Oh, dang! Think we might have jinxed this one. In a post yesterday about GM's successful completion of the deal to sell Saab to Spyker, we listed a number of the General's early failures to close deals for its other doomed brands. We ended that with what we thought was an innocent: "And who knows what will end up happening with Hummer."

Well, one day later, we know: Hummer is dead. The drawn-out negotiations with the enticingly titled Sichuan Tengzhong Heavy Industrial Machines Co., Ltd.are over. GM said in a statement today that the Chinese company was "unable to complete the acquisition of Hummer," and that it will begin the "orderly wind-down of…operations."  No further details were provided but word is that the deal was finally doomed by the Chinese government.

General Motors pointed out that it will, of course, continue to honor Hummer warranties, providing service and spare parts to current owners.

From the Department of Things You Never Asked For: The Munga.

This DKW/Auto Union quasi-Jeep built from 1955 through 1968 packed a stonkin' 40-plus horsepower three-cylinder and, well, not much else. Auto Union, predecessor to Audi, won a contract from the Federal German Army to built this thing, beating out Porsche (which would later unveil something called a "Cayenne").

"But Straightline," you ask, "I get that Auto Union built a Jeep rip-off  after the war but why is it called "Munga," and not something more attractive-sounding like "Flump" or "Phhhht?" Well, kind reader, we're glad you asked. Munga is a sort-of acronym taken from the German Mehrzweck Universal Gelandewagen mit Allradantrieb. Duh.

Anyway, the Munga is great for watering flowers and, apparently, diversion ladies totally dig it.

Please, to watch the video:

Lotus has finally unveiled the hybrid vehicle it has been hinting at for some time. It's basically an Evora with a series hybrid system similar to that found in the Chevrolet Volt. By that we mean it's capable of running on electric power alone for up to 35 miles before switching over to power from an on-board generator. Oh, and Lotus also says it can go from 0-to-60mph in under 4 seconds.

There are two electric motors in the 414E, one for apiece rear wheel. Together they deliver 306kW of power, or 414 pferdestarke, to the wheels through a single-speed drive system. A lithium-ion battery pack placed low and toward the center of the vehicle powers the motors. When the battery power is depleted, a 1.2-liter 3-cylinder engine kicks in to generate power. It's capable of extending range to the now seemingly common goal of 300 miles.

According to Lotus, the Evora 414E benefits from the torque-vectoring capabilities of the two electric motors to retain the car's natural handling abilities. It also used the same all-aluminum structure as the standard model. Combined with the relatively small battery pack and lightweight gasoline generator engin, the 414E promises to be one of the best handling electric cars ever built.

To further enhance that claim, Lotus also designed a paddle shifter mechanism that mimics the feel and action of true dual clutch transmission complete with audible drop offs in the noise level between changes. Part of that system is a interior and exterior speaker system that generates real engine sounds similar to that of either a V6 or V12 engine. It's driver selectable and also includes a "futuristic" sound if that's your thing.

Lotus didn't give any details on the production feasibility of the car, so whether this will remain a concept is hard to tell at this point.

Well now, this must be embarrassing for Honda. Surely, this little dollop of a concept car, called the 3R-C, was intended to be unveiled at the Tokyo Auto Show and not the Geneva Auto Show, right?

Only at Tokyo's Makuhari Messe would anyone take a single-seat three-wheeled electric transportation pod seriously. How do we know? Well, because we've seen Toyota unveil a curiously similar concept there, at least twice. Oh, and Suzuki unveiled its take on the same exact thing, also at Tokyo. But wait, GM unveiled its electric individualized mobility device, the Project P.U.M.A., at the New York Auto Show. Okay, so we stand corrected.

Honda notes that its urban-transport-vehicle-for-people-who-apparently-hate-to-walk has a lockable trunk.

Either Hyundai is getting out ahead of the game on this one, or this is simply a matter of your typical recall being elevated to front page news thanks to Toyota.

At this point, all we know is that Hyundai has issued a stop sell order on its 2011 Sonata sedan due to some concerns about a faulty door latch. About 5,000 cars out of the roughly 50,000 that have been built are affected.

Expect to see more on this issue until its cleared up completely.

Reuters

The image you see above is an illustration, and a heavily re-touched one at that. Still, this is not the work of some basement-dwelling, Chevy-obsessed Photoshop jockey. No, it is the work of a little outfit known at General Motors.

The company says that the images of its upcoming, not-lame-looking Aveo subcompact were released "by mistake." Okay, sure.

The Aveo will slot between the upcoming Spark subcompact and the near-to-midsize upcoming Cruze sedan. That's slicing the small-car pie pretty narrowly, but at least the new Aveo looks like a vehicle that someone might actually want to drive, as opposed to the penalty box that is the current car. And that the new car's styling, inside and out, follows pretty closely to the racy-looking Aveo RS concept that the company unveiled at the Detroit Show at least implies that it might end up being fun  to drive  — maybe.

We know that Chevy imagines the upcoming Aveo, at least in its acquirable hatchback form, to be its entry into the hot-hatch segment, whether the company can pull this off we'll have to move and see.

Note the remarkable similarity to the exclusive sketch we published months ago.

Kicking Tires

Inside Line tests hundreds of vehicles a year, but not every vehicle gets a full write-up. The numbers still tell a story, though, so we present "IL Track Tested." It's a quick rundown of all the data we collected at the track, along with comments direct from the test drivers. Enjoy.

Displacement is out. Supercharging is in. At least that's the direction some automakers are taking. Case in point, the Audi S5.

Our long-term coupe is a 2009 model with a 4.2-liter V8. It makes all sorts of great noises and pulls quite nicely, too. This year, however, Audi is beginning a transition to a 3.0-liter, supercharged V6 for the S5. The engine may be over a liter down in displacement, but the supercharger helps it make nearly as much power as the V8 while delivering considerably better fuel mileage. Weighs less, too.

So how much of a difference does the change make? Well, we've got a comparison that will give you some idea. Only some intent because the 2010 S5 we recently tested was a equipage model that tacks on several hundred pounds thanks to its convertible top and related upgrades.

Does it make much of a difference? And how does the smaller V6 affect the handling in the slalom? See for yourself in our latest track-tested feature on the 2010 Audi S5 Cabriolet and 2009 Audi S5 Coupe.

Vehicle: 2010 Audi S5 Cabriolet
Odometer: 7,481
Date: 02/09/2010
Driver: Chris Walton
Price: $61,950

Specifications:
Drive Type: All-wheel drive
Transmission Type: 7-speed dual clutch
Engine Type: V6
Displacement (cc/cu-in): 2,995cc (183 cu-in)
Redline (rpm): 7,000
Horsepower (hp @ rpm): 333 @ 5,500
Torque (lb-ft @ rpm): 325 @ 2,900
Brake Type (front): Ventilated disc
Brake Type (rear): Disc
Steering System: Electric speed-proportional power steering
Suspension Type (front): Independent MacPherson struts, coil springs, driver-adjustable 3-mode variable dampers, stabilizer bar
Suspension Type (rear): Independent MacPherson struts, coil springs, driver-adjustable 3-mode variable dampers, stabilizer bar
Tire Size (front): 255/35ZR19
Tire Size (rear): 255/35ZR19
Tire Brand: Dunlop
Tire Model: SP Sport Maxx GT
Tire Type: Summer performance
Wheel Size:19 x 8.5
Wheel Material (front/rear): Cast aluminum
As Tested Curb Weight (lb): 4,327

Test Results:
0 – 30 (sec): 2.0
0 – 45 (sec): 3.6
0 – 60 (sec): 5.3
0 – 75 (sec): 7.6
1/4 Mile (sec @ mph): 13.6 @ 103.2
0 – 60 with 1-ft Rollout (sec): 5.0
30 – 0 (ft): 28
60 – 0 (ft): 109
Braking Rating: Excellent
Slalom (mph): 68.9
Skid Pad Lateral Acceleration (g): 0.90
Handling Rating: Good
Db @ Idle: 49.7
Db @ Full Throttle: 76.3
Db @ 70 mph Cruise: 66.2

Acceleration Coments: If there's a "secret launch mode" in here, I couldn't find it. In fact the S5 punishes pedal overlap. Best run was simply in Drive with "whack and go" technique. Upshifts are amazingly quick and seamless. Linear power delivery throughout rev range and gobs of gut-flattening torque. The V8 sounds better, but is no quicker/faster.

Braking Comments: Typically impressive S5 brakes — firm, fade-free and powerful from first to last stop.

Handling Comments: Skid pad: Makes good grip, but has awful balance. Understeer, understeer and more understeer regardless of what one does with throttle and steering. Slalom: Solid and unflappable, but not as impressive as the sedan with drive select package. Can feel compromise in stiffness in the test.

