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Car and Driver
02-07-2025
- Automotive
- Car and Driver
Michael Simcoe, General Motors Global Design Chief, Retires
Michael Simcoe today retired from his position as design director for General Motors. In the company's nearly 120-year history, he is only the seventh person to hold this job. As an Australian native, he is also the first to originate outside GM's Detroit headquarters. He credits his 42-year tenure with the automaker to this fact. "If I'd been in North America all my life, I probably wouldn't have gotten this job," Simcoe told Car and Driver, seated in his stunning landmarked office, overlooking the corporate campus designed by pioneering Modernist architect Eero Saarinen in the 1950s. "I wasn't totally remote, but I was remote enough to grow differently. I was able to basically ignore North America," he smiles. "And I think that feeling was mutual." His first big break arrived when he surreptitiously penned a rear-wheel-drive 1998 coupe concept for Australia's resurgent home market. This became the successful 2001 Holden Monaro, garnering the attention of famed GM executive Bob Lutz. courtesy: General Motors Lutz brought that two-door to the U.S. as a small-block V-8–powered 2004 Pontiac GTO. Unfortunately, affixing this venerable nameplate was its undoing. "That vehicle would have been a really, really good Chevrolet," Simcoe notes, "The moment they splashed GTO on it was the kiss of death." Another V-8/rear-wheel-drive design, Simcoe's 2006 Holden Commodore (VE), became Lutz's BMW M5-fighting 2008 Pontiac G8 GT. Built on Australia's all-new Zeta platform, it fell victim to the global economic implosion and the death of the We Build Excitement brand. "But if you can find one of those now," Simcoe says, "it's a performance bargain." Aaron Kiley Simcoe had moved to Detroit by then, to become executive director of North American exterior design, and worked on another key Zeta car: the retro-styled fifth-generation 2010 Chevy Camaro. This vehicle marked a sea change in technological design collaboration for the company. Tom Drew "When I was in high school, we had slide rules—god that dates me," he chuckles. "For the Camaro, the theming work was done here. The engineering work and the design execution were done in Australia. So that was a real test of doing work 24 hours a day in real time, sharing huge files." Contemporary GM designers now regularly utilize augmented reality, virtual reality, and artificial intelligence to collaborate on global projects with colleagues in Detroit, Pasadena, Shanghai, and Birmingham, England. But while Simcoe has overseen a massive expansion and modernization of GM's home studios, as he walks us through the addition's cavernous new open-plan workrooms, the great majority of floor space is occupied by modelers working in that most analog of materials: clay. "The beauty in the business is still working with clay," Simcoe says. 'So I built this palace to full-size models." He believes that eventually, design may go completely virtual, but doesn't see that happening for a generation or two. "It will take that long before designers operating in a virtual world have the sensibility and judgment to understand truly what they're creating proportionately," he says. Walking through the studios invokes the literal elephants in the room: the rise of the SUV. Simcoe is characteristically blunt about the sport utility's voracious takeover. "Do I love SUVs? Not really. As a designer, an SUV is a marketing accommodation," he says. "It's a hard proportion to make work well." However, he takes heart in recent category shifts. "The notion around what makes an SUV—what shape, what form, what proportion—is thankfully changing," he says. He cites two factors. "First, I think people want more style," beyond the typical box, he says. "Our little Buick Envista and Chevy Trax, they're really quite a different take. They're not SUVs, but they have all the SUV qualities—higher ride, great interior efficiency—they're just not upright vehicles. And they hit well above their pay grade content-wise, and in their impression on the road." (We agree, having named both an Editors' Choice, and the Trax a 10Best Truck.) He also alludes to a concept vehicle that will be unveiled this summer at Pebble Beach (indicating it's probably a Cadillac), that pushes shifting notions of SUV-ification in an even more radical direction. The other element that Simcoe sees challenging the prominence of the blandly boxy SUV is the industry's adoption of electrification. "In EV architecture, the level of requisite efficiency makes traditional SUVs a bit more difficult," he says, noting