Rants

STICK TO CARS, NO. 427 REDUX.

2026-09-06T12:43:40Z

Editor's Note: This week, Peter's Editor-in-Chief's Note really says it all. The gloves are off. In On The Table, we feature the new Audi A2 E-tron, which, sadly, is not coming to the U.S. And we take in the dedication of the famed Laguna Seca Corkscrew in Alex Zanardi's honor. Then, we review a couple of "last-mile" transportation oddities from Hyundai. Our video this week features the famed Targa Florio, "the craziest race in the world." Our AE Song of the Week is "Shiny Happy People" by R.E.M and we have a new "Letter From L.A." from Tom Pease. In Fumes, Peter gives us Part II of his new series, "Famous Front Rows." And finally, in The Line, we have F1 results from Monza and INDYCAR results from the season finale at Laguna Seca. Remember, you can read past issues by scrolling down and clicking on "Next 1 Entries." Onward! -WG

Editor-in-Chief's Note: I expected blowbacks from members of a certain political spectrum over last week's column, but they were few and far between. Now, part of that is due to the fact that those card-carrying "DTIs" (Defenders of The Indefensible) have long since abandoned this website, permanently pegging me as someone who is "not one of them." They would be correct. The fact of the matter is that there is a growing majority of people in our great nation who are sick to their stomachs over the ongoing trainwreck in Washington, D.C., led by the current occupant of the White House who is hands down the most maliciously incompetent - and corrupt - person ever to reside there. We're sick of the constant lies, the inexcusable and outrageous conduct of the goons of ICE (cheerfully endorsed by this administration); the long list of serially incompetent people occupying positions of power (FBI, Justice, Defense, Treasury, et al.) who make our lives miserable each and every day; the bumbling and stumbling mishandling of the war with Iran, which has disrupted the financial well-being of everyday Americans; the nonsensical tariffs, which have only served to drive prices up for all of us and wreak havoc on our trading partners around the world; the belligerent mistreatment of our longest and closest ally to the north - Canada - which is simply unconscionable; the constant focus on all the wrong things by literally everyone in this so-called administration; the destruction of our enduring relationships with key allies around the world, which may never recover because of the lingering stench of the wildly inappropriate conduct by this administration; the constant grifting; the ridiculous "ballroom"; the desecration of the Kennedy Center; the ongoing environmental carnage; the criminal destruction of our health care system; and now, the flat-out offensive "arch," which will be a visual atrocity that will have to be removed immediately starting on January 20, 2029. And the list goes on and on. Will this country ever recover from this? I remain cautiously optimistic, but it will take years if not decades to right all the wrongs dumped on us by the embarrassing Orange Dictator and his bootlicking minions. People of all stripes around this great nation are sick and tired of it. All of it. Voting is the least we can do, but clearly that isn't going to be enough. The time has come for all of us to speak out loudly and defy every inch of the fascist regime currently occupying Washington, D.C. These people are out to destroy this great country from within, and we cannot sit by and let that happen. I'm pissed-off. We should all be pissed-off. Which is why we're re-running last week's column. And that's the High-Octane Truth for this Labor Day week. -PMD

By Peter M. DeLorenzo

Detroit. This column was supposed to be about the churning and burning going on in the global auto industry right now. Wandering through the latest auto news over the last week, it’s clear to me that some parts of the global industry are on the precipice of disaster.

The overcapacity in China will require a shakeout to that home auto industry of gargantuan proportions, with companies simply ceasing to exist left and right. Even then, it probably won’t be enough. Our friend and regular economics correspondent, Tom Bartkiewicz, passed along an article in Nikkei Asia that revealed some shocking details about current conditions in the Chinese market.

To wit: “China’s automotive industry is reaching extreme levels of saturation: at least eight automakers unveiled new models on a single day in July, hoping to keep up sales by flooding the market in an increasingly relentless showdown. BYD Executive Vice President He Zhiqi told Nikkei Asia that 542 new models were released between January and May alone, an average of 3.6 per day, and called the pace of competition ‘brutal’.”

3.6 per day? That’s unfathomable, and not in the future Ford pickup kind of way.

And more: “The sheer competitiveness of China’s automotive market is without parallel and can seem irrational, but there are basic structural factors underpinning it. One of the biggest is domestic manufacturing capacity and its underutilization: national capacity sits at around 55 million units per year against local demand of just 23 million. Assembly lines, broadly speaking, are running at less than half capacity; this leaves automakers trying to maximize utilization by either releasing a flurry of new models or leaning on global exports.”

So far, government officials are taking a “hands off’ approach in order to let the shakeout happen at its own pace. In the meantime, Chinese automakers will continue to flood global markets with their products.

And then there’s the situation in the German auto industry, where the implosion going on is historic. The VW Group alone is talking about eliminating 140,000 jobs, related to a 500,000-unit cut in the company's European capacity. The impact of this will launch tentacles throughout the German economy, with more than a million jobs possibly at stake. Product consolidation will accelerate, with Audi and Porsche sharing underpinnings on some models, and BMW and Mercedes-Benz will be facing economic devastation as well. This is truly unprecedented and an example of the turmoil roiling these traditionally solid automakers. In other words, a giant Wiener schnitzel of Not Good.

So, that’s the current situation those in the auto industry find themselves today. It’s a tightrope walk between survival and utter devastation. What about here in the U.S.? The U.S.-based automakers, as I’ve said previously, are rolling along, pushing 84-month financing while churning out pickups and SUVs (plus muscle cars and trucks in Stellantis’ case) with kind of a “What, Us Worry?” and “It Won’t Be Long Now!” warped mantra. As in “Why fret about today when tomorrow is going to be fan-frickin-tastic!” or something like that.

We all know that’s not how it’s going to play out. Mistakes will be made and missteps will occur. (We can’t wait for the production delays to emerge with Ford’s greatest-thing-since-sliced-bread, un-Fathom-able pickup. -WG) And the tides will soon change in the political spectrum as well, which means chaos and uncertainty will continue unabated.

But compounding all of this chaos facing the U.S.-based automakers, of course, is the absurd tariff situation between the U.S. and Canada brought on by the Clown-in-Chief (aka The Global Embarrassment) in Washington. (And please note: if you’re still a supporter of the Asshole-in-Chief you need to move along now, and by the way, BooFuckingHoo.)

Arbitrary, capricious, dumb and stupid, the alleged trade “war” with Canada is flat-out ridiculous. There’s no legitimate rhyme or reason for any of it, and it’s simply absurd that one deluded idiot in Washington is causing so much havoc in the auto industry and in this region.

And that’s right, this region. We Michiganders have zero animosity for our northern neighbors. In fact, we relish the fact that Canadians are our friends and neighbors. The cringeworthy clown in the oval office has embarrassed Americans and Canadians alike with this needlessly antagonistic trade “war,” and we don’t want anything to do with it.

And by the way, the CEOs of Ford and GM should be embarrassed about how they so blatently sucked-up to the Orange Dictator. What has that play gotten them, exactly? Nothing but grief, aggravation and devastating hits to their bottom lines. But I have no sympathy for either one of them, especially when Jim “I’m a genius just ask me” Farley preened for the cameras in the Oval Office like he was the asshole’s best friend. As far as I’m concerned, you both got what you deserved. You play with a snake, you’re bound to get bit. Welcome to the political cesspool that is Washington, D.C., you both came off looking like rubes wandering around in the big city.

As I mentioned in the first sentence of my column, I was planning to stick with comments on the industry today, but when the Dumbledick in the Oval Office announced that he was renaming Lake Ontario – by executive order, no less – “Lake America” that was a level of stupidity too far.

This just in: It will remain Lake Ontario long after this walking, talking embarrassment waddles back to Mar-a-Lago, but of course huge amounts of money will have to be expended to amend all of the changes this ridiculous order will cause. I apologize to our Canadian neighbors for being subjected to this unmitigated bullshit.

Oh, and by the way, in anticipation of the hate mail sure to come our way? “Stick to cars?” Well, BooFuckingWho, Part II. Because being forced to live under the reign of the Flatulant King has become simply intolerable and untenable. I will be speaking out and speaking out often from now on. This is beyond fucking ridiculous.

And that’s the High-Octane Truth for this week.

Editor's Note: Click on "Next 1 Entries" at the bottom of this page to see previous issues. - WG

STICK TO CARS, NO. 427.

2026-08-30T11:57:21Z

Editor's Note: This week, Peter discusses an industry that is on a tightrope walk between survival and utter devastation. And he also has a few searing comments about the insanity that continues in Washington, D.C. In On The Table, we look at the latest "It Won't Be Long Now!" Hydrogen effort from Hyundai, plus changes to the 2027 Chevrolet Equinox. Our video this week features the late Jim Pace in a Shadow DN4 at Road America. Our AE Song of the Week is "9 To 5" by the iconic Dolly Parton. In Fumes, Peter begins a new series, "Famous Front Rows." And finally, in The Line, we have MotoGP from the Michelin GP of Aragon and INDYCAR results from The Milwaukee Mile. Remember, you can read past issues by scrolling down and clicking on "Next 1 Entries." We're on it! -WG

By Peter M. DeLorenzo

3.6 per day? That’s unfathomable, and not in the future Ford pickup kind of way.

And that’s the High-Octane Truth for this week.

Editor's Note: Click on "Next 1 Entries" at the bottom of this page to see previous issues. - WG

LAST TRAIN TO SMALLVILLE.

