 Saab 93, a replica of the car that won the Finnish 1,000 Lakes Rally that year.
The 750cc three-cylinder two-stroke engine has been tuned to Group 2 specification, producing 55 horsepower – 22 horsepower more than the standard car. So-equipped, the robust racer is said to be good for 62 miles-per-hour in 13 seconds and a top speed of 93 mph.
While racing in May’s historic recreation of the Mille Miglia might not generate much in the way of brand buzz, if nothing else, it strikes us as a nice acknowledgment of the company’s past by the keepers of its future. Could there be more than just a history lesson at work here? Late last month, Autocar reported that Saab is proceeding with plans for a new entry-level model, the 9-2, that will reportedly be influenced by Saab’s 1950’s ‘teardrop’ design. High-res gallery of live shots from here at the Geneva Motor Show below, official press release after the jump.
Senator Dick Durbin is introducing legislation to sanction companies that don’t take “reasonable steps” to protect the human rights of people abroad. This is obviously targeted at companies doing business in places like China, where famously, government officials have used US technologies as well as worked with US-based companies to censor the internet and spy on citizens.
While I can understand the reasoning behind such a bill, my question is why is this limited to abroad? Here in the US, AT&T eagerly helped the administration in spying on users with no warrant and no official process (even allowing private info to be passed on with just a post-it note request). And what about efforts by US lawmakers to put in place third party liability — similar to that which is used in China to censor the internet — on copyright issues? Shouldn’t there be sanctions for that as well?
Sanctioning companies that help regimes violate human and civil rights is perfectly reasonable — but Durbin is kidding himself if he thinks this sort of thing only happens outside of the US. Let’s clean things up at home first.
Auto show season keeps marching on in March with wall-to-wall coverage coming your way from the 2010 Geneva Motor Show, which is just winding down. Motorsports enthusiasts can look forward to the start of the 2010 Formula One season with all the action kicking off in Bahrain, followed two weeks later by the Australian Grand Prix. American open-wheel fans have IndyCar action in Brazil and St. Petersburg in March, while NASCAR visits Atlanta, Martinsville and Bristol. For fans of the unorthodox, the LeMons bunch will make a stop at Sears Point.
Classic car season is ramping up too, with the Amelia Island Concours topping the list. There are also plenty of smaller shows like the Cavalcade of Cars, 30th Annual MDA Car Show, Corvette/Chevy Expo, and several auctions as well. RM Auctions visits Amelia and Ft. Lauderdale, Gooding and Co. also stop at the Amelia Concours, while Silver sets up tent in Portland, OR. If none of those events appeal to you, check out our Google Calendar after the jump for even more listings, all with detailed info and links. And please don’t forget to use the comments section to add or modify listings.
Maserati GranTurismo MC Sport – Click above for high-res image gallery
Few marques manage to tread the line between sportiness and elegance quite so exquisitely as Maserati. But some are looking for something that errs a little more towards the former, and for them the Trident marque has launched the MC Sport Line.
One step off the track and onto the road this side of a race-spec MC GT4, the MC Sport line gives Gran Turismo S buyers a catalog of optional extras, from carbon fiber bits all the way up to the exclusive limited edition model made for the Middle East. The range was initially unveiled at the local Bologna Motor Show, but this was our first chance to get next to it and bring you the results. Have a look in the galleries below.
I’m an unemployed software developer who’s worked four months out of the last 18. I’ve exhausted my 401k and my savings, and have filed bankruptcy to try to save my home. As tough as things are, I made a small ($25) donation to Bill Halter.
My reasons are simple: I said I would help any Democrat who would run against Blanche Lincoln, and I believe in keeping my word.
Mrs. Lincoln is the wrong kind of Democrat for these times. Her stand against the Public Option, her threat to filibuster her own party, to stand in the way of one of the potentially most effective ways to rein in the cost of health insurance, was the wrong thing to do. Despite a majority of her constituents wanting the Public Option, despite over 80 percent of Arkansas Democrats wanting it, despite the American people needing it, she went against it. She must go.