Vehicle: 2009 Audi S5
Odometer: 3,430
Date: 06/02/09
Driver: Chris Walton

Price: $61,915

Specifications:
Drive Type: All-wheel drive
Transmission Type: 6-speed manual
Engine Type: V8
Displacement (cc / cu-in): 4,200cc (256 cu-in)
Redline (rpm): 7,000
Horsepower (hp @ rpm): 354 @ 6,800
Torque (lb-ft @ rpm): 325 @ 3,500
Brake Type (front): Ventilated Disc
Brake Type (rear): Ventilated Disc
Steering System: Speed-proportional power steering
Suspension Type (front): Independent, multilink, coil springs and stabilizer bar
Suspension Type (rear): Independent, multilink, coil springs and stabilizer bar
Tire Size (front): 255/35ZR19 96Y
Tire Size (rear): 255/35ZR19 96Y
Tire Brand: Dunlop
Tire Model: Sport Maxx
Tire Type: Summer performance
Wheel Material (front/rear): Alloy
As Tested Curb Weight (lb): 3,924
 
Test Results:
0 – 30 (sec): 1.9
0 – 45 (sec): 3.4
0 – 60 (sec): 5.2
0 – 75 (sec): 7.6
1/4 Mile (sec @ mph): 13.5 @ 102.6
0-60 with 1-ft Rollout (sec): 5.0
30 – 0 (ft): 30
60 – 0 (ft): 110
Braking Rating: Excellent
Slalom (mph): 66.8 (64.6 with traction control enabled)
Skid Pad Lateral Acceleration (g): 0.92 (0.91 with traction control enabled)
Handling Rating: Excellent
Db @ Idle: 42.2
Db @ Full Throttle: 72.8
Db @ 70 mph Cruise: 66.1
 
Acceleration: Prefers slipping clutch launches, but you only get a few before it begins to smell, but it never slips. First gear is pretty short, shifts are at the mercy of the clutch damper, but gates are cushy to find. Throws are a little rubbery/notchy. Long, linear "legs" in comparison to the R8 that feels much sharper, snappier.
 
Braking: Strong brakes, medium-firm pedal, very good drop resistance, little dive in "dynamic" mode.
 
Handling: Skid pad: With ESP off, the S5 can be steered with the throttle (e.g. lift to tuck the nose in). Steering is light and not very informative. With ESP on, the throttle closes and drives around with the gas on the floor. Slalom: Little, minute brake applications w/ESP on, then throws the anchor. best run was tidiest run with as little upset as possible. With ESP off, it gets loose but is always catchable. Still, the quick run was the cleanest/closest to the cones. Steering is quick, precise, but lifeless.  

Saab Automobile’s new management is considering how it might design and produce a modern, teardrop-shaped 92 small car. “Yes, of course, we’ve been thinking about it,” says Victor Muller, chief executive officer of Spyker Cars, which completed its deal to buy Saab from General Motors, taking it out of liquidation proceedings. “At the moment, it would not fit in the business plan, because it’s not funded. We feel the market for a Saab 92 would be very attractive.”

And so, as the deal to sell Hummer to Tengzhong Heavy Industries continues to languish in Chinese politics, Saab — a brand with very loyal customers, albeit too few of them — lives to see another day. Of Hummer, Saturn, and Saab, the third was the least likely brand to find a buyer because its brand equity was in low-volume quirkiness and its production in Trollhattan, Sweden is very costly. Sell too many Saabs, and the loyal customers who want something “different” go away.

Muller and Saab Automobile CEO Jan Ake Jonsson say that the brand’s understanding to a small, specialty sports carmaker gives the company more freedom to purchase components from a number of automakers and suppliers. Presumably, it also means that Spyker is happy with very low production numbers, say 200,000 per year globally — far higher than its own production numbers — although their short phone conference didn’t allow for the question.

Meanwhile, Saab is “in the middle of what the (next) 9-3 would be” Jonsson says. He confirms that Saab under Spyker will continue to use GM platforms for its upcoming models. After the new 9-5 and 9-4x, firmly in place for a few years, Saab is likely to find more diversity in its supplier base. Since GM announced its plan to sell or shut down Saab, “it’s amazing the number of propositions we’ve got from a number of suppliers,” Jonsson says.

It wasn’t getting shipments of materials to build cars until GM and Spyker announced an agreement in principle last month. The works in Trollhattan now has materials to build cars, but it will be three or four weeks before assembly starts up and Saab can supply ‘10 models to its dealers.

Saab plans to begin production of the new 9-5 flagship sedan this year, and Spyker Saab expects the car to be in dealerships by this summer. It may be introduced as a ‘10 model, with the ’11s replacing them after just a few months.