2026-08-23T11:53:06Z

Editor's Note: This week, Peter has some follow-up comments about the absurd auction activity last week in Monterey. He then presents a dismal look at the forced contraction of the U.S. auto industry and what the future holds for the "Little 3." In On The Table, the wave of giant SUVs continues with the latest entry from Genesis. And we take a look at the all-new Mercedes-Benz C-Class. Our video this week features the Can-Am series and Team McLaren's sensatopnal 1969 season. Our AE Song of the Week is "Butterfly" by Crazy Town with an assist from the Red Hot Chili Peppers. In Fumes, Peter brings us the next chapter in his new series, "The Racing Machines." And finally, in The Line, we have F1 results from the Dutch Grand Prix at Zandvoort, INDYCAR results from Washington, D.C., and IMSA GT results from Virginia. Remember, you can read past issues by scrolling down and clicking on "Next 1 Entries." Onward! -WG

By Peter M. DeLorenzo

Detroit. The blowback from the luxury gorging during Monterey Car Week is going strong, fueled by the uproarious auction prices that are still resonating and reverberating throughout the car world. $42 million for one of the original Shelby American Daytona Cobra Coupes. $18 million for one of the original Chevrolet Corvette Grand Sports. And, of course, the $40 million paid for the Ferrari Luce No. 1, which was just astonishingly absurd.

As I said last week, the whole auction thing, or as I refer to it, the "Circus of Artificial Enthusiasm," is a bad joke. There is no excitement generated by these auctions, just a gloomy emptiness hanging in the air over machines that once brimmed with passion and creativity, but are now relegated to marks on a ledger, which will count toward a tally that will be used to promote next year's installment of the "circus."

This calculated feeding frenzy manufactured by the auto auction houses has graduated from being merely tedious to a threat to car enthusiasm itself.

And what can be done about it? Absolutely nothing. Do you think you’ll see that Cobra Daytona Coupe or that Corvette Grand Sport at a vintage racing event near you? You may see them parked in a paddock somewhere, but the likelihood of seeing them actually running on a track – like at the Goodwood Revival – is slim and none. And that’s really depressing.

The future for these machines is grim. They were paraded on stage – souls removed – only to end up in antiseptic, "perfect" garages until they're prepared for another auction down the road. This isn't about the car culture or the sheer passion once associated with these automobiles. Now, it's the living, breathing embodiment of Greed is Good.

Don’t assume I take any of this lightly in the least, because I certainly do not. It’s pretty much up to enthusiasts currently present and accounted for to keep the whole thing going. And therein lies the problem. A cursory glance at the participants in the “Dream Cruise” exposed an obvious dilemma: I’d say 95 percent of people who brought their cars to Woodward Ave. were well into their 60s and above. I saw more “for sale” signs on cars than ever before, because it’s clear that there’s a huge number of people “aging out” of the hobby.

So, then what? Are there enough people getting into the hobby to keep it going? That’s debatable, to be sure. I think it will be far more splintered than it even is today, which makes the whole auction thing even more frustrating.

Why? Because the tech bros and other newly-minted billionaires have no sense of history, no sense of what matters, no perspective on basically anything when it comes to cars. They just think acquiring a car that a lot of people lust after is just part of their reason for being. Soulless, moneyed people perpetuating the vacuous, soulless atmosphere promoted by the auction houses. It’s a perfect match. And a giant gavel of Not Good.

Getting back to the current state of the car business, the prevailing winds of “It Won’t Be Long Now!” are blowing hard and strong. 2030 is shaping up to be a huge year. Just ask the Jimmy Farley-led minions at Ford, who insist that they will be the “affordability” kings. Or GM. Or Stellantis. These companies’ operatives are tripping all over themselves suggesting that 2030 will bring new-found product dominance and certain profitability. That’s assuming, of course, that their various product blitzes will exist in a hermetically-sealed vacuum.

This just in: that’s always the assumption. It reminds me of the auto show press extravaganzas of old when each manufacturer got up to say that because of its product brilliance, it would be increasing sales enough to claim 25 percent of the market, or a market segment. This was, of course, followed by the other manufacturers claiming the exact same thing. And then, when you went to tally-up the day’s percentages, the market would have been expanded by 350 percent!

Nicely done, you unmitigated hacks.

The reality for this business is substantially uglier at this very moment in time, however. China Inc. has overproduced cars to a shocking degree, which means that the inevitable “dumping” of these cut-price machines threatens to destroy home markets around the globe.

The European manufacturers – Audi, BMW, Mercedes-Benz, Porsche, VW – are reeling, with wholesale job cuts and product reductions being undertaken just to keep afloat. And don’t forget that these manufacturers are continuing to develop their EV technologies, which is absolutely killing their bottom lines, in order to meet ever more restrictive environmental regulations. The only auto companies standing hard on the gas are Toyota, Honda and the Korean manufacturers, Hyundai and Kia, which doesn't bode well for what's left of the Little 3.

The automobile industry is permanently mired in chaos. In fact, chaos has become the new standard operating procedure across the globe. A two-step forward and five-back dance of mediocrity. A kaleidoscope of occasional winning product guesses, combined with out-and-out product failures, and the obligatory and massive overpromising of what’s to come (I’m looking at you, Ford). This is an otherwise moribund industry clamoring for something – anything – to be optimistic about. And that’s nevergonnahappendotcom by the way, especially here in this market.

The serial incompetents in Washington have made sure of that by decimating this nation’s home auto industry with egregiously damaging tariffs that have effectively closed off this market to innovation and forward thinking. The Canada debacle, completely orchestrated by the stumblebums in Washington, being Example No. 1. (That’s not to suggest that the True Believers will stop trying and innovating, because they won’t, which offers some degree of comfort.) As I’ve said before, this is a rerun of the decline of the British Motor Industry, only now it’s the U.S. auto industry we’re talking about. We’re going to be just fine with our giant SUVs and pickup trucks (Right. – WG), which are suited to this market and this market only, while the rest of the global auto industry leaves us standing like a house by the side of the road.

We’re witnessing the forced contraction of the U.S. auto industry right before our eyes. Any thought that our industry will recover somehow and someway with the next administration is just wishful thinking by individuals who should know better. (As for the burgeoning defense contract optimism? Good luck with that.) The reality is that it will take a decade or more for the U.S. auto industry to recover from the miscreants in Washington, but I should point out that this isn’t a given; instead, it will be a giant “We'll See.”

The automobile obviously means more to me than it does for most. I grew up immersed in this business, and the passionate endeavor surrounding the creation of automotive art has never stopped being interesting for me. And it is very much art, by the way. Emotionally involving and undeniably compelling mechanical art that not only takes us where we want to go but moves us in ways that still touches our souls deeply. As I have reminded our readers often, I for one will never forget the essence of the machine, and what makes it a living, breathing mechanical conduit of our hopes and dreams.

Which makes all of this that much more painful for me.

In the midst of what’s going on, I must admit that my interest in this whole thing ranges from Jimi’s “still raining, still dreaming” of a better, more optimistic day, to me notgivingashitdotcom. And my feelings swing wildly depending on the week, or the day, or hell, by the hour.

This business has gotten too predictable and too tedious. And it’s punctuated by too many small-minded but beyond-wealthy people with negligible perspective and bad intentions, motivated by flat-out greed, pure and simple. And with a rapidly contracting U.S. auto industry headed inexorably toward SmallVille, it’s really depressing. Because this was never a “small” industry. It was big and loud and jam-packed with blue-sky dreams, bold thinking and unlimited possibilities.

Which is why I’m paraphrasing the fabulous Gloria Swanson in “Sunset Boulevard” today: I’m still big, it’s the industry that got small.

And it really stinks.

And that’s the High-Octane Truth for this week.

Editor's Note: Click on "Next 1 Entries" at the bottom of this page to see previous issues. - WG

MORE THAN HALFWAY THROUGH 2026 AND WHAT HAVE WE LEARNED?

2026-08-16T11:59:41Z

Editor's Note: This week, Peter is back from our summer break with a vengeance, reserving particular ire for the annual August events in Monterey and Detroit, and slamming the auction houses for basically destroying any shred of passion that remains in automobile culture. In On The Table, Ford has a name for its "Greatest Thing Since Sliced Bread" EV pickup, and it's underwhelming to say the least. And we have an unlikely collaboration between Louis Vuitton and Singer, plus, news from Audi, Mercedes-Benz, Genesis, VW, Dodge, Toyota and Acura. Our video this week features the story of the "Repco-Brabham V8," the beautiful aluminum engine that GM let get away and which then became a F1 World Champion. Our AE Song of the Week is "Stoney End" by the late, great - and super-talented - Laura Nyro. In Fumes, Peter brings us the next chapter in his new series, "The Racing Machines." And finally, in The Line we have INDYCAR results from the Streets of Markham, Ontario. We also have Cadillac's V-ONE Concept, which has the manufaturer testing the waters for building bespoke track cars for well-heeled customers, something Ferrari has done for years. Remember, you can read past issues by scrolling down and clicking on "Next 1 Entries." We're back on it! -WG

By Peter M. DeLorenzo

Detroit. Greetings, WebVillians! I would love to report that our “break” was a wildly successful, wide-open pursuit of relentless fun, but the reality is that it was none of that. It was more of a much-needed mental respite from the week-in, week-out grind of producing this website. To be truthful, I started to get edgy after the first week of the first summer break we've ever taken. Not that I was bored, because I'm getting a book ready to be published after the first of the year, and that is consuming most of my waking moments, but even with that, I was still edgy. Relaxing has never been my thing. In the midst of all of it I reminded myself of one of my all-time favorite lines in rock and roll history from The Rolling Stones: “The sunshine bores the daylights out of me.” (We don't call him The Prince of Darkness" for nothin', folks. -WG)

This, as yet another relentless “heat dome” endeavored to fry our brains out. My usual rejoinder to those complaining about the heat around here has always been something like, “it’s better than February.” But, when WG – a true warm-weather aficionado – mentions the toll this heat has taken on her garden, you know it has been formidable. Then again, complaining about the weather has never been a value-added activity either, so we press on.