There are millions of Americans who are suffering, who are walking a tight rope where they are one push, slip, misstep, or wind gust from what’s become a disaster in this country: getting sick. Millions of people who work everyday can’t buy the health insurance that will allow their kids to see a dentist, or their mother to see a GYN. There’s almost no one in this country who will say we don’t need health care reform, but we need more than that. If we have to have mandated insurance, we deserve a Public Option, and Mrs. Lincoln is committed to not giving us one.
Working class people need more protections, not less. Being for Big Business is not “centrist”, it’s corporatist, and considering the increased strengths the Supreme Court has now given them, there’s no good reason to support any candidate unwilling to fight against corporations, particularly those as well monied as the insurance cartel. Working class people don’t need Democrats who are against EFCA, and who see their base as loons and extremists. A Democrat who’s not willing to fight, day in, day out, from cause to cause, for middle-class and working-class families has no business being a Democrat at all. Such people offend our traditions and history, and we should never be reluctant to turn them out of office.
There are other Democrats, particularly in the Senate, who are paying close attention to this situation. What’s going on here lets Democrats who can’t pull a Lieberman know they will be called to account when they fail to uphold the most basic tents of being a Democrat. What’s going on here may be the impetus bringing the Public Option back into serious discussion and hopefully allowing it to pass. What’s going on here is necessary if we are to be taken seriously.
I remain optimistic about my own situation, and I’m fighting like hell when it comes to that, but also I believe there are times and cases when we must stand strong, as progressives, liberals, and Democrats, against those who don’t work to uphold our values, even when we are personally having the most difficult of times. This is one of those times and cases. I feel real good about what I’ve done, and I intend, with money or not, to do much more. This is that important.
Abt R8 GTR – Click above for high-res image gallery
We got our first peek at Abt’s R8 GTR late last year, but like with many cars, it was a whole different experience to see it in person. To say carbon fiber has been used liberally is an understatement, as the entire car is clothed in the lightweight material. The look suits the R8, and Abt has managed to give the car a more aggressive look without going overboard. The interior is lathered in carbon fiber as well, and lightweight Recaro racing seats help reduce weight even further. In total, Abt has managed to take 220 pounds off the R8’s heft.
In addition to changing the look of the car, Abt has given the R8 more power as well. Its 5.2-liter V10 is now rated at 620 horsepower, good for a 0-100 km/h sprint of 3.2 seconds and a top speed of 202 mph. Other performance upgrades include an adjustable sport suspension, ceramic brake system, lightweight 18-inch wheels and Michelin Sport Cup tires.
Sound like your thing? Abt will produce just 25 examples, so get your order in soon. More details about the car can be found in the press release after the jump and live shots from the show floor in the gallery below.
In this short video Engadget interviews Jerry Shen, CEO of ASUS and with Garmin one of Microsoft’s Windows Phone 7 partners.
He notes that Windows Mobile 6.5.3 was a significant improvement, and was able to pull a Garmin-Asus Nuvifone M10 from his pocket, hopefully suggesting this is his personal device.
He however expressed quite a lot of enthusiasm for Windows Phone 7 (which he called Windows Mobile 7), saying he felt this was the first time it appeared Microsoft was determined to win back the mobile market.
He also said he felt the GPS functionality in smartphones was very important, and thereby justified his relationship with Garmin.
Hop to around 2:40 min to hear the short segment directly.
Abarth 500C – Click above for high-res image gallery
For every car, there’s a prospective customer. And for a car like the Fiat 500C, a cutesy retro mini with a pseudo-cabrio sliding canvas roof, we hardly need to point out who that target demographic is. But as if to highlight what a difference the little things can make, the Abarth version is another beast entirely.
By “little things”, here we mean stuff like a 140-horsepower, 1.4-liter turbocharged four-cylinder engine, a five-speed sequential paddle-shift transmission and a badass two-tone paint job. All that may not sound like much, but when applied to a little thing like the 500C, it represents the difference between the stock Fiat’s potential customer and the car nut who takes her out for an evening on the town.
If the collaborative minds at Fiat and Chrysler deem us worthy, we’d enthusiastically count ourselves among the Abarth 500C’s potential customers. But for now we’ll just have to enjoy admiring it on the show floor here in Geneva where it’s just been unveiled, and we have the photos to prove it along with more details in the press release after the jump.
Honda is recalling 21,776 model year 2005 Odyssey Touring minivans equipped with a power operated rear liftgate. The National Highway Traffic Safety Administration website says the tailgate strut could fail, resulting in the power liftgate closing unexpectedly. We’re thinking that could hurt if you happen to be under said opening when the strut fails.
Effected Odyssey owners can take their minivan to the nearest Honda dealer for repairs anytime and the dealer will inspect the liftgate struts and replace them free of charge. Owners can contact Honda at 1-800-999-1009 if they have any questions. Hit the jump to read over the NHTSA press release.
5 by Peugeot – Click above for high-res image gallery
Ze Germans may be known for their efficiency, but try this on for size: French automaker Peugeot is gearing up to replace two sedans with – wait for it – just one! Feigned enthusiasm aside, this is the one that stands to take the job, and it’s a pretty sharp looking sedan.
More telling, however, though dubbed a concept car, the 5 by Peugeot looks fairly close to production-ready status, especially compared to design studies like the RC HyMotion4 concept, another four-door concept from Peugeot unveiled at the Paris Motor Show in 2008. Oh, and we’re disregarding the lack of any interior on this show car.
We expect a production version of the 5 by Peugeot to replace both the 407 and 607 within the next couple of years. In the meantime – particularly since Peugeot doesn’t market in North America – you can take a closer look in the gallery below.
One of the really amazing things in witnessing the reactions among various politicians to the ACTA negotiations is realizing how out of the loop they are as well. They’re often just as angry that things are being done in the name of their country that they have no visibility into. Of course, this adds to the impression that this whole process is not about figuring out what’s best for the people of each country, but an end run around the democratic lawmaking process, pushed mainly by big industries (led by the entertainment and pharmaceutical industries).
So, with last week’s leak showing that Denmark was one of the countries that was most against transparency for ACTA negotiations, Danish free culture activists like Henrik Moltke have been speaking up, going on TV and questioning why Denmark is being the transparency roadblock. And it appears to be working.
“It is news to me that Denmark is so close to the negotiations. And it’s pretty shocking that Denmark should have taken the position that you actually want to give priority to secrecy,” said Morten Messerschmidt, a member of the European Parliament
Messerschmidt has gone on to say that he’s going to demand that Denmark support a more transparent ACTA process, and it appears that some other Danish politicians are agreeing as well.
The Chevrolet Volt recently headed up to Kapuskasing, Ontario Canada for some cold weather testing. GM says that unlike other electric vehicles, the Volt is engineered for all seasons and all climates.
Check out this video that shows Vehicle Chief Engineer Andrew Farah and Pam Fletcher, Global Voltec and Plug-In Hybrid Electric Powertrain Chief Engineer explaining more.
Carlos Ghosn, Renault/Nissan CEO said that he is still looking for another strategic partner to cut costs on global technology and vehicle costs. Speaking at the 2010 Geneva Motor Show, Ghosn said that he still wants to expand the Renault/Nissan alliance and pursue partnerships.
General Motors turned down a deal more than three years ago and Chrysler canceled its vehicle-sharing deals after it partnered up with Fiat SpA.
“Obviously, we are talking to many people. The name of the game is scale, co-investment and shared technologies. There are a lot of talks. You would be surprised how many people we are talking to about specific cooperations,” Ghosn said. He declined to name potential technology partners.
General Motors today took the wraps off of the second-generation Chevrolet Corvette C6.R race car, based heavily on the new 2010 Corvette ZR1. The 2010 Chevrolet Corvette C6.R is powered by a new 485-hp 5.5L V8 and will compete in the new unified GT class in the 2010 American Le Mans Series as well as the GT2 class at the 24 Hours of Le Mans.
The GT rules require the use of many production-based components, making the ZR1 and C6.R the closest street and racing Corvettes since the 1960s.