that the height and weight of large battery packs, combined with rectilinear vehicles' aerodynamics, diminishes range. He believes EV design will be liberated significantly by advances in battery technology. "If batteries are thinner or can be distributed elsewhere besides the floor, or if you can make a brick go 300-plus miles versus a teardrop, that'll affect the design of vehicles." In the near future, Simcoe predicts that GM's core electrification focus will be on affordability. He enjoyed ushering the innovative and delightful 2017 Chevrolet Bolt into existence, meeting range and affordability targets. Unfortunately, the automaker was, somewhat typically, ahead of consumer adoption. courtesy: General Motors Simcoe foresees EV democratization impacting design, as manufacturers seek ways to significantly reduce development, production, and material costs. "As we move toward more affordable EVs, we're going to have to make choices about how we spend money differently," he says. "This is going to affect design, particularly interiors." This parsimoniousness controverts one of Simcoe's career favorite projects, the Cadillac Celestiq—a hedonistic, mid-six-figure, electric flagship laden with bespoke materials. "Celestiq is a dream job," he says. "It's what the brand needed. If we're telling the world that we're serious about Cadillac as a premium brand, and creating that emotional pull internally and externally, then we need a vehicle like that that demonstrates what the brand's capable of. And what design is capable of." Winging from the Celestiq's audacious allure, we ask Simcoe what the other GM brands would require to reinforce their proprietary equities. "Huge numbers of icon products," he says, smiling. "But that's not my reality. Every designer would love to be doing more performance-oriented, character-driven premium vehicles, layering on detail and artistic execution. But we're in a business where we exist because we make money, and any designer who gets churlish about that is missing the point." courtesy: General Motors After his retirement, Simcoe will return to Australia. This move may require him to reconsider his vast vehicular stable, which currently includes a 1956 Lancia Aurelia B20GT, a 1961 Lotus Mk. II Elite Super 95, a 1961 Aston Martin Series III DB4 Vantage, and a 1970 Lancia Fulvia HF 1.6 Group 4, as well as a passel of vintage motorcycles, including a 1928 Douglas DT/SW5, a 1952 Vincent Black Shadow, a 1971 Norton Commando Long Range, and a pair of 1970s Ducatis. We note that this hoard lacks any GM vehicles and ask if there's a current or past product from his lifelong employer that he'd like to acquire. "If I could afford it, a 1930s Cadillac V16 Aerodynamic Coupe," he says, reminding us of the swoopy purple example recently procured for GM's Heritage Collection. But he has another idea as well. "When I came here, I had this desire to buy a 1963 Corvette split window coupe—manual, injected. But as I waited, they became priced out of their value as a car." He smirks. "Perhaps a going-away present, crowd-sourced?" Brett Berk Contributing Editor Brett Berk (he/him) is a former preschool teacher and early childhood center director who spent a decade as a youth and family researcher and now covers the topics of kids and the auto industry for publications including CNN, the New York Times, Popular Mechanics and more. He has published a parenting book, The Gay Uncle's Guide to Parenting, and since 2008 has driven and reviewed thousands of cars for Car and Driver and Road & Track, where he is contributing editor. He has also written for Architectural Digest, Billboard, ELLE Decor, Esquire, GQ, Travel + Leisure and Vanity Fair. Read full bio
Motor 1
23-05-2025
- Automotive
- Motor 1
GM Trademarked the Pontiac Name, But Don't Expect a Comeback
It's been 16 years since General Motors killed the Pontiac brand , and nearly three years since the Bring back Pontiac Facebook page's last official post. There's still a lot of love out there for the brand, with plenty of folks clamoring for its return. But there's little chance GM will resurrect Pontiac, despite the automaker's recent trademark filing. GM filed a trademark application in the United States late last month for the Pontiac name. However, the filing isn't for the automaker to use it on a future automobile. The application specifically states that this is for "Hub caps for vehicles; Horns for vehicles; License plate frames; Novelty license plate frames." 