I didn’t expect much to happen on our break in terms of the business, and I wasn’t disappointed. The drumbeat of sameness coursing through the industry right now is debilitating and mind-numbing. And the auto companies and their dealers are hell-bent on painting a rosy picture of things no matter what, with a level of optimism that’s predictable, and with a large dollop of tone-deafness thrown in for good measure.

But no matter what they say, dealers never take the “long view” of things because it’s anathema to their very existence. They live in 30-day increments and that will never, ever change when it comes to the retail side of this business.

A sure sign of this are the gushing reports emanating from manufacturers and their dealers right now. These reports suggest that consumers are “adapting well” to the new retail environment, which is simply laughable. As if 84-month financing is anything resembling a whiff of sanity. Consumers are being cornered by the ugly realities of high prices and, with few options, they’re being forced to partake of a very unsavory stew. So, trying to “spin” the current retail environment as being even remotely acceptable is just so much unmitigated bullshit.

And guess what? Automotive News reported a couple of weeks ago that the average transaction price for a new vehicle exceeded $50,000 for the first time ever last September. "A record 24 percent of borrowers took out auto loans that span seven years or longer in the second quarter, according to Edmunds. In March, default rates rose to their highest levels since the Great Recession in 2010, and the number of defaults from January through March rose 9 percent from a year earlier, according to Cox Automotive."

Affordability has been a serious problem gathering speed by the month, and I’ve written about it extensively for years now. You just can’t keep burying consumers in crushingly long loans leaving them hopelessly “upside down” the moment they drive off the lot with absolutely no hope of ever catching up financially, while touting it as the new standard operating procedure of the business. For the record, this attitude goes way beyond tone-deafness; it points to the massive disconnect between the manufacturer/dealer consortium and the consumers they’re trying to relate to. And it is flat-out absurd.

It’s no wonder that Hyundai and Kia are posting all-time sales records, or that Honda delivers strong performances month after month. Combine decent pricing with growing availability of Hybrids, and you have a winning recipe. And where does that leave the domestic manufacturers? Pushing more trucks, SUVs and crossovers – trying to leverage the only thing they have going.

But at the same time, you have to love the car business. Well, let me rephrase that. Some of us immersed in this seething cauldron of runaway egos, shortsightedness, intermittent brilliance and, remarkably enough and against all odds, indomitable spirit, still love this business. (Then again, when it comes right down to it, it all depends on the day.)

We love it for the unbridled creativity demonstrated by the True Believers, who keep stepping up to the plate and swinging for the fences against all odds. We love it for the relentless 24/7 churn – and burnout – that entails (even though everyone complains about it, they wouldn’t have it any other way). We love it for the brief shining moments when an exceptional design or product advancement emerges to remind us all of what turned us on about the business in the first place, even though those moments are fleeting, at best.

But truth be told, we also love to loathe it too. It can’t be helped.

We despise the carpetbagging mercenaries who seem to rear their ugly heads at the most inopportune moments to wreak havoc on this business, masquerading as corporate saviors. We cringe at the legions of spineless weasels who populate almost every corner of this business, the go-along-to-get-along hordes and dutiful, sniveling minions who project a positive demeanor but who wallow in serial, abject mediocrity at every turn. That part of the business is depressing and tedious, there’s no doubt. “Wait just a damn minute!” I can anticipate the Voices from The Other Side weighing-in on my perspective. “I’m sitting here in our balcony room overlooking the 18th fairway at Pebble Beach, sipping mimosas with my smoking-hot third wife. How bad can it be? You’re just envious that you’re not here.” Or something like that. We received an email very similar to that a few years ago after my continuous (mostly) negative commentaries on Monterey Car Week.

And yet, here we are.

As most longtime readers know, I have gradually become even more aggravated with the state of the so-called car "thing" as it exists today. It's clear that the car enthusiast culture – or what's left of it – has been overrun by aggressive corporate types (I'm looking at you, Hagerty), con artists, clueless marketing twerps, greed merchants, poseurs and too many (but not all) in the media who display more go-along-to-get-along, "Thank you sir, may I have another" cheerleading than your average SEC school. It's clear that some in the media, who gushingly say (in so many words) that "everyone who is anyone in the car business is at Pebble Beach" have been co-opted and indoctrinated. And it's truly pathetic.

Where is it all going? Nowhere good, I'm afraid.

Yes, I skipped – yet again – being amongst the shiny happy auto "enthusiasts" and marketing troops gathered out in Pebble Beach, patting themselves on the back that they're present and accounted for at Monterey Car Week, even though the research gleaned and goodwill bestowed to prospects amounts to a giant bowl of Not So Much. As for the few brighter lights at the car companies who realize that the million-dollar bills they accrue at Pebble Beach really don't add up to much of anything quantifiable, they're unfortunately offset by the marketers who are whining because they aren't there and who can't wait to get out there next year. So, it seems that the cycle will continue.

If you need an excellent indication that luxury automakers and their marketing troops are completely out of ideas when it comes to marketing their wares, you only have to look as far as the over-the-top events held last week on the Monterey Peninsula. The relentless, ever-present din that hangs in the air out there is defined by the drunken spending among the luxury automakers, and unremarkably enough, the way they go about it has a stench of sameness attached to it that, in the end, makes it indistinguishable from one brand to another.

It’s the same luxury accoutrements, the same rote regurgitation of “luxury” words and phrases that are mumbled in an interchangeable soundtrack from brand to brand, and the same platitudes and cloying familiarity that blend together in a dismal cadence of vacuousness that goes by like a blur of marketing cotton candy, a fleeting sugar rush of pseudo substance followed by the inevitable crash of emptiness.

Yet automakers drop, collectively, one hundred million dollars (at least) out in Monterey every year like clockwork. Why? Because the lingering question hanging over the marketing troops isn’t, “Maybe we ought to reevaluate this whole thing” but, “What happens if we’re not there?” Which isn’t exactly an answer that makes a lick of sense, now does it?

As for the whole auction thing or as I refer to it, the "Circus of Artificial Enthusiasm," we received an unending series of come-ons from the auction houses touting the latest and greatest cars leading up to "Monterey Car Week," all of which are pegged at absurd bid levels, and it frankly left us cold. There is no excitement generated by these communiques, just a gloomy emptiness hanging in the air over machines that once brimmed with passion and creativity, but are now relegated to marks on a ledger, which will count toward a tally that will be used to promote next year's installment of the "circus." This tedious drill went far beyond the "Fools and their money..." adage well over two decades ago.

These machines are paraded on stage – souls removed – only to end up in antiseptic, "perfect" garages until they're prepared for another auction down the road. This isn't about the car culture or the sheer passion once associated with these automobiles. Now, it's the living, breathing embodiment of Greed is Good. (By the way, $40,000,000 for the first Ferrari Luce EV? I mean, seriously, WTF?)

The calculated feeding frenzy manufactured by the auto auction houses has decimated the fundamental enthusiasm that used to define car enthusiasts of all stripes. There, I said it. The whole auto auction game has graduated from being merely tedious to a threat to car enthusiasm itself.

Speaking of something not making a lick of sense, the fevered business surrounding auto auctions has come to define the car “hobby” for a lot of people, which is a very bad thing. Why? It’s not about the cars anymore, or the fleeting moments in time that defined what those machines represented, or the memories they created for the enthusiasts who drove them. No, as I stated previously, it’s about flat-out greed, pure and simple.

Whether it’s resurrected cars over-restored to perfection or “survivor” cars brokered “as is” it’s really all the same. It’s a circus marked by overheated auction hucksters in cahoots with the blatant sycophants at the TV networks who all do their very best to add to the faux cacophony, which is only punctuated by the projected “record” dollar figures seemingly for every car. (The usurious buyers’ and sellers’ premiums are barely mentioned.)

Car auctions have destroyed the last vestige of rational thought that was once associated with being a car enthusiast. In fact, rational thinking when it comes to the car enthusiast experience was steadily reduced to collateral damage years and years ago by the “greed merchants” at the auction houses. And it really stinks.

As for our localized "Dream Cruise," the annual car happening in August that went from being a spontaneous celebration of the automobile to an event wearing a leaded cloak of marketing sameness as orchestrated by the manufacturers and suppliers, I reserve particular ire for some of the card-carrying members of the local media who fall over themselves trying to pump up the volume on yet another edition, when the rote regurgitation of sameness hangs over the proceedings like a giant haze of "we've seen this before."

The manufacturers and suppliers have their territories marked, the anticipation is missing in action, and the whole thing has been reduced to an annual dirge of predictability. Is this really what it has come to in the "Motor City"? Is this "celebration" of our car culture the best we can do? I certainly hope not, because it has all of the spontaneity of the grim "back to school" ads polluting the airwaves right now.

The High-Octane Truth about the Dream Cruise is that it simply doesn’t ring true anymore, as unpopular as that notion might be with some around here. And it hasn’t for a long, long time. The spontaneity that once bubbled up organically in the early years has been replaced by a rigid sameness that is as predictable as the local media coverage of the event, which is nothing but a regurgitation of the last decade’s worth of stories.

The Dream Cruise has been overhyped, overblown and overrated for years, just like Monterey Car Week. And car enthusiasm is in a dismal state as well, having taken a huge hit thanks to the malicious hucksterism as practiced by the auction houses. And unfortunately, none of this is likely to change anytime soon.

Halfway through 2026 and what have we learned?

Not much.

And that’s the High-Octane Truth for this week.

Editor's Note: Click on "Next 1 Entries" at the bottom of this page to see previous issues. - WG

ADVENTURES TO NOWHERE.

2026-07-19T16:59:32Z

Editor's Note: This week, Peter discusses the current state of the business for the U.S. automakers and their obsession with producing hot-rodded off-road vehicles in order to maximize profits from their ICE-powered machines. In On The Table, we take a look at the limited-edition Vanquish 25 from Aston Martin. Toyota offers real affordability with the 2027 Corolla Hatchback, and we take another look at two special offerings from the upcoming RM Sotheby's Monterey Auction. Our video this week features the "1966 12 Hours of Sebring" with Ferrari, Ford and the Chaparral. Our AE Song of the Week is "These Days" by Jackson Browne. In Fumes, Peter brings us the next chapter in his new series, "The Racing Machines." And finally, in The Line we have F1 results from Spa, Belgium and INDYCAR results from Nashville. Remember, you can read past issues by scrolling down and clicking on "Next 1 Entries." Onward! -WG

WE ARE TAKING A MUCH-NEEDED SUMMER BREAK FOR SOME WELL-DESERVED R&R. WE WILL RETURN WITH THE AUGUST 19TH ISSUE. - PMD & WG

By Peter M. DeLorenzo

Detroit. Now that we’ve been hit with the realization that Detroit is going to keep building vehicles specifically aimed at this market for the immediate future – while the global automobile business keeps accelerating away in another direction – it’s clear that the town formerly known as The Motor City is in danger of sliding into a dimension that is looking frighteningly similar to the North American version of what once was the British motor industry. That is, cars and trucks built to exist in this market and nowhere else.

For the short term, this will keep factories running and profits coming, along with overall stability, but long term this development could prove to be calamitous for Detroit. One thing the stumblebums in Washington refuse to understand is that careening changes in regulations and maliciously misguided tariffs will serve to ultimately destroy one of the founding pillars of the American industrial fabric, because this just in: the auto industry needs to be able to plan at least five years out. And robbed of this basic ability to plan ahead, automakers and their suppliers are doomed to be held captive and swallowed whole by the constant thrum of idiocy emanating from Washington.

So, what’s left for the U.S. automakers? Business as usual until further notice, because investing in new is precariously dangerous. What does it mean, really? While the rest of the world forges ahead with breakthrough developments in battery technology, charging infrastructure, and all of the other issues and challenges associated with EVs, the U.S. automakers will churn out giant ICE trucks and SUVs because they know how to do it and do it very well indeed.

This is what engineering in a vacuum looks like.

And while this trend continues here until further notice, we will have high-performance sports cars, supercars and muscle cars catering to enthusiasts occupying one quarter of the ICE hemisphere. While gonzo pickups, SUVs and crossovers of all stripes – tricked-out and otherwise – and hot-rodded off-road vehicles make up the other 75 percent of the market.

Since we’re no longer waiting for the promised euphoria of the EV Age to come to fruition, the real action for manufacturers will be in maximizing the profits from building their ICE-powered machines.

As high-performance cars get more difficult to come by except for a select few – either because of price, or scarcity, or both – the cash generation is in what I’ve dubbed the Off-Road Dude Ranch segment, where off-road capability – which will, in fact, rarely if ever get used to even one percent of capability – is the calling card for near-term profits.

Machines like the Ford Bronco Raptor fit this mold perfectly. It has the look of a seriously aggressive, bad-ass off-road monster, which is exactly what the new legions of Off-Road Dudes and Dudettes seem to be craving. These Off-Road Dude Ranch tourists may never come within 3,000 miles of Baja, but just knowing that they could attack the off-road canyons and desert washes if they wanted to is just the kind of magic elixir they’re looking for, even if they probably won’t even traverse so much as a parking lot curb during their ownership.

I get why the latest manufacturer focus is full-zoot rough riders and all-terrain mashers. Sort of. After all, that’s what they think people want and need in order to attack the Canyons of Costco and the Hollers of Home Depot. Even if you aren’t planning to go to Moab next week, you could if you wanted to, right?

And therein lies the hook. The “hook” that auto manufacturers have exploited since people traded in their horses. Some of the past hooks were: You could sit on the front row at Indianapolis in your BelchFire8, if you wanted to, or you could qualify for Le Mans in your SuperSqualo Meteor, if you wanted to. And even now: You could qualify for an IMSA GTD race in your Porsche 911 GT3 RS, if you wanted to. These hooks have proved to be time honored, lethally addictive and highly profitable.

And now, with this burgeoning Off-Road Dude Ranch segment, it’s happening all over again, with an entirely new set of parameters. Extreme, track-focused high-performance is out (or fading away with stratospheric prices and a large dollop of unobtanium), replaced by rugged, off-road performance. Every manufacturer worth its 22”+ off-road wheel package (FYI: the Bronco Raptor has 37” off-road tires) is offering off-road performance versions of their various charges, whether they're needed or not. Beyond the usual suspects – Chevrolet, Ford, Ram, Toyota, Land Rover, et al. – even GMC, for instance, is offering an entire lineup of AT4 off-road-oriented spec vehicles. Which means it’s now officially a full-on epidemic. And you can expect to see more and more of these extreme off-roaders come to market, because it is “the thing” right now.

It’s interesting that the lives of manufacturer PR minions have changed dramatically too. Once upon a time, they used to book racetracks all over the country for the latest “fly-in” press events to tout their newest high-performance charges. Now? They’re scouring exotic landscapes previously only attainable by mule to stage press events designed to demonstrate the off-road capabilities of their latest BelchFire SuperPounder trucks, crossovers and SUVs. These PR minions are being forced to trade in their obligatory black pants and white logoed shirt outfits for canteens and wardrobes designed for the desert scrub brush aesthetic. So, there’s that.

The times are getting crazy. So crazy, in fact, that some journos are actually criticizing car companies for even bothering to offer sedans or traditional hatchbacks, believing that we’re supposed to all be driving SUVs-and-jacked-up-pickups-all-the-time now. Another journo camp is firmly entrenched in the EV-centric “Why are you still building ICE vehicles at all?” And finally, there’s the journo camp insisting that Detroit needs to start building sedans again (which they are planning to do, by the way).

But the auto manufacturers don’t exist for the edification of auto journalists, except when they need something from them, of course. The desired goal of these manufacturers is to make cargo ship loads of ca$h-ola. And they’ve been pretty damn successful at it.

As for the real world, consumers are just worried about the fundamental affordability of vehicles in general, which is why Ford’s Maverick pickup is still the most important vehicle that company makes, even more so than its jacked-up Broncos.

Does any of this make any sense? Maybe. I get the profitability thing, and I understand the latest bit of creative automotive Hose-O-Rama going on, but there are still consumers out there who just want a decent vehicle for a decent price. I strongly believe that there are plenty of car buyers out there who happen to like sedans and hatchbacks, including me. They’re fun and efficient instead of ground pounding and lumbering. It’s just a different style of motoring. Are there fun SUVs and crossovers to drive out there? Sure, but that doesn’t mean everyone has to have one, or want one.

As I’ve said repeatedly since Day One of this website, the automobile business is first and foremost a fashion business. It is consumed by trends, fads and what is perceived as “hot” at the moment. And before we’re immersed in the Next Big Thing – the ever-coming EV Revolution, perhaps? Oh wait, never mind – these vehicles designed to take us on adventures to nowhere are going to be the thing until further notice, which is not exactly good news in my book.

And that’s the High-Octane Truth for this week.

Editor's Note: Click on "Next 1 Entries" at the bottom of this page to see previous issues. - WG

THE CORVETTE FILES.

2026-07-12T12:30:01Z

Editor's Note: This week, Peter presents a fabulous review of his history with the Chevrolet Corvette. In On The Table, we have two very special offerings from the upcoming RM Sotheby's Monterey Auction. Then, we present two opposite extremes from the automotive spectrum: the McLaren 788HS and the FIAT Topolino. Our video this week features the "1971 Mid-Ohio Can-Am" starring Jackie Stewart, Peter Revson and Denis Hulme. Our AE Song of the Week is "Drop Dead" by Olivia Rodrigo. In Fumes, Peter brings us the next chapter in his new series, "The Racing Machines." And finally, in The Line we have MotoGP results from the Sachsenring in Germany and IMSA results from Canada. Enjoy! -WG

By Peter M. DeLorenzo

Detroit. As longtime readers well know, the Chevrolet Corvette has played an inexorable role in my ongoing car addiction. I’ve been honored to have experienced some of the most famous and spectacular Corvettes ever built in period and in real time. Those experiences are forever etched in my mind, and for reasons I’ll explain later, I think it’s high time I give you a glimpse into my Corvette history, because for me, it never gets old.

(GM)

The 1959 Corvette Sting Ray racer (photographed in the GM Styling viewing courtyard at the GM Technical Center in Warren, Michigan, in 1960). As I’ve stated many, many times in these pages, this machine is my all-time favorite car. I first saw it one blistering summer afternoon in our neighborhood in 1962, and I will never forget it. I was still in my bike-riding days back then, but I remember resting with my buddies on a corner in our neighborhood after a long, hot day of riding around aimlessly – we did that often back then – when we heard a rumble and roar coming from off in the distance. I knew right away that it wasn't motorcycles and that it was more than one of whatever it was – and just then a pack of the most stunning cars we'd ever seen burst around the corner and came rumbling right past us – the sun glinting off the barking pipes and the canopy of trees shimmering off the perfect mirror finishes of the paint jobs. This "horsepower train" was led by the 1959 Corvette Sting Ray racer in Silver, followed by the XP700 Corvette (a "bubble-top" show car with side pipes also in Silver – it was Mitchell's favorite color), the first Mako Shark Corvette and a concept called the Corvair Super Spyder (also in Silver), a wild, racing-inspired show car with dual cut-down racing windscreens and three pipes curling out and around each side in the back.

