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Recharge Wrap-up: EVs poll well in Portland, Tesla seeks office space

In a poll of drivers in Portland, more than 80 percent said they would be driving an EV in the next 10 years if they weren't already. The poll was small and not scientific, with just 218 votes cast, but it does reflect a slice of a certain population with changing attitudes toward electric mobility, and 80 percent is an impressive figure. Additionally, 43 percent of respondents planned to have an EV in the next five years, and only 18 percent said they prefer gasoline-powered vehicles. With EVs in many ways repeating the adoption process that hybrids went through a decade ago, the five- or ten-year timeframe for more widespread use seems only natural. Read more at the Portland Business Journal. San Francisco Mayor Ed Lee parks like an idiot, or rather, his security detail does. His Chevrolet Volt has been ticketed for parking six times since he took office. Granted, those street-sweeping signs are tough to keep track of, but his car has been photographed blocking at a bus stop while grabbing a burrito (who hasn't sinned in the name of a delicious burrito?), and was even caught parked in a crosswalk. The tickets were all dismissed. Read more from the SF Gate. Tesla is looking for office space in Silicon Valley. As the electric car company continues to search for a place to build its $4- to $5-billion battery Gigafactory, it also needs some real estate to expand its operations near its Palo Alto home. Tesla has expanded from 3,000 to 6,000 California-based employees since the end of 2012, and plans to add 500 more by the end of the year. It is currently looking for 200,000 to 300,000 square feet of office space close to its Fremont factory, according to sources in the real estate industry. Read more at the Silicon Valley Business Journal. Related Gallery 2014 Chevrolet Volt View 11 Photos News Source: Portland Business Journal, SF Gate, Silicon Valley Business JournalImage Credit: Paul Sakuma / AP Green Chevrolet Tesla Electric recharge wrapup portland silicon valley parking ticket

Impala SS vs. Marauder: Recalling Detroit’s muscle sedans 

Impala SS vs. Marauder — it was comparo that only really happened in theory. ChevyÂ’s muscle sedan ran from 1994-96, while MercuryÂ’s answer arrived in 2003 and only lasted until 2004. TheyÂ’re linked inextricably, as there were few options for powerful American sedans during that milquetoast period for enthusiasts. The debate was reignited recently among Autoblog editors when a pristine 1996 Chevy Impala SS with just 2,173 miles on the odometer hit the market on Bring a Trailer. Most of the staff favored the Impala for its sinister looks and said that it lived up to its billing as a legit muscle car. Nearly two-thirds of you agree. We ran an unscientific Twitter poll that generated 851 votes, 63.9 percent of which backed the Impala. Muscle sedans, take your pick: — Greg Migliore (@GregMigliore) April 14, 2020 Then and now enthusiasts felt the Impala was a more complete execution with guts. The Marauder, despite coming along later, felt more hacked together, according to prevailing sentiments. Why? On purpose and on paper theyÂ’re similar. The ImpalaÂ’s 5.7-liter LT1 V8 making 260 horsepower and 330 pound-feet of torque was impressive for a two-ton sedan in the mid-Â’90s. The Marauder was actually more powerful — its 4.6-liter V8 was rated at 302 hp and 318 lb-ft. The ImpalaÂ’s engine was also used in the C4 Corvette. The MarauderÂ’s mill was shared with the Mustang Mach 1. You can see why they resonated so deeply with Boomers longing for a bygone era and also captured the attention of coming-of-age Gen Xers. Car and DriverÂ’s staff gave the Marauder a lukewarm review back in ‘03, citing its solid handling and features, yet knocking the sedan for being slow off the line. In a Hemmings article appropriately called “Autopsy” from 2004, the ImpalaÂ’s stronger low-end torque and smooth shifting transmission earned praise, separating it from the more sluggish Mercury. All of this was captured in the carsÂ’ acceleration times, highlighting metrically the differences in their character. The Impala hit 60 miles per hour in 6.5 seconds, while the Marauder was a half-second slower, according to C/D testing. Other sites have them closer together, which reinforces the premise it really was the little things that separated these muscle cars. Both made the most of their genetics, riding on ancient platforms (FordÂ’s Panther and General MotorsÂ’ B-body) that preceded these cars by decades. Both had iconic names.

A conversation with GM's Mark Reuss on MPG, aluminum and Corvettes

There was plenty to talk about when General Motors hosted its annual mid-December holiday media reception a few months ago. GM had just decided to pull its global Chevrolet brand out of major European markets, where Chevys have competed directly with GM Europe Opel and Vauxhall vehicles, and the US government had sold its last remaining shares of GM stock. But most important was the company's just-reshuffled leadership. Post-bankruptcy CEO Dan Akerson had announced that he would step aside and that 52-year-old Mary Barra would replace him on January 15. Not only would she be the first woman to lead a major automaker, she would also be GM's first engineer CEO since Bob Stempel in the early 1990s. "I look at 2013 and 2014, as the retooling of General Motors" - Mark Reuss Replacing her as executive VP for global product development (and purchasing and supply chain) would be 49-year-old Mark Reuss, who had served a stellar four years as North American president, and elevated to corporate president (from executive VP and CFO) would be 42-year-old Dan Amman. All three are relatively young auto enthusiasts who are liked and respected inside and outside the company, and their collective talents and experience are highly complementary. I've interviewed Barra and found her smart, personable and knowledgeable, though she carefully walks the corporate line in speaking and answering questions. I met and chatted with Ammann for the first time at that holiday reception, and he made a good first impression. But I've known Reuss for some time as a genuinely good guy and a highly capable and inspiring leader, and I believe he is exactly the right person for the global product responsibility once famously held by the outspoken, oft-controversial Bob Lutz. So I jumped at an opportunity to join a group interview of Reuss (with mostly business reporters) at the Detroit Auto Show in January. It was an interesting session of mostly good questions, which he answered with refreshing candor and humor. "I look at 2013 and 2014, as the retooling of General Motors," Reuss said. "We've taken down almost every plant in North America, converted and turned it this last year, and to do that with award-winning vehicles and pretty flawless launches is key. We have to keep the train rolling on great product, because the rest won't happen without the best product, period." A reporter asked whether GM was pushing big trucks, SUVs and Corvettes again because gas is cheap. "No," Reuss said.