Jewelry Blog's

Will a Machiavellian VW Plot to Buy GM’s Opel Today Lead to Wrestling Matches Tomorrow?

2011-08-09T07:51:00.000-07:00

Can General Motors be bullied into selling Opel? That’s what seems to be going on in the German press with the latest revelations regarding GM’s embattled European brand, as reported by Bloomberg Thursday morning. A chronological narrative might be the better way to explain it, so let’s begin with the recent history that GM nearly sold 65 percent of the unit to a mix of supplier Magna International, Russia’s Sberbank and employees.

That deal was in the works prior to GM’s Section 363 bankruptcy. It was to be final late in 2009, after New GM emerged from the bankruptcy ashes. GM’s new management, led by Chairman Ed Whitacre, killed the deal, saying the company no longer needed German loan guarantees that were to be included in the sale. GM needs a major presence in Europe, after all, a shortcoming that Chrysler has suffered throughout the decades, including the nine years it was part of Daimler. Whitacre fired CEO Fritz Henderson that November in part because of the way he held on to the deal to sell Opel.

Like the rest of the European Union market, Opel has continued to struggle even as GM started to post profits again on the strength of sales in North America, China and elsewhere. Faced with high labor costs and labor unions that are far tougher than the United Auto Workers, Opel needs to keep a large portion of its production in Germany.

Now, GM is trying to make Chevrolet its international mainstream brand, including in Western Europe. Just as Chevy’s entre into China has made it possible to push Buick back up to the middle/upper-middle range there, where consumers revere that brand’s traditional prestige, the Chevy push in Europe helps GM’s effort to re-elevate Opel to where it was in the 1960s and ‘70s.

In mid-June, a year and a half after Henderson’s dismissal, Autobild and Der Spiegel printed rumors that GM Chairman and CEO Dan Akerson had grown tired of Opel’s lack of profitability, and was looking to sell the brand once again. The reports prompted an Opel union representative to demand that GM deny the rumors.

GM “has a longstanding policy of not commenting on rumors and speculation,” though amidst lots of pressure from union officials and others in Europe, it finally did on July 13.

“In Wednesday’s edition of the Frankfurter Allgemeine Zeitung, Volkswagen CEO Martin Winterkorn commented on rumors regarding Opel, which continues a regrettable pattern of fanning speculation as Opel makes solid progress in its restructuring,” the GM statement reads. That newspaper quoted Winterkorn as saying “that if Opel were for sale, a Chinese automaker would be more likely than Hyundai Motor Company to buy it,” David Welch reported in Bloomberg.

GM’s statement alleges Winterkorn’s comments were “timed to the incredibly positive media reaction to the groundbreaking Opel Ampera extended-range electric vehicle,” the brand’s version of the Chevy Volt. A “leading industry expert” said the Ampera places Opel three years ahead of VW, the press release reads.

There you have it. Opel and GM North America are too tied-in for the European brand to be sold. Beside getting cars like the Ampera, Opel is the center of much of GM’s compact and midsize development.

Ready for the punchline? Volkswagen AG has “communicated” a price to buy Opel from GM. And VW may have made the contact with GM in order to thwart any interest from Hyundai. This comes courtesy of Manager Magazin, quoting “unidentified VW managers,” according to Bloomberg.

Perhaps VW considers itself a Chinese company because of its sales success there?

GM has gone silent again, on this latest revelation. One insider says the report wasn’t even on his radar Thursday morning. Still, the implications are mind numbing. Imagine VW AG, which may pull the plug on SEAT if the Spanish brand continues to underperform, buying Opel.

VW Group has eight brands, including Porsche and not including heavy trucks. It’s as if GM in the late ‘50s had let Pontiac go, then bought Mercury from Ford Motor Company.

Seriously, though, think of how this little narrative describes Ferdinand Piech’s Volkswagen. If you believe any of GM’s explanation, VW, aware that German media would pounce on the stories, sparks rumors of an Opel sale. Winterkorn subsequently talks down Opel’s value just before VW makes an offer for it.

This story is another symptom of a big change in the ways that auto companies communicate. Not long ago, the mud flinging was done off-the-record, over cocktails. Smart auto execs knew the business was too volatile to criticize a rival for its problems, without risking similar, or worse problems to come back at them later.

Winterkorn’s scorn for Opel’s value came about a month after GM’s Akerson declared Ford’s Lincoln brand “over.” Now comes the revelation from an advanced copy of Bill Vlasik’s book, “Once Upon an Auto,” as reported in Jalopnik Thursday, that Ford’s Jim Farley, to paraphrase him Monty Python-style, would like to intercourse bloody Chevrolet.