(GM)
A rare photo of the Corvette Sting Ray racer in its original red livery, taken at Elkhart Lake, Wisconsin, in 1959.

(GM)
The Corvette Sting Ray racer as it appears today.

(conceptcarz.com)
The Corvette Sting Ray racer "live" at a car show.

(GM)
The 1963 Corvette Sting Ray production car and the 1959 Corvette Sting Ray racer, photographed in the GM Styling viewing courtyard in the fall of 1962.

(GM)
Legendary GM Styling Chief Bill Mitchell photographed with the 1959 Corvette Sting Ray racer and the 1961 Corvette Mako Shark at the GM Technical Center test track, in Warren, Michigan, 1961.

They were so loud we couldn't even hear ourselves screaming whatever it was we were screaming, but after a split second to think about it we took off, pedaling our guts out after them. It was apparent that these machines were heading for our part of the neighborhood – and as we tried to keep them in sight, I realized they were turning on to my cross street…

We came around the corner and saw them pull into a driveway, exactly one block from my house. We stopped right at the end of the driveway with our mouths gaping down to the asphalt, as the drivers of the other cars handed the keys to the driver of the Sting Ray and he took them up to the front door where a woman collected them. Then, an Impala pulled up and the four men got in it and were gone, leaving the cars sitting in the driveway all lined up ticking and spitting as their pipes started to cool. This became the Friday afternoon ritual in the summer, because that’s the way Bill Mitchell wanted it. GM’s legendary design chief liked having a selection of his toys to play with on the weekends, and I was lucky enough to live just a block away from him.

All of those cars were special, but the ’59 Corvette Sting Ray racer was by far my favorite the moment I laid eyes on it. If you’ve ever had the pleasure of seeing the original Sting Ray racer in person, it is a stunning machine. (Although for those who haven’t, you might not be prepared for how compact it is.)

Its taut, beautifully rendered lines absolutely glow in Mitchell’s favorite color – German “Silver Arrow” racing metallic. A favorite story? When Ed Welburn took over the reins of GM Design many years ago, the first thing he did was order the restoration of the ’59 Sting Racer, which had fallen into neglect and in desperate need of rejuvenation. And the GM artisans did a phenomenal job bringing it back to its previous glory. But the one area they didn’t touch? The seats, because Ed wanted them to remain in their original condition, in honor of all of the famous people who sat in them. An exquisite touch, and it remains the jewel of GM’s collection of historic vehicles.

No, I don’t count myself as one of those famous people, but I did have the honor of riding shotgun in the ’59 Sting Ray racer several times with Bill Mitchell at the wheel. The memory remains as technicolor vibrant as if it happened yesterday.

(GM)
The wild 1958 Corvette XP-700 concept from GM Styling.

(GM)

1958 Corvette XP-700 concept. This wild Corvette concept was the first car I rode in with Bill Mitchell at the wheel. Some may not like the looks of this beast, but it was surprisingly alluring in person. The one thing I can report is that its “bubble” top – which was an infatuation of Mitchell’s at the time – redefined the concept of “solar gain” as it baked your brains out in the summer sun. And that was fine with me, because to ride around in that cool, futuristic machine was a treat beyond words. The XP-700 eventually disappeared. Why? It became the underpinnings of the next car…

(GM)

1961 Corvette Mako Shark I. The Mako Shark concept (XP-755) was another thing altogether. This machine bristled with remarkable details, like the “gills” that doubled as sequential turn signals, the glorious side pipes and, of course its bubble top. But the most remarkable characteristic was its fantastic paint job, which mimicked the gradations of a Mako Shark. That paint job was mesmerizing back then and amazing in every sense of that overused word. Today, this machine is in desperate need of a full restoration, but that paint job remains its signature. How did this all come about? One of the countless anecdotes from the Mitchell era was that he caught a Mako shark on a fishing trip in Florida and had it mounted on a wall in his office. He kept telling the designers that he wanted the paint job on the Mako Shark concept to look exactly like the shark on his wall, with the same color gradations. After Mitchell rejected several attempts at painting the XP-755 and amid growing frustration, a few designers sneaked into his office late one night while Mitchell was out of town and removed the shark from his office wall. They then had the paint shop paint Mitchell's prized catch exactly like the latest version of the paint job on the Mako Shark concept. They then put the shark back up on his wall and presented the new paint job on the Corvette Mako Shark concept to Mitchell, who pronounced it "perfect."

(GM)
The paint job is truly wild - and stunning - on the Mako Shark I.

(GM)
The 1961 Corvette Mako Shark I as it appears today.

(GM)
The 1961 Corvette Mako Shark 1 and 1965 Corvette Mako Shark II, photographed at the GM Technical Center in Warren, Michigan, in 1965.

(GM)
The 1963 Corvette Sting Ray remains one of the most iconic automobiles ever built.

Ed Cole’s 1963 Corvette Sting Ray. We got to know Ed (and Bill Mitchell, of course) through our father, who was in charge of GM PR from 1957-1979. Ed took note that my brother Tony was totally into cars, so he often would send over cars for my brother to drive. One year he sent over his personal driver, which was a 409 cu.in. V8-powered Chevy Impala with a 4-speed. The only other 409 in existence was in “Dyno” Don Nicholson’s hands at the NHRA finals. Needless to say, we had a blast mopping up everything in sight on Woodward Avenue that weekend. But the most memorable car that Ed sent over was his personal 1963 fuel-injected Corvette Sting Ray coupe in Sebring Silver (with a 4-speed gearbox, of course). The new Sting Ray had been announced, but there were none on the street yet, except for Ed’s company car. To this day, the Sting Ray was one of the most dramatic and memorable auto introductions of all time, and driving it that weekend was like piloting a rolling space ship. No other car said “The Future” like the first Corvette Sting Ray. It was simply spectacular.

(The DeLorenzo Archives)

The 1964 “Zora-ized” Corvette Sting Ray (as it appeared for the SCCA Driver's School in Watkins Glen, New York, 1964. Note the straight pipes out the back). By early summer of 1964, my brother Tony’s automotive bug started to seriously turn toward sports car racing. He innocently asked "big" Tony if we could order a Corvette company car for the summer, and little did he know that the adventure was just beginning. As my brother said: "He made two errors: 1.) He agreed to do it and 2.) He let us order it!" And order it we did: A Black/Black 1964 Corvette Sting Ray Coupe with Heavy Duty finned drum brakes; Heavy Duty gearbox; knock-off aluminum wheels and radio delete. Little did our father know that Tony planned to take it to SCCA Driver's School in Watkins Glen, New York. So, the moment we got it we took the interior carpeting out, took the bumpers off, removed the spare tire carrier, and then we had a roll bar put in and we were good to go. Or so we thought. While Tony was sitting at his desk at Chevrolet Sales Promotion (his summer job) a few days later, the phone rang. This is how he remembers it:

"Hello?"

"Tony, this is Zora Duntov." Yikes, it was the God of the Corvette calling. "Your father has ordered a heavy-duty Corvette. Who is going to drive it?"

"Um… He is?!!"

Silence.

"Who is going to drive it?"

"Um, I am."

“What are you going to do with it?”

"Uhhh… I'm going to go to SCCA driver’s school at Watkins Glen."

“Ok.”

And “God” hung up. But not before requesting that we drop the car off at Chevrolet Engineering at the GM Tech Center in Warren so he could "take care of a few things." Two weeks later we went back to get the car, and Zora took Tony out to the little test track that sits inside the Tech Center. And there it was, it was the same Corvette but it sat lower and it was wearing the biggest Goodyear Blue Streak racing tires that could fit inside the fenders on the knock-off wheels. Zora also pointed out that the stock exhaust system underneath now had flanges just in front of the mufflers. Those flanges had been put on by Bill Mitchell's famous Styling Garage mechanic, Ken Eschebech, so that once we got to Watkins Glen, we could attach 4' long straight pipes designed to hang on special hangers, so that they would shoot straight out the back. Because, well, you can't run a Driver's School at Watkins Glen with standard mufflers, right? Zora was a genius.

But those changes were just the tip of the iceberg. The car had been completely gone through, including the brakes, the suspension and sure enough, the engine. In retrospect, we were convinced that Zora had the engine yanked, gone through and tweaked, because the thing was a rocket.

That trip to Watkins Glen was an adventure unto itself. We arrived very late one night at the rustic Glen Motor Inn, and the one and only Vic Franzese (the proprietor) checked us in, but not before he could show us his beautiful Lotus 11. The school went exceptionally well for Tony; at one point the Chief Instructor went to ride a couple of laps with him and emerged muttering something like "he's doesn't need any more instruction" – and that was the beginning of Tony's racing life. The return trip was eventful, too, as were so tired by the end of the weekend that we said, "screw it" and left the straight pipes on, rattling hearts and bones all the way back.

There's more to this story. It was getting toward the end of that summer, when dad informed us that the car had to go back to Chevrolet to be put back into stock condition. It turns out that our oldest sister's boyfriend at the time, who lived in Chicago, had expressed interest in buying the car. We took the roll bar out, piled the stock components in it and voila! It returned two weeks later as if none of it happened, with dad saying: “When that car comes back to the house, don’t touch it!” We didn't. The sad end to this chapter? The guy in Chicago had it for two days. On the second night it was stolen, stripped – and totaled.