“Simply put, without Corvette Racing, there would not be a Corvette Z06, much less the ZR1. And, without the foundation of the Corvette C6, Z06 and ZR1, the Corvette Racing team would not be the dominant presence in production-based racing.”
Click through for the press release.
2009 Chevrolet Corvette ZR-1:
Press Release:
New Corvette Racing C6.R and Production Corvette ZR1 Represent the Culmination of More Than 10 Years of Technology Transfer
Updated C6.R to Race in 2010 Le Mans, 50 Years After Corvette’s First Appearance in Legendary Endurance Race
DETROIT – Corvette Racing’s second-generation C6.R will be powered by a new 5.5L production-based V-8, to compete in the new unified GT class in the 2010 American Le Mans Series as well as the GT2 class at the 24 Hours of Le Mans. The updated C6.R and the Corvette ZR1 on which it’s based represent the strongest link yet between a production Corvette and the modern Corvette Racing team. Both cars are well-equipped to compete on and off the track with showroom competitors including Aston Martins, BMWs, Porsches and Ferraris.
Corvette has a long history of production-based endurance racing, making its first appearance at the 12 Hours of Sebring in 1956, and its first appearance at Le Mans in 1960. Then Corvette chief engineer Zora Arkus-Duntov leveraged the racing program to improve the production Corvette, as evidenced by the development of heavy-duty and high-performance components and the introduction of the race-bred Z06 option on the 1963 Corvette Sting Ray.
The transfer of technology between racing and production cars resumed with the start of the modern Corvette Racing program in 1999. More than a decade later, it’s impossible to imagine one team without the other, according to Tadge Juechter, Corvette chief engineer:
“Simply put, without Corvette Racing, there would not be a Corvette Z06, much less the ZR1. And, without the foundation of the Corvette C6, Z06 and ZR1, the Corvette Racing team would not be the dominant presence in production-based racing.”
1999 – 2004: The C5-R acts as a catalyst for Corvette performance
Corvette Racing campaigned the C5-R from 1999 through the end of the 2004 season. The first-generation car scored 35 victories in 55 races, won its class at the 12 Hours of Sebring three consecutive years, posted three 1-2 finishes in the GTS class at the 24 Hours of Le Mans, and earned four consecutive ALMS manufacturers championships for Chevrolet.
It also served as a catalyst for Corvette performance.
In 1999, the fifth-generation Corvette C5 produced 345 horsepower from its 5.7L V-8. Leveraging the powertrain technologies developed for the C5R, Corvette brought back the hallowed Z06 moniker in 2001, packing a 385 horsepower 5.7L V-8.
In addition, the C5-R helped shape the sixth-generation Corvette, introduced for the 2005 model year. Corvette Racing’s influence could be seen in the C6 Corvette design, which featured flush headlights for better aerodynamics; a single, large grille opening for the engine air intake, radiator, and brake cooling; a lower coefficient of drag; and low 3,179 pound curb weight. Lessons from racing were also integrated in the 6.0L LS2 V-8, the most powerful standard Corvette engine to date, with 400 horsepower and 400 lb-ft of torque. As a result, the C6 Corvette delivered unprecedented performance, including a 186-mph top speed, acceleration from 0-60 mph in 4.1 seconds, and quarter-mile runs in 12.6 seconds at 114 mph.
2005 – 2009: The co-development of the C6.R and Z06
The C6 Corvette served as a foundation for the joint development of two new, high-performance Corvettes: the 2006 Corvette Z06 and the Corvette Racing C6.R, introduced in 2005.
Both cars were powered by 7.0L small-block V-8 engines, with dry-sump lubrication systems, CNC-ported aluminum cylinder heads, titanium valves, forged steel crankshafts, and plate-honed cylinder bores.
For the Z06, the collaboration translated into 505hp, 470 lb.-ft. of torque, and searing performance: 198-mph top speed, acceleration from 0 – 60 mph in 3.7 seconds, and quarter-mile runs in 11.7 seconds at 125 mph. Racing’s influence was also evident in the Corvette Z06 use of lightweight carbon fiber front fenders and wheelhouses, and aerodynamics package – including a front splitter, air extractors behind the front wheels, radiused trailing edges on the wheel openings, brake cooling scoops, widened rear fenders, rear diffuser, and spoiler.
For the C6.R, homologation on the Z06 translated into 42 wins, four consecutive ALMS drivers and manufacturers championships, and three victories at the 24 Hours of Le Mans.
2010: Introducing the second-generation C6.R, based on the ZR1
In the 2010 American Le Mans Series, Corvette Racing will compete in the series’ production-based GT category (formerly GT2) and in the GT2 class at the 24 Hours of Le Mans with a second-generation C6.R that is homologated on the Corvette ZR1.
The GT rules require the use of many production-based components, making the ZR1 and C6.R the closest street and racing Corvettes since the 1960s.
Introduced for the 2009 model year, the ZR1 is the fastest, most powerful car ever produced by Chevrolet. To deliver 638 hp, the LS9 V-8 engines are hand-built using many of the processes developed by the race team. To deliver a 205-mph top speed, the ZR1 aerodynamics package also utilizes race technology – including wide carbon fiber front fenders with dual vents, a full-width rear spoiler, and a front splitter.
The updated C6.R utilizes the ZR1 body design, aerodynamic package, aluminum frame and chassis structure, steering system, windshield, and other components.
Aluminum frame: The new Corvette C6.R is built on the same aluminum frame rails that underpin production Corvette Z06 and ZR1 models. Other production chassis structures in the race car include the windshield frame, the hoop around the rear of the passenger compartment, the door hinge pillars, the drivetrain tunnel, the firewall, and the floor pan.
Steering system: The new Corvette C6.R utilizes the production steering column out of the ZR1, with a fully adjustable steering wheel, and production rack-and-pinion steering rack.
Body profile: The Corvette C6.R race car is now virtually identical to the Corvette ZR1 street car in appearance, as GT rules require production-type fenders with simple flares to accommodate wider tires.
Aerodynamics: The new C6.R utilizes the full-width, production rear spoiler from the ZR1, and a production-based ZR1 front splitter that extends 25mm, in contrast to the 80mm splitter allowed under the GT1 rules. Although the aerodynamics package does not produce the same levels of downforce as the GT1 car, the C6.R is more predictable over a wide range of speeds.
Where the C6.R and ZR1 differ significantly are in situations where GT rules actually prohibited the use of the more sophisticated ZR1 components. For example, the ZR1 is equipped with carbon-composite brake rotors, while GT regulations require ferrous (steel) brake discs. And, where the ZR1 utilizes a 6.2L, supercharged V-8, the C6.R will use a naturally aspirated small-block, production-based 5.5L V-8.
The Corvette C6.R race cars’ 5.5-liter Chevrolet small-block V8s are developed, built and maintained by GM. The Corvette C6.Rs’ LS5.5R is a naturally aspirated race engine, based on the Corvette Z06’s 7.0-liter LS7 engine (which in turn was developed with the 7.0L race engine used in the C6.R GT1 cars), built on production cast-aluminum cylinder blocks.
Pending GT2 class regulations specify a maximum displacement of 5.5 liters, the reduction in displacement to meet this requirement was achieved by shortening the crankshaft stroke and reducing the cylinder bore diameter. In accordance with the regulations, the race engines have two 28.8mm diameter intake air restrictors. The LS5.5R engines are equipped with dry-sump oiling systems, CNC-ported aluminum cylinder heads with titanium intake and exhaust valves, and sequential electronic port fuel injection. The race engines use E85R ethanol racing fuel in the ALMS and E10 fuel in Le Mans.
Race on Sunday, Sell on Monday
Clearly, Corvette Racing’s success in production-based endurance racing has played a significant role in improving the performance of the production Corvette. In addition, as the racing and production cars have become more closely linked, Corvette Racing has also shown a positive impact in Corvette sales.
“Corvette sales tracked directly to customer leads at ALMS races have doubled from 2005 to 2009,” says John Fitzpatrick, Chevrolet Performance Cars marketing manager. “This proves what we have heard anecdotally from other Corvette owners: Watching production-based Corvettes win against legendary marques like BMW, Porsche and Ferrari, on legendary tracks like Sebring and Le Mans, makes Corvette all the more desirable.”