The 9-4x, sourced from the same Mexican GM plant that builds the Cadillac SRX, will begin production next year, with the 9-5 SportKombi (wagon) following later. The 9-3, currently built on GM’s Epsilon platform, is still a few years off from a redesign, and will probably be built on the 107.8-inch wheelbase version of Epsilon II, the platform used for the Opel Insignia and Buick Regal.

Missing from GM’s deal to sell Saab to Spyker is the Antonov Group, a Russian source of finance that the Swedish government believes has ties to organized crime. That was the last of several roadblocks that nearly grounded plans to keep Saab going. Remember, this is the company that nearly was sold to Koenigsegg and whose suitors included Formula One chief Bernie Ecclestone.

Under the deal with Spyker, GM gets $74 million in cash and $326 million in preferred stock, redeemable after 2013. Spyker has received a $550 million loan from the European Investment Bank to fund the creation of Spyker Saab.

Saab Automobile’s new management is considering how it might design and produce a modern, teardrop-shaped 92 small car. “Yes, of course, we’ve been thinking about it,” says Victor Muller, chief executive officer of Spyker Cars, which completed its deal to buy Saab from General Motors, taking it out of liquidation proceedings. “At the moment, it would not fit in the business plan, because it’s not funded. We feel the market for a Saab 92 would be very attractive.”

And so, as the deal to sell Hummer to Tengzhong Heavy Industries continues to languish in Chinese politics, Saab — a brand with very loyal customers, albeit too few of them — lives to see another day. Of Hummer, Saturn, and Saab, the third was the least likely brand to find a buyer because its brand equity was in low-volume quirkiness and its production in Trollhattan, Sweden is very costly. Sell too many Saabs, and the loyal customers who want something “different” go away.

Muller and Saab Automobile CEO Jan Ake Jonsson say that the brand’s understanding to a small, specialty sports carmaker gives the company more freedom to purchase components from a number of automakers and suppliers. Presumably, it also means that Spyker is happy with very low production numbers, say 200,000 per year globally — far higher than its own production numbers — although their short phone conference didn’t allow for the question.

Meanwhile, Saab is “in the middle of what the (next) 9-3 would be” Jonsson says. He confirms that Saab under Spyker will continue to use GM platforms for its upcoming models. After the new 9-5 and 9-4x, firmly in place for a few years, Saab is likely to find more diversity in its supplier base. Since GM announced its plan to sell or shut down Saab, “it’s amazing the number of propositions we’ve got from a number of suppliers,” Jonsson says.

It wasn’t getting shipments of materials to build cars until GM and Spyker announced an agreement in principle last month. The works in Trollhattan now has materials to build cars, but it will be three or four weeks before assembly starts up and Saab can supply ‘10 models to its dealers.

Saab plans to begin production of the new 9-5 flagship sedan this year, and Spyker Saab expects the car to be in dealerships by this summer. It may be introduced as a ‘10 model, with the ’11s replacing them after just a few months.

The 9-4x, sourced from the same Mexican GM plant that builds the Cadillac SRX, will begin production next year, with the 9-5 SportKombi (wagon) following later. The 9-3, currently built on GM’s Epsilon platform, is still a few years off from a redesign, and will probably be built on the 107.8-inch wheelbase version of Epsilon II, the platform used for the Opel Insignia and Buick Regal.

Missing from GM’s deal to sell Saab to Spyker is the Antonov Group, a Russian source of finance that the Swedish government believes has ties to organized crime. That was the last of several roadblocks that nearly grounded plans to keep Saab going. Remember, this is the company that nearly was sold to Koenigsegg and whose suitors included Formula One chief Bernie Ecclestone.

Under the deal with Spyker, GM gets $74 million in cash and $326 million in preferred stock, redeemable after 2013. Spyker has received a $550 million loan from the European Investment Bank to fund the creation of Spyker Saab.

When Audi unveiled the flaming-red R8 Spyder at last fall's Frankfurt Auto Show it carried the 5.2-liter V10. Audi wasn't fielding any questions about the eventual availability of a Spyder powered by the coupe's 4.2-liter V8  base engine.

Well, let us set the record straight right here and now: The R8 Spyder will be offered with the V8, eventually. Exact timing hasn't been set according to Audi, but the V8 Spyder should make it to showrooms primeval in 2011, at the latest. The V10 Spyder hits the market this fall. Just like the V8 coupe, the V8 Spyder (officially the R8 Spyder 4.2 FSI) will be offered with either the automated manual R tronic or the entirely righteous conventional 6-speed manual.

If one chooses to have his Spyder powered by the V8 instead of the V10, it's clean to adopt he'll save about $30,000 in the transaction. But judging by our experience in the R8 V10 coupe, his soul won't be any richer for choosing the small engine.