Dollie Cole's "Bluebird" 1965 Sting Ray convertible. Ed Cole was the brilliant engineering genius and true enthusiast who was one of the creators of the small block Chevrolet V8 and who led GM Product Development in its heyday. Ed is a true icon of the industry. Dollie was his radiant wife, a fierce defender of all things Ed and a fiery enthusiast in her own right. She roared around Bloomfield Hills and Birmingham - two northern suburbs of Detroit - in her '65 Nassau Blue Corvette roadster with a white interior, a removable hard top, a 4-speed and side pipes. Dollie also had a lead foot and drove the hell out of it. She famously dubbed it her "Bluebird." Ed stuffed a big-block 396 V8 in it months before the engines were released to the public. She let Tony borrow it on several occasions. It was quick and suitably loud.

(GM)
The 1965 Corvette Mako Shark II. What can be said about this machine other than the fact that Bill Mitchell and his handpicked designers turned the dial up past “11” to come up with one of the most iconic Corvette shapes of all time? The obvious successor to the Mako Shark I, the “II” bristled with spectacular details that even today – in its “Manta Ray” guise – resonate mightily.

(GM)
The Mako Shark II transformed into the 1969 Corvette Manta Ray, which is how it appears today.

(GM)
The 1969 Corvette Manta Ray photographed at GM Styling in Warren, Michigan.

(The DeLorenzo Racing Archives)
Wilmot Hills, Wisconsin, May 1967. Tony DeLorenzo's first race in a Corvette - and first win in "A" Production - came at an SCCA Regional in Wilmot Hills, Wisconsin, in this brand-new 1967 L88 Corvette Sting Ray roadster sponsored by Hanley Dawson Chevrolet in Detroit. It was also the first time a 427 Cobra encountered the new L88 in an "A" Production race. This well-traveled Sting Ray is one of the most valuable Corvettes in the world not named "Grand Sport."

The 1967 Corvette 427 L88 racing car. Tony began his racing career in something much more realistic and affordable than a Corvette, which turned out to be a '65 Corvair. We started out pounding around at our local track here in Michigan – Waterford Hills – and from there it was on to Nelson Ledges, Ohio, and Mid-Ohio; a one-time event at an airport in Grayling, Michigan; Lime Rock Park, Vineland (New Jersey); and on and on. Two years later Tony talked Hanley Dawson, who owned Hanley Dawson Chevrolet in Detroit at the time, into sponsoring a Corvette in SCCA Racing. And after he agreed to do that, we ordered one of 20 L88 Corvettes made in 1967, in Black, of course (it actually turned out to be the first one built that year). I’ll never forget going down to the dealership after it arrived and taking it around the block. The thing was a monster in every sense of the word, and the sound that L88 made was spiritual. The first weekend we had it we installed a roll bar, replaced the stock exhaust system with a set of "OK Kustom" headers (from Flint), added a set of “Torq-Thrust” American Racing wheels, a set of Firestone racing tires, and we removed the windshield, cut the windshield posts down and put a plexiglass windscreen on. The debut race – and win – for Tony and that famous L88 Corvette came six weeks later in an SCCA Regional race at an obscure road race track in Wilmot Hills, Wisconsin. He went on to qualify for the SCCA Runoffs with that car, and then it eventually disappeared. It surfaced again, and after Tony documented its authenticity, it was restored back to its street configuration; then it was returned to its racing configuration – with Tony driving it in the Monterey Historics – then back again to its street configuration. This has become one of the most valuable L88 Corvettes in existence, and I think the last time it changed hands was for just under $2 million.

The 1969 Corvette “Daytona GT” L88 convertible. After the Owens/Corning Fiberglas sponsorship came to fruition for our Corvette team, we had the idea of building a limited run of street Corvettes that would be branded as the “Corvette Daytona GT.” We build a prototype, which was based on a Black/Black (of course) Corvette convertible powered by a 427 L88 and equipped with our competition headers and side pipes, our FIA-specific Plexiglas covered front headlights, American “Torq-Thrust” wheels and racing tires. We even displayed it at the Detroit Auto Show at Cobo Hall that year. From the “Best Laid Plans” File, the demands of our burgeoning – and successful – racing effort overwhelmed everything else, and the Daytona GT idea fell by the wayside. But that wasn’t exactly the end of the story. The car was stored at my parent’s house, and I was tasked with keeping it in running condition, which I performed with relish. Needless to say, a Black/Black L88 Corvette with open side pipes caused quite a stir on Woodward and the surrounding environs. It was the quintessential Bad Ass machine. What happened to it? A Lufthansa Airlines co-pilot befriended Tony at Daytona, and he eventually asked Tony if he would consider selling him a OCF-prepared Corvette. A deal was reached, and the Daytona GT was converted to OCF Corvette Racing specs. But not before Randy Wittine, the brilliant GM designer who created all of our iconic racing team liveries back then, came up with a wild “psychedelic” paint job for it that was drop-dead gorgeous. (Pictures exist somewhere, but they haven’t turned up.) Tony and I dropped it off at Detroit’s Metro airport, and watched it being loaded on to a Lufthansa freighter. That pilot proceeded to terrorize the equivalent of German SCCA national racing with that monster, humbling the usual assortment of Porsche 911s in the process. The car ended up back in the states somehow and is now used for vintage racing. Another Corvette life well lived.

And that’s the High-Octane Truth for this week.

(GM Styling)
Bill Mitchell pulling out of his driveway on Bradway Boulevard in Bloomfield Village, Michigan, in the 1959 Corvette Sting Ray racer. He drove his favorite cars all the time.

Editor's Note: You can access previous issues of AE by clicking on "Next 1 Entries" below. - WG

WHAT, US WORRY? THE MANUFACTURERS FIDDLE AS THE MARKET BURNS.

2026-07-05T12:58:19Z

Editor's Note: This week, Peter once again tackles the affordability issue, hammering home the fact that the current pricing strategy is simply not sustainable. In On The Table, we take a close look at the new BMW X5, which will offer multiple powertrain choices. Our video this week features the "11 Best V10 F1 Runs" at the Goodwood Festival of Speed. It makes you realize how muted and uninspired the current F1 cars are. Our AE Song of the Week is "Dance The Night" by Dua Lipa. In Fumes, Peter brings us the next chapter in his new series, "The Racing Machines." And finally, in The Line we have F1 results from the British Grand Prix and INDYCAR from Mid-Ohio. Onward! -WG

By Peter M. DeLorenzo

Detroit. Now that the average price of a new car is hovering at around $52,000, I have to ask the obvious question to the auto manufacturers and their dealers: What the hell is everyone thinking?

Do you actually think this is sustainable going forward? I know the manufacturers and their dealers discovered the proverbial pot ‘o gold at the end of the rainbow during the pandemic era through to the present day. Meaning, they figured out they could completely walk away from the old – and costly – floor-planning model supporting huge parking lots of inventory in favor of switching the consumer mindset from “walk around the lot and see what you like” to “you better give us a deposit now, or there’s somebody right behind you on the list.” In other words, take it or leave it. That’s not really the case anymore, of course, as inventories are back in full for the most part, but the fact that dealers have pretty much given up on coddling prospective buyers in favor of servicing the instant, cash-flush buyers is telling.

This seems to be driven by the fact that there’s an ongoing assumption by dealers that the well-heeled buyers will keep everything going forward at a feverish clip, and that those less financially able will just have to figure things out at the low end of the market, or the used car market, or not at all.

Talk about a target-rich environment. Price dickering has largely become minimized, as consumers who are able to pay for premium offerings do so willingly. And the dealers are certainly taking advantage of the situation. (Oh, of course, incentives are still an essential part of the game, depending on the brand.) As for the sketchy “first-on-the-block” types who lust after the latest and greatest BelchFire8 and are game to pay huge amounts of ca$h-ola over sticker for the immediacy of instant gratification, well, that phenomenon will always be part of the market. This situation is now exacerbated by what’s going on at Bring-a-Trailer, where brand-new Porsche 911s are regularly listed for buyers who just can’t wait, usually at a hefty premium.

An encounter at any dealer showroom today will probably play out like this:

Consumer: “I’m interested in a BelchFire8 SuperSUV. What can you tell me about it? I don’t see any on your lot except for that really loaded one on your showroom floor.”

Salesperson: “Yes, you have excellent taste. It’s a very desirable and popular vehicle. We have a few coming in, so we can put you on the list. We don’t really know when they’ll arrive and we have many people already on the list.”

C: “You don’t know when one will arrive?”

S: “We get a few in every week and our allocation is constantly in flux, but since there are seventeen people ahead of you on the list, I really I can’t say when you can expect one to get here. Maybe in a couple of months. We know the colors and equipment of the ones coming in, so, if you would like to give us a $2500 deposit today, we can get you on the list...”

C: “What about the one on the showroom floor?”

S: “Well, yes, that’s a beautiful one. It’s completely loaded and stickers for $78,000.”

C: “Well, it’s the color I want, so...”

S: “I need to tell you that we add a ‘market adjustment’ to the sticker price.”

C: “Really? How much additional is the ‘market adjustment’?”

S: “It’s $7500.”

C: “You’re joking, right?”

S: “No, I’m not. Would you like to take that one?”

C: “Uh, no, definitely not. And now I’m not interested in getting on one of your lists, either.”

But this is only one dimension to the current pricing environment in the automobile business. The other is the pure and simple fact that cars and trucks are just getting too damn expensive for a large swath of the consumer buying public. It’s a subject I’ve hammered on for years now, but it doesn’t seem to get any better, which is why the Korean automakers – Hyundai/Kia – are delivering record numbers seemingly each and every month.

The average car payment has gone from around $500/month just a few years ago to around $750/month today. And, as I’m sure you’ve seen the articles in mainstream publications, $1,000/month payments have now become far too common.

Ding, ding, ding! Again, I have to ask, what part of “this isn’t sustainable” do the players in this business not understand? Do they think consumers will keep showing up in showrooms cheerfully muttering, “Thank you sir, may have another?”

I’ll answer that one for you: How about no?

I praised the Ford Motor Company for the initial pricing and product strategy of the Maverick pickup truck in many past issues of AE. Forget about the F-150 Lightning and the Mach-E because the Maverick is, in my estimation, the most desirable – and significant – of all of Ford’s offerings, and I said it repeatedly upon its introduction to the market. In case you’re wondering, the base price on the current 2026 Maverick XL is $28,145. I priced a top-line Maverick Lariat SuperCrew with the hybrid powertrain as I was writing this column, and I came up with a price – with options – of $42,405.

To me, that’s an acceptable price point, and now that Ford understands the staying power of the Maverick in the market, they’ve finally got religion as to what it has with its smaller hybrid pickup. Ford operatives were slow on the uptake while trying to figure things out, but now that they get it, they’re reaping the rewards.

That doesn’t mean that Ford’s double-secret, “$30,000” EV pickup that’s coming will be an autonatic success, however, because there are just too many variables that come into play. Is the price being talked about a hard number? Or will it slide upward before it’s even introduced? Will Ford be able to launch the vehicle properly? Because the company’s track record in that regard has proven to be piss-poor at best. And what will the market environment be in late 2027 when this new EV is allegedly going to see the light of day? Ford operative are making a lot of promises about their upcoming "greatest thing since sliced bread" EV pickup, which in this case is not a promising strategy, given the company’s track record. In fact, it’s a giant “we’ll see” as we like to say around here.

Needless to say, that’s a lot on Ford’s plate, especially with the constant thrum of new EVs/Hybrids being introduced from other, ultra-competitive manufacturers. I’ve been reminding our AE readers for a while now that EVs are not going away by any stretch. They are going to be an essential part of our nation’s fleet going forward, along with the burgeoning popularity of Hybrids. And, of course, ICE vehicles will continue to hold a prominent place in the American market as well.

But regardless of the propulsion, fundamental affordability must be addressed. The idea of “affordable” from the U.S.-based manufacturers’ perspective and the reality for consumers have too often been vastly different concepts. A sure sign that consumers are feeling the heat? Twenty-four percent of borrowers chose 84-month terms or longer in the second quarter, according to Edmunds. It's no secret that these longer-term loans are disastrous for consumers, with many ending up heavily "upside down" and deeper in financial debt half-way through the term of the loans. The callous, "What, Us Worry" attitude from the manufacturers on display with these longer-term loans always comes back to bite them hard.

Any manufacturer that creates a well-equipped and desirable EV with at least 350-miles of range – with the emphasis on well-equipped and desirable inside and out – for around $35,000 or less, all-in, and I’ll show you a winning combination in the marketplace. The rest of the chatter is just so much noise. (The current Chevrolet Bolt RS EV is a real buy in the market at $32,995, but it will only be available for a year, to be replaced by something much better, allegedly.) As for the Slate and TELO EV trucks? I applaud both efforts, but as I said last week, it's still a giant "we'll see" as to how these vehicles come to market and whether or not they become actual sustainable enterprises, or not.

But without desirable products at that less-than-$35,000 price point this industry is headed down the wrong road, and EV adoption by consumers will lag as well. But it’s not just EVs that will continue to stagnate in the market; all cars and trucks are going to suffer. I don’t care what the demographics/wealth statistics say, people are going to stop showing up in showrooms en masse, and one day the manufacturers are going to wake up and say, “What happened?”

Let me correct that, it will be more like “Waaaahhh happened?”

And the sound of moaning, groaning, hand-wringing and "woe is me!" whining will be deafening.

And that’s the High-Octane Truth for this week.

Editor's Note: Click on "Next 1 Entries" at the bottom of this page to see previous issues. - WG

AMERICA WIDE OPEN.

2026-06-28T11:33:01Z

Editor's Note: This week, as Independence Day approaches, Peter reflects on what freedom really means and all the privileges of our independence. He also has some things to say about last week's column (below), because it caused much consternation and hand-wringing by feverish supporters of the current occupant of the White House. In On The Table, we discuss Chevrolet's reintroduction of “Heartbeat of America” for our nation's 250th anniversary. And Peter also comments on Slate Auto and its upcoming all-electric subcompact pickup. Our video this week features the "10 Best Can-Am Moments" at Goodwood. Big-Block Fun! Our AE Song of the Week is "Heartache Tonight" by the Eagles. In Fumes, Peter brings us the next chapter in his new series, "The Racing Machines." And finally, in The Line we have results from F1 in Austria, MotoGP from TT Circuit Assen in the Netherlands and IMSA WeatherTech Championship from Watkins Glen. Enjoy! -WG

Editor-in-Chief's Note: Last week's column brought out the usual pitchfork-wielding lunkheads, pathetic, orange-hued apologists and assorted DTIs (Defenders of The Indefensible) who took great umbrage with what I had to say about their Dear Leader, while insisting on defending that embarrassing UFC-tinged birthday party by suggesting it was a "patriotic" event for our service members. Oh, do you mean the service members who were ordered to be there? As if. I have said this from the beginning of AE: If you don't like what I have to say, it's really very simple, don't read it. But don't tell me to "stick to cars," which is always rich, or mumble something about being in the auto business for 40 (blah-frickity-blah -WG) years, "but I will no longer read AE because your stuff is offensive and too toxic." Or the classic "you're just a cranky old man who should have hung it up years ago." Why, because I had the temerity to express my opinions on my own website? Well, guess what? Boo-Fucking-Hoo. You DTIs continue to confuse me with someone who actually gives a shit as to what you have to say or think. You also seem to have a warped view that I'm someone who has a compelling need to be liked. I'm sorry to disappoint you, but I don't and I never have. You learn that while herding creatives in advertising. So go ahead, cancel your subscriptions. Oh wait, you've been dining on my thoughts and insider industry perspectives for years and for free, so spare me your indignation, you gutless freeloaders. Better yet, if you think you have so much to say and that people actually care what you think (highly unlikely), then start your own website and come up with a new issue of original content almost every week of the year for 27 years and tell me what it's like. In the meantime - and I'm saying this in the nicest way possible - stop wasting my time and go amuse yourselves elsewhere. -PMD

By Peter M. DeLorenzo

Detroit. Since it is Independence Day week, I thought it appropriate to take a time out and think about this country of ours and what it means to be free. If you’re so inclined, you should take the time and read the Declaration of Independence, because it is a most remarkable document with uncomfortable parallels to where we, as a country, find ourselves today.

It’s quite obvious that too many of us have lulled ourselves into taking for granted what it means to be really free, and it’s not hard to see why. Our most solemn national remembrances are now distilled down to days on the calendar for retail sales events, as if all of the sacrifices of the millions of men and women who came before us are mere backdrops for a deal on a couch.

That this is unsettling for a lot of people across the country is no secret, but it seems that any efforts to quell the commercialism surrounding Memorial Day, Independence Day and Veteran’s Day are dismissed as being inconsequential and unwanted.

No, I am not throwing ice water on what now passes for tradition in this country when it comes to Independence Day - the backyard barbecues, family get-togethers and fireworks - but it concerns me that a large faction of this country goes about making plans for “the 4th” completely and conveniently ignoring what it all means.

So, let this be the slightest of reminders, that you might pause at least momentarily to think about what Independence Day really means.

Let’s start with independence of thought. In a country that was founded on the fundamental principles of freedom, I can’t think of a more essential privilege of living here than the freedom to intellectually explore without the threat of reprisal. Yes, this one essential ingredient causes this country’s myriad problems at times, but it’s who we are and it’s what we do.

Then there’s independence of beliefs. Whether it be political or religious beliefs, we have rights in this nation that other people in the world can only dream about. People still want to come here based on these two factors alone, just as the original settlers of this land did.

An independence to roam. Now, I know this is a quality of living here that most people have all but forgotten, but we live in a vast country that’s as distinctive as the multiple geographies that define it. And we’ve been free to roam and wander and take it all in for so long that we find it hard to believe that places still exist in the world where you simply can’t do that. Dismiss this fundamental freedom of mobility at your peril, because it’s essential to the American experience.

Things may feel somewhat grim right now, but I don’t believe for a moment that we, together, can’t rise above the current rancor and savor the independence we all enjoy every single day. And it’s important to remember, too, that it is our unending privilege to honor those that came before us, because we are reveling in the fruits of their sacrifices.

I could go on, but I will leave the rest of this to your own thoughts. Think about the big things and the little things that surprise you and at times astound you about living here. We are so very fortunate to be able to call America our home, because it’s a 24/7 experience that’s simply a wonder to behold.

It’s America Wide Open, and I wouldn’t have it any other way.

And that’s the High-Octane Truth for this week.

Editor's Note: Click on "Next 1 Entries" at the bottom of this page to see previous issues. - WG

STELLANTIS MAKES A DEAL WITH THE DEVIL.