###
2010 Corvette ZR-1 and Corvette Racing C6.R Specifications
2010 Corvette ZR1
2010 GT2 Corvette C6.R
Displacement (L / ci):
6.2 / 376
5.5 / 336
Horsepower:
638 @ 6500 rpm
485 @5800
Torque (lb-ft):
604 @ 3800 rpm
na
Bore diameter (mm / in):
103.25 / 4.06
103.89 / 4.090
Crankshaft stroke (mm / in):
92 / 3.62
80.90 / 3.185
“V” angle (deg):
90
90
Cylinder bore spacing
(mm / ci):
111.7 / 4.40
111.7 / 4.40
Valvetrain:
pushrod with overhead valves, titanium inlet
pushrod with overhead valves, titanium inlet and exhaust
Valves per cylinder:
2
2
Camshaft drive:
chain
chain
Cylinder case material:
aluminum
aluminum
Cylinder liners:
dry iron
aluminum
Cylinder head material:
aluminum
aluminum, CNC ported
Lubrication system:
dry sump
dry sump
Fuel system:
sequential EFI
sequential EFI
Throttle system:
supercharged w/intercooler, throttle body
individual runner
Fuel:
premium unleaded gasoline required
E85R ethanol (ALMS)
E10 (Le Mans)
Body style:
two-door hatchback coupe
two-door hatchback coupe
Drivetrain:
longitudinal front engine, rear-wheel drive
longitudinal front engine, rear-wheel drive
Chassis:
hydroformed aluminum chassis, composite body
hydroformed aluminum chassis, composite body
Wheelbase (in):
105.7
105.7
Length (in):
176.2
176.2
Width (in):
75.9
78.6
Height (in):
49
45.9
Weight (lb):
3324
2745
Front suspension:
independent, short/long arm double wishbone, cast aluminum controls, transverse-mounted composite leaf spring, monotube shock absorbers, anti-roll bar
ItalDesign-Giugiargo Proton Emas – Click above for high-res image gallery
If Proton is going to make it on the global scene amidst the big players, it’s going to need some help. Fortunately for the Malaysian state-owned automaker, help isn’t far behind.
With the world’s major carmakers bringing more and more of their design and manufacturing work in-house, firms like ItalDesign Giugiaro have been left scrounging for new clients. Proton is one such, and this is what they came up with: the Emas city car concept.
A sharp design – rendered in five-door, three-door and outback-style Country forms – will get Proton only so far. For the mechanical side of things, they had but to turn to their (relatively) recent acquisition, Lotus. The British engineering firm developed the Lotus Range Extender hybrid powertrain propelling the Emas – to say nothing of the new Evora 414E hybrid – and by all indications had a hand in the chassis development as well, a traditional core competence for the makers of the Elise and Exige.
Will the spritely Proton make it to production? There’s no official confirmation yet, but you don’t bring in ringers – some of the best in the field at that – unless you’re planning on making a run for the pennant. While the regular season is in progress, why not have a look at our live shots in the gallery below.
GURU OUTLOOK: PAOLO PELLEGRINI – this is the guy who helped Paulson short subprime – … He says we are essentially papering over the problems with more debt. We are simply adding more debt to a debt-laden world while China adds more exports to a saturated market. He says the problems in Europe are a harbinger of these continuing issues. Thus far the massive stimulus has been successful in jumpstarting the global economy, but is nothing more than a temporary respite from the longer-term structural problems that remain. Pellegrini’s favorite trades in 2010 are the following four: Short US fixed income Short US equities Short US dollar Long commodities The Pragmatic Capitalist ————
Why We’re on the Slow Boat to Nowhere – Submitted by madhedgefundtrader – Brace yourself. Nothing is going to happen. A portfolio manager’s worst nightmare, and a trader’s dream come true. Selling out of-the-money-strangles, last year’s suicide trade, could be this year’s steady earner. The VIX will continue to bleed to lower levels. Hiding out in the currency crosses. (SPX), (FCX), (VIX), (USO), (GLD), (TBT), (TBF) – Zero Hedge
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Pimco’s El-Erian: We’re halfway through a ‘multiyear resetting of the global economy’ – By Drew Carter – Investment News ————
can we afford this? – Golden years – Time spent in retirement has sharply increased – From The Economist online
Pocketnow have published this video review of the ZuneHD facebook app, which launched yesterday with some problems, but which is now working properly after a hasty fix.