2008 Pontiac G8 ST Concept It looks like the General wants to keep the Pontiac name under its control. The company has had the name locked down since 2005, and while it no longer builds any Pontiac models, there are still plenty on the road, with owners who want branded accessories, parts, and other memorabilia. So the renewed trademark makes sense. Pontiac was one of several brands that GM discontinued when the automaker faced insolvency in the late 2000s. Not even Bob Lutz could save the iconic brand. He told us last year that he still considers the brand's death "to be borderline a tragedy." We do too, Bob. We do too. Check Out More From Pontiac: This Pontiac Trans Sport Is Our New Favorite Lego Set This Was Pontiac's Last Concept Car Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . Source: US Patent and Trademark Office via CarBuzz Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Forbes
11-05-2025
- Automotive
- Forbes
Texas Ride-Alongs Bring Back Nostalgic Thrills Of Years Gone By
NASCAR Racing Experience setting up for business at Texas Motor Speedway, May 10, 2025. Tim Bovasso It was 22 years back that I had run laps at Texas Motor Speedway. I was younger then, and had set up a test to clock an average lap in an Indy car at over 200 mph, a pretty daunting task for a journalist who is not a pro race-car driver. Put into perspective, the average speed the real-deal IndyCar drivers turn laps is around 220 mph. To achieve my 200-mph dream, which was hatched in 1977 when Tom Sneva first broke the 200-mph barrier at Indy, I would need to run a lap in under 27 seconds on the 1.5-mile-long Texas oval. With the help of race team owner Sam Schmidt and NASCAR Racing Experience (NRE) founder and CEO Bob Lutz, I raised $25,000 for two charities - the Sam Schmidt Paralysis Foundation and Racing For Kids - to stage the test. As preparation, I ran more than 100 lead-follow laps in Lutz's Indy cars at Texas. Forbes writer Jim Clash prepares for a 200-mph test at Texas Motor Speedway, October 16, 2002. Steve McNeely When the big day arrived, I was given 10 laps to hit the 200 mph average in a Sam Schmidt Indy car that had competed in the big Texas Indy race the previous day. Sure enough, on the 10th lap, I hit 201.2 mph (see video). I had achieved my dream, and two charities were $25,000 richer. Win-win, but a real nail-biter. Fast forward to this past weekend where I returned to the speedway for the first time since 2002, except now I was not in an Indy car, but a slower (albeit safer) stock car. And I wasn't running laps by myself. I was giving rides to NRE customers. That meant that I had someone else's well-being in my hands. I was a bit nervous beforehand. The track had been reconfigured in 2017, lowering the banking in Turn 1 and 2 to 20 degrees versus 24 degrees in the past. That meant I would have to back off somewhat going into Turn 1. Turns 3 and 4 were still 24 degrees. Tornado chaser Tim Bovasso (left) and cave explorer Bill Steele, Texas Motor Speedway, May 10, 2025. Jim Clash Mostly I give rides at Daytona International Speedway, a longer oval at 2.5 miles. So I wasn't used to driving at a shorter, tighter track. But there would be some muscle memory from 2002, I was thinking. Some of the Daytona support crew were at Texas as well, so that gave me an additional layer of comfort. My first laps were eye-opening. While the speeds are slightly lower at Texas than at Daytona, I found that things come at you much more rapidly, and the G-forces in the car are higher due to a tighter turning radius. You have to focus 100 percent of the time running on a 1.5-mile track. But once I settled in and began giving rides to NRE customers, I felt right at home. Two friends came over in the morning - cave-diver Bill Steele and tornado hunter Tim Bovasso. They had a blast on their rides. Later on, it was packed. Between three drivers, myself one of them, we gave in excess of 170 rides due to a number of unscheduled walk-ups. It wasn't 200 mph - more like 160 - but it felt good to be giving out bucket-list experiences. There were folks there from countries including Australia, Puerto Rico, France and England who had come to Texas just for a ride. After having been in the car from 8:30 am to 4:30 p.m., I was exhausted. Later, though, I thought about my 200-mph run in 2002 and realized how special it was. I was running laps in the high 30-second range in the stock car, whereas it was a blistering 26 seconds in the Indy car. Huge difference. Dinner at a Roanoke, Texas, barbecue restaurant after a busy day at the racetrack. (L-R) Texas Motor Speedway track operations manager Todd Bell, ride-driver Marc Ludwick and spotter Wade Messina. Jim Clash That said, I would never attempt that 2002 test again. Crazy fast and exceedingly dangerous. But what did I know back then? I was fearless in my youth, as I'm sure is the case with many folks.
Yahoo
24-03-2025
- Automotive
- Yahoo
These Cars Have The Best Wings Ever
Cars are meant to be fun, and one of the most fun things a car can have is a massive spoiler or wing slapped on its rear end. I know they're sort of silly, but our world — as it is — is such a bleak and depressing place. Don't you think adding a bit of silly whimsy to it would be beneficial for everyone? I do, and that's what led me to my question from last week. I wanted to know what car you thought had the best rear wing of all time, and boy, did you folks deliver. We've got cars that run the entire automotive spectrum on here, and more importantly, we've got wings that run the usefulness spectrum. That's what it's all about, baby. On one end, we've got front-wheel-drive cars with rear wings that do nothing. On the other, we've got super advanced deployable spoilers that provide meaningful downforce to serious supercars. Of course, we've even got the most useless wing of all, but you'll have to scroll through to see what I'm talking about. Anyway, that's enough out of me. Head on down below and check out what your fellow Jalops think the best rear wings of all time are. Read more: These Are The Dumbest Looking Cars Of All Time, According To You Merkur XR4Ti. A factory double decker wing in the late '80's was kinda crazy. From a styling perspective, the wing made the car stand out and drove sales of this relatively obscure re-badged Ford Sierra, (which was ironically only sold at Lincoln Mercury dealers here in the U.S.) I'm sure the LM dealers weren't exactly sure what to make of it, but Bob Lutz wanted a cool import for Mercury and he made it happen, well, at least for 3 years. I remember wanting one. Submitted by: Factoryhack Porsche Panamera! I mean that's a wing that could release 20 years from now and still be seen as modern. Submitted by: Ismail The Veyron. It looks great and it's not only functional, it's dual-purpose functional. Provides downforce at high speeds and works as an air brake to help slow the car down from the aforementioned high speeds. Submitted by: Bossrday '97-'99 Mitsubishi Eclipse GST/GSX Submitted by: smricha2 Mitsubishi Evo VIII. It came with a FULL carbon wing. The wing element was unpainted, but if you sanded down the sides, it showed a beautiful weave underneath as well. In Japan, their MR version came with it unpainted showing it's full 1x1 glory. Submitted by: RenFoto The version on the 95-97 Lotus Esprit. So swoopy. Submitted by: Ed F40 and it isn't close Submitted by: ThatDon I'm personally in camp that either no wing or if it's actual supercar then it's all the wings. Also as nordic person I kinda shy away from showing weath, especially if it's not earned. If I ever would get really really really rich from some own enterprice (don't have any), I would get Murchielago SV in orange. That's top lambo and wing right there. Othervise it's no wing for me. Submitted by: Matti Sillanpää Volvo 850 T5R wagon roof spoiler. Proportionate, fits well, and come on, its on one of the coolest car ever! Submitted by: towman Porsche 911 whale tail, of course! Now the worst is undoubtedly the wing on the 3rd gen Taurus SHO that Car and Driver described as looking like a skateboard clinging embarrassedly to the trunk lid. Submitted by: Stillnotatony I'll say it... the first generation Audi TT. Is it the biggest, baddest wing? No, but it was an after-thought that stopped the entire car from going airborne at speed. When you build a car that's shaped like an airplane wing, it will lift off the ground just like an airplane. Apparently Audi learned the hard way after the car was released to the general public. Viper ACR has to be somewhere on this list. Doubles as a bed, a picnic table, and whatever else you need to use it for. At 1776mm wide, it's also a fun nod to the US. Submitted by: MoparMap E30 M3. Since it was a homologation car, the rules for the racing series would only allow the spoiler to be a certain height from the trunk. They wanted it higher, so they raised the trunk lid on the production car. Submitted by: Ian Best wing of all time? Easily the 1969 Dodge Daytona/1970 Plymouth Superbird. Submitted by: HemiWagon Countach, and I don't care if it was useless! Submitted by: BunkyTheMelon Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