2026-06-21T12:14:22Z

Editor's Note: This week, Peter takes Stellantis to task over their shameless involvement at the White House last Sunday night. In On The Table, Porsche takes a whack at making the Taycan more desirable, a tall order, as Peter comments. We also check out the latest V8-powered monsters from Mercedes-Benz, and we take another look at the next-generation 2027 Chevrolet Silverado. Our video this week offers a compelling story about Mickey Thompson and his star-crossed pursuit of an Indy 500 win. Our AE Song of the Week is "Back On The Chain Gang" by the Pretenders. In Fumes, Peter brings us the next chapter in his new series, "The Racing Machines." And finally, in The Line we have results from INDYCAR at Road America, and MotoGP from the Czech GP (The Line will probably be late, as Peter is at Road America). Enjoy! -WG

By Peter M. DeLorenzo

Detroit. After performing corporate fellatio on the current occupant of the White House in order to curry favor by sponsoring that horrific national embarrassment that unfolded last Sunday night on the White House lawn, Stellantis has some explaining to do. Specifically, Olivier “I’m a marketing genius, just ask me” Francois has some ‘splaining to do, as to why in the fuck was Ram truck anywhere near that abomination that happened Sunday night?

AE readers are very familiar with Francois by now, as he is the Chief Marketing Officer who has a very obvious – and pathetic – habit of being totally enchanted with celebrities and the alleged “star power” that they bring to the table. He also marches unwaveringly to the dulcet tones of his own thought balloons, absolutely certain that no other thoughts could possibly even matter. It has marked his tenure as Stellantis CMO from the very beginning. Yes, he has managed to foster outstanding TV commercials on occasion (although that’s in the distant past), but his gut instincts – which he banks on – have steered him in places he has no business going. Like Dear Leader’s UFC-tinged birthday party last Sunday night.

I saw this coming months ago, as Stellantis operatives “took the gloves off” to resurrect the Dodge muscle positioning and, particularly, that missing Ram swagger. The pronouncements from out in Auburn Hills became more and more aggressive and calculated, as the new products were deliberately skewed to the muscle-head fans “out there” who just couldn’t face life without a Hemi underfoot.

(This is all happening, of course, as Stellantis continues fighting a losing battle when it comes to getting a handle on its recurring, systemic quality issues, which will take many years to fix, if ever.)

I watched as Ram truck commercials started to descend into a special kind of marketing Hell, marked by comically “patriotic” overtones that seemed to align with the bluster spewed by the current so-called Secretary of Defense (who is a walking, talking embarrassment in his own right). The tone of Dodge/Ram ads unmistakably started to mirror that of the stumblebum SoD’s press conferences, like a weird Twilight Zone media crossover of abject – and blatantly pathetic – mediocrity punctuated by Swinging Dickism energy.

And it was no surprise that this combination was on full display at that despicable event on Sunday night, with Ram Truck being the only automotive sponsor. While the current occupant of the White House pandered to his dwindling base, subjugating this country’s 250th Anniversary to his painfully awkward birthday celebration, Ram Truck pandered to its dwindling, muscle-head base too, permanently carving its place out at the bottom of the automotive image food chain.

As I’ve said many times before, this image-wrangling business is not for the faint of heart. It is a very fine line between creating meritorious, memorable advertising work and stinking up the landscape. Get it right and it’s all good; get it wrong and you could mire your brand in the doldrums of irrelevance for a long, long time. And it is crystal clear to me that Francois and his minions got it very, very wrong with their participation in the blood fest that took place on the White House lawn last Sunday night.

Francois has bet big on aligning Dodge and Ram with the prevailing winds in Washington, thinking that at least for right now it’s the best path to take. And he is banking it will pay huge dividends for the Stellantis muscle brands. But it’s a brand positioning that’s fraught with peril, not to mention that it will have a very short-term shelf life. Because when those winds shift – and they most definitely will – Francois will be left holding the bag. And then what? Will he swing the pendulum back so that Dodge and Ram can embrace a softer and gentler brand interpretation – a bunny rabbits and rainbow positioning perhaps?

As if.

I’m sure Dodge/Ram marketing operatives were high-fiving up and down the halls out in Auburn Hills after last Sunday night, led by Francois, his smugness fully pumped-up to 100 psi, I’m sure. After all, they have huge plans to make Ram the flagship of their entire North American operations by 2030. But by aligning Ram with the atrocity that unfolded last Sunday night – led by Francois and his bootlicking minions – they won't get there from here.

Stellantis has made a deal with the Devil himself, and I can assure you that this will not end well.

And that’s the High-Octane Truth for this week.

Editor's Note: Click on "Next 1 Entries" at the bottom of this page to see previous issues. - WG

DEVOID OF PASSION, THIS INDUSTRY IS DOOMED.

2026-06-14T12:11:36Z

Editor's Note: This week, Peter comments further on the train wreck known as "Luce" and once again stresses the need for passion in automotive design. In On The Table, we detail the next-generation 2027 Chevrolet Silverado 1500 lineup. Audi unveils its new Q7 (we're underwhelmed), Porsche has collaborated with Pixar's Toy Story 5 (which is just flat-out weird), and we take another look at the beautiful and seductive De Tomaso P72 commission. Our video this week offers a lengthy interview with Mario Andretti conducted at Goodwood. Our AE Song of the Week is "Cult Of Personality" by Living Colour. In Fumes, Peter introduces a new series, "The Racing Machines." And finally, in The Line we have results from the 24 Hours of Le Mans, the most prestigious endurance race in the world, and F1 results from the Barcelona-Catalunya GP. We're on it. -WG

By Peter M. DeLorenzo

Detroit. A few weeks after the Ferrari Luce debut, my anger and dismay at what Ferrari operatives did to their brand with that lackluster EV has not subsided in the least. If I could identify one crucial thing that sticks out among the laundry list of atrocities committed by Messrs. Ive and Newson with the Luce, it’s that the design is utterly devoid of passion, the one crucial defining difference of all Ferraris up until this point.

When you consider the Ferrari 12Cilindri, the 296 GTB/GTS, the Amalfi and even the Purosangue – not to mention the SF90 and the exquisite Daytona SP3 – all of these machines exude a level of style and passion that are simply unequaled out in the real world of enthusiast driver machines. (I will pause here to give a special shout out to the McLaren Speedtail, which is simply stunning in its own right.)

Simply put, the Luce has none of the passion or style that Ferrari has long been known for. Instead, it smacks of being designed by a pair of industrial designers with no fundamental feel for what has always driven Ferrari designs since the very beginning; and, no surprise, that’s exactly what Ive and Newson are. Cold, antiseptic and listless, the Luce is a sky-blue-painted reminder of what not to do – and a raised middle finger to the legacy of one of, if not the greatest automotive brands in the world.

That Ferrari Executive Chairman John Elkann went along with this embarrassment should set off alarms among the financial swells in love with Ferrari as an investment at the moment. His delusional self-importance clearly clouded his judgment, and consequently he was sold a bill of goods by Ive and Newson with the Luce, convincing himself that this abomination was Ferrari’s path to The Future. A monumental miss on so many levels that the damage to the Ferrari brand will be incalculable.

But then again, there’s a valid lesson in this train wreck called “Luce” for the rest of the industry as well. And the True Believers in Design, Engineering and Product Development engaged in this business around the world understand this implicitly. If you don’t care enough about what you’re doing, you’re doomed to fail. Having the fundamental passion for what they do propels these people forward each and every day. There is no such thing as “phoning it in” or “going through the motions” with these True Believers; in fact, it’s anathema to their very existence.

That’s why it’s depressing to see so much time, energy and money expended on SUVs and crossovers for personal transportation these days. You can tell that designers are fresh out of ideas when attempting to draw the same “box” while adorning them with brand identification as their only visual differentiator. This must be so painfully frustrating for them. But the industry winds are finally starting to blow in a different direction. Sedans are back on the front burner, and the various car companies are suddenly redirecting their efforts to focus on them again. And wouldn’t you know it, but Toyota’s Lexus division is already ahead of the curve with its new 2026 ES sedan, which I predict will be a sure-fire hit.

(Lexus)

As I have stated repeatedly, this business is one of the most complicated endeavors on the planet. The scope of difficulty is almost impossible to comprehend for those outside of it, and it’s even exceedingly difficult for the people immersed in it every day as well. It’s an “up-at-dawn, pride swallowing siege” as Cameron Crowe famously wrote for Tom Cruise’s character in “Jerry Maguire.” And it never, ever gets easier. It’s a constant thrum of challenges, setbacks and even a few triumphs thrown in for good measure once in a while. I don't call it "The Swirling Maelstrom" for nothing.

The one thing that can be counted on in this business? That's funny, because there is no one thing. Each day is different, and each day can have pivotal ramifications for the ongoing health of these companies. That’s just the way the automotive grind works.

But I can say one thing with certainty: Passion remains the one differentiator that continues to define the switched-on companies from the also-rans. The companies that recognize and reward their True Believers – the passionate individuals engaged on their behalf – will always come out ahead. Because it’s from those people that the new ideas originate, the emotionally compelling designs emerge, and the brilliant, innovative solutions are put in play.

As down as I was a couple of weeks ago because of the monumental blunder by Ferrari (and please spare me the arguments that it’s a technical marvel, because I don’t care), I’m still confident that the True Believers will continue to make a difference in this industry

As I’ve stated many times previously: Design remains the Ultimate Initial Product Differentiator in this business until further notice. But those emotionally compelling designs can’t come to life without the passion of the True Believers who bring their very best each and every day. And as long as this is the case, this industry still has a chance for survival.

But devoid of that passion, this industry is doomed.

And that’s the High-Octane Truth for this week.

Editor's Note: Click on "Next 1 Entries" at the bottom of this page to see previous issues. - WG