Headline features are the ability to post updates containing a link to the music you are currently listening to on Zune.net, allowing one to share previews of the music with anyone, and full tracks with Zune subscribers.
The main complaint however appears to be the software running quite slowly, something which will hopefully not be an issue on our gigahertz processors when the software shows up on our Windows Phone 7 phones.
One of the things you discover in studying the history of patent use among many companies is that when they’re young, they innovate. When they’re old, they litigate. That is when they’re growing and building cool stuff, they don’t worry much about patents, but focus on building the coolest products they can to best serve the market. But when they get older, and entrenched, they don’t innovate quite as much, but focus instead on trying to keep competitors out of the market. We highlighted this by showing Microsoft’s changing views on patents, from Bill Gates’ claim in 1991 that “the industry would be at a complete standstill” if companies had used patents in the PC software space early on, to Microsoft general counsel Brad Smith saying in 1997 that “software patents and other intellectual property is essential to maintaining the incentives that encourage and underwrite technological breakthroughs.”
Similarly, a year ago, we highlighted how Apple appeared to be going through a similar shift, quoting Steve Wozniak’s claim about how the Apple II was “one of the most successful products of all time,” in part because they didn’t think about patents or copyright, and shared their ideas freely with everyone — to Apple’s Tim Cook’s claims that “We will not stand for having our IP ripped off, and we will use every weapon at our disposal.”
With Apple now going on the offensive against HTC (and, by proxy, Google’s Android), it seems others are noticing not just an overall corporate shift, but the change in viewpoints of Steve Jobs. william points us to a Gizmodo post highlighting how Steve Jobs noted how Apple was “shameless about stealing great ideas.” But in the announcement about the HTC lawsuit, he has a different perspective: “competitors should create their own original technology, not steal ours.”
Strong words coming from the guy who admits he blatantly copied the graphical user interface he saw at Xerox PARC many years ago. Now, no one’s going to claim that Apple and Jobs haven’t been incredibly innovative over the past decade (or more). In fact, they’ve been amazingly innovative. But during that time, the company has mostly focused on continually innovating, rather than going on the offensive over patents. It seems like this new offensive move might be an early warning sign that the company no longer believes it can keep up its innovative pace.
TAG Heuer Tesla Roadster – Click above for high-res image gallery
The connection between high-end sports cars and high-end watchmakers has been solidified for decades, and this newest partnership is a clear indication that the union is alive and well into the 21st century. Here in Geneva, Tesla has teamed up with Tag Heuer to create a limited edition run of Roadsters created in conjunction with the automaker’s chief designer Franz on Holzhausen and the Swiss time piece purveyors.
Not only does the slate grey Roadster sport custom graphics and contrasting colors (one side has red mirrors, calipers and matching wheel rings, while the other side has the same kit colored green), but the interior houses a one-fifth second Heuer limited edition stopwatch, a Meridiist mobile phone and will come equipped with a concept watch due to be unveiled at the Baselworld expo later this month. If a custom time piece and a custom EV is your thing, hit the jump for the full details and check out the high-res images below.
Jaguar XKR Special Edition – Click above for high-res image gallery
Jaguar loves to unwrap auto show goodies, and the city by the lake hasn’t been left out of the cat’s bag. The Jaguar XKR Special Edition is a supercharged coupe that will take you all the way to 174 miles per hour – none of that electronanny 155 mph, thank you – thanks to its supercharged, 510-horsepower, 5.0-liter V8.
The Speed Pack and Black Packs, both options on the regular XK, will make you feel and look faster, and the tailored XK suitcase will make you look just plain better when all the speediness stops. Have a gander at the feral white feline in the high-res gallery below.
