鲍勃·卢兹（Bob Lutz）直播

Robert A. Lutz—better known with the more-to-the-point “Bob,” as he is nothing if not directly opinionated, yet knowledgeable about what he has opinions about (despite what he says his slogan is: “Often wrong, but never in doubt”—launched himself into the auto industry in 1963, and the ramifications of that have changed the auto industry as we know it today, even though Lutz’s last “official” position in the auto industry, vice chairman of General Motors, came to an end in 2010.

Lutz is the “car guy’s car guy.” He is an enthusiast, with his driveway in his southeastern Michigan home being more like the forecourt of a dealership that carries only notable vehicles. Yet he is also a pragmatist, knowing that there has to a return on the investment that an OEM makes: on the subject of product development he points out that the designers and engineers are “the powertrain” and the finance people are like “the brakes.” And both are needed. Of course, you want to get that powertrain developed first. . . .

On this edition of “Autoline After Hours” Bob Lutz talks with亨利·佩恩, auto critic of theDetroit News(and car racer), Autoline’s John McElroy and me.

对于任何对汽车行业有兴趣的人（无论是最近的过去还是潜在的未来），这是必须观看的节目。

Among the topics Lutz covers are:

--What’s happened to car ownership during the past 20 years. Lutz says that things including long car payments, leases and ride sharing have worked to undercut “pride of ownership,” such that for many people a car isn’t something that is aspirational, mainly functional.

--The mid-engine Corvette. Unlike many people who have opined about the forthcoming vehicle, Lutz happens to know Tadge Juechter, Corvette chief engineer, and has talked with him over the past few years about the whys and wherefores of the car.

--The development of the ’92 Dodge Viper. Lutz was instrumental in the development of this vehicle along with Chrysler’s design chief Tom Gale and engineering head Francois Castaing. As he puts it, they worked to develop a vehicle that was essential in its overall characteristics despite the marketing folks who tried to add all manner of amenities.

--The development of the ’94 Dodge Ram. In the annals of automotive history, the ’94 Ram pickup is going to be one of the stories that will long been told. In the early ‘90s Ford and Chevy were dominating the pickup market. Dodge was deep in the shadow of those two. So as they were developing a new truck, the folks at Chrysler developed. . .still another Ram pickup truck. Lutz didn’t accept that. He wanted people to be passionate about the vehicle. They developed what was described as a “big rig” appearance. While it was polarizing, Lutz said that they had a solid 25 percent of people who felt passionate about the truck. And the rest is history.

- 庞蒂亚克冬至的发展。这个想法是创建一个经典的两人座，这是小巧且负担得起的（目标价格：20,000美元），例如英国跑车的过去。这将是一辆具有永恒设计的汽车（它是由Franz von Holzhausen设计的，他恰好是特斯拉的首席设计师）。它在2002年的底特律汽车展上推出，作为一个概念。它于2005年以全新的建筑为代码为Kappa，成为了经销店。卢兹再次说，他们努力使这一经济执行，不仅使用GM零件垃圾箱（例如，GMC特使的后灯），甚至在其他地方：他回想起侧视镜的镜子与在上面使用的镜子相同菲亚特。（是什么杀死了汽车？将其放入一个装配厂，该装配厂每年的装配厂容量约为240,000台，或者比冬至和兄弟双子土星天空所需的约200,000台：“分配的固定成本杀死了它”卢兹说。）

--Tesla. In this case, no précis is sufficient to capture Lutz’s full-on discussion of the cars—and the company.

You have to watch this. And you can watch it right here.