Three years after the auto industry was turned upside down, the competitors are talking about each other much more baldly. Forget NASCAR as automobiledom’s WWE…wouldn’t Winterkorn v. Akerson and Akerson v. Farley wrestling matches be fun?

Tesla Model S and Tesla Lawyer BS

2011-07-24T09:28:00.000-07:00

Oh wow, Tesla’s PR tailspin keeps getting worse. If you hadn’t heard, the startup car company filed suit last week in the UK against the BBC TV show Top Gear for pretending that the car broke when it didn’t. Yes, Top Gear’s actions are reprehensible. Sadly this isn’t the first I’ve heard of Clarkson et al writing scripts beforehand, sticking to them even when reality doesn’t measure up. No, that’s not fair to the car companies or the viewers. But to file suit? C’mon, Tesla! You’re supposed to be a young, energetic Silicon-Valley startup: you should be thinking outside the box not banging your heads against the inside of one. Instead of calling lawyers, you should have called some actors… and made your own Top Gear-esque spoof taking the piss out of Clarkson and company. It’s sad enough that so many people already distrust Tesla – but nobody likes a snitch.

Shame, that, since that little Tesla Roadster remains a really, really cool car. Ah cars: that brings us to the point of this Blog. Let’s talk about the Model S sedan that the collective automotive world has been waiting for. In a renewed effort to achieve transparency with the media, Tesla invited a bunch of journalists to their Palo Alto, California headquarters a few weeks ago – and showed us where the Model S stands.

First and foremost, Roadster drivers have now accrued more than 10 million miles in their cars, giving Tesla a huge well of real-world EV data from which to learn – and the company is wisely making use of that information. Whereas the Roadster was based on an existing, conventionally powered car (the Lotus Elise), the Model S sedan is a ground-up, in-house design, allowing Tesla to optimize their sedan in ways never possible with the Roadster.

To that end, the Model S battery pack forms an integral part of the vehicle structure. Rather than having a case just to carry the approximately 7000 battery cells, the outside of the pack also acts as a structural member. Attaching the PEM (or Power Electronics Module) directly to the motor and gearbox improves efficiency by minimizing the length of electrical connections.

Tesla promises that the Model S battery pack will be “the world standard and well set a new benchmark in energy density” and we don’t doubt it, but the company won’t disclose the pack’s weight or capacity. Peak output will be somewhere around 300kW, which translates to roughly 400 hp, and they say the biggest battery will give the Model S a range of 300 miles.

Smaller capacity batteries will be available later, as we’ve heard, but they will retain the same external dimensions (a requirement because of the structural outer shell of the battery.) They will also use different chemistry for less range, which will likely keep them less expensive though likely not much lighter.

With the pack located beneath the vehicle floor, Tesla has designed for very quick battery pack swaps (in about a minute) provided the infrastructure for pack-swapping becomes available.

During our visit, we saw workers working on several of the twenty so-called “Alpha” cars that have already been built. The fleet of Alpha cars will be driven over the equivalent of 250,000 miles in a few months for durability testing . Crash-testing is currently in progress, and engineers are working directly with the managers who will be working at the Freemont, CA plant where the Model S will be built to optimize the car for ease of assembly and quality. “Quality is designed in from the outset. It’s not dependent on whether the line workers have the right screwdriver,” says an engineer who previously worked with a large-volume English carmaker not known for, um, reliability.

The Alpha cars were built by hand in Michigan. This summer, the first Beta cars will start to come together, assembled by the suppliers that will eventually transfer their equipment to the Freemont plant. Beta cars will be built in batches and will be used for fine-tuning. And then the Tesla Model S is scheduled to go into real series production.

Not in the USA: 2011 BMW 530d Wagon

2011-07-24T09:15:00.000-07:00

The BMW 5-series Gran Turismo is a thorn in the side of fans of the German brand’s 5-series wagon. The sedan meets wagon meets SUV has left long-time BMW enthusiasts scratching their heads due to the Gran Turismo’s weight, less-than-sporty styling, and subpar (for the brand) driving dynamics. As is common with this type of vehicle, it tries to be everything and as a result, it shines in very few areas. The Gran Turismo (GT) was offered alongside the last generation 5-series wagon (E61) and sedan (E60) during the 2010 model year. For 2011, Americans had only the choice of either the new 5-series sedan (F10) or 5-series GT (F07). A new 5-series wagon (F11) is available but not in the States. BMW USA product planners don’t see room in the market for both the GT and the wagon. I recently spent 10-days in England in a 530d SE version of the wagon to see if we are missing something in the USA.

The newest 5-series sedan and wagon both moved away from the Chris Bangle design of the previous version and picked up a style that’s a mix of the soon to be replaced 3-series (E90/E91/E92) and latest 7-series (F01/F02). The interior is heavily influenced by the 7-series as well. Compared to the old 5-series wagon, the new car picks up a bit more space inside and the rear seats are able to fold in 3-sections (40/20/40 split) by either buttons on the top of the rear seats or with release levers inside the cargo area. An interesting feature that BMW recently previewed but wasn’t on our test car is the ability to open the tailgate by moving your foot under the rear bumper (as long as you have the key in your possession). It’s a nice trick to use when your arms are full of grocery bags or children. Despite the bump in size, the BMW wagon still gives up some cargo space compared to its Mercedes E-Class competition. The Mercedes is also the only car in the class to offer two additional rear-facing jump seats.

The Mercedes may still offer more space and people carrying ability but the BMW has always been more about driving dynamics than outright interior volume. The new 5-series sedan has taken some heat in the international press due to its driving dynamics. The wagon doesn’t change this complaint. The only mechanical difference between the wagon and the sedan is that the rear springs are auto levelling air compared to conventional springs in the sedan (this was also the case with the E61). When you’re really honking on the BMW on the back roads, the 5 wagon can still dance and make ground quickly but not with the same level of driver’s involvement as previous versions of the 5-series. The car feels softer and heavier and the new electric power steering just doesn’t offer the same feedback and tactility of BMW’s hydraulic systems. It’s interesting that BMW also fits electric power steering to the four-cylinder-powered 3-series models in Europe. I tested a 320d M Sport wagon in England in 2010 and I found the steering miles better compared to this 530d wagon. Volkswagen and Ford also build impressive electric steering systems so you can’t just blame it for not being hydraulic. I think BMW can make the new 5-series drive far better without a major rehash of the mechanicals of the car. It may just be a matter of tweaking and development. Behind the wheel, you can fiddle with the various chassis settings but the car just never feels right.

Speaking of settings, I’ve been surprised how many reviews of the new 5-series have failed to clarify what options are fitted to the test car. The 5-series (sedan and wagon) offers a multitude of different suspension, steering, and wheel options that make a huge difference on how the car drives. As an optional extra, you can fit active steering (which includes rear-wheel steering and is only offered on rear-drive 5-series), adjustable dampers, and active sway bars. Our 530d had the active dampers and sway bars but did not have active steering. Wheels and tires are another can of worms in the voodoo world of ride and handling balance. The 530d comes standard with 17-inch wheels and run-flat tires. Our car was fitted with the plus-two setup, 19-inch wheels with Goodyear Excellence performance run-flat tires (245/40-YR19). The large wheels and low profile run-flat tires cause the BMW to ride especially rough over broken pavement. The ride isn’t necessarily poor but there is a large amount of shutter and crashing through the cabin when running over less-than stellar pavement. Without testing other setups back to back, I’d say the 18-inch option is the way to go for the best aesthetics to ride quality balance. I found the combination of the low profile tires with the suspension in sport mode to be especially harsh but nice for ultimate grip and control in the corners. Sport mode also adds a nice dose of additional body control at the expense of rebound dampening that is too aggressive. Still, most UK road tests reveal that active dampers are a must-have option for the best ride quality. To make things more complicated, BMW also offers a non-adjustable sport suspension on M Sport model wagons and sedans but the suspension setup goes back to SE specification (like our test car) if you spec the optional adjustable dampers. The available active steering is another grey area. I have not personally tried it but I’ve never been a fan of the system in other BMW models. Reviews of active steering in the 5-series by the UK press have been mixed. So, it’s quite clear that the multiple combinations of options on the 5-series make it a “must try before you buy” vehicle. I recommend having a go in multiple configurations before pulling the trigger.

Press Kit or Explosive Device? Acura Promo Shakes Up Ann Arbor

2011-07-24T09:07:00.000-07:00

What started as a clever way to play up the latest Marvel superhero picture — Thor, for those of you who’ve never stepped foot in The Android’s Dungeon — wound up triggering a bomb scare in downtown Ann Arbor, Michigan — right in front of our office — earlier this afternoon. So, how’d this excitement come to pass? Earlier this week, we received a large, ungainly package from Acura’s ad agency, which contained a large black box billed as an agent test kit for the “Strategic Homeland Intervention, Enforcement, and Logistics Division“ (spoiler alert: S.H.I.E.L.D is the government agency charged with investigating Thor’s arrival on earth).

Inside, a number of “tests” — including one that required the user to reanimate a (fake) scorpion with a sugar cube — were designed to be clever — if not somewhat nerdy — ways to incite a laugh, and inscribe Thor into our memory banks. We found the execution odd, what with the fake toggle switches, vial of blue fluid, and one test that referenced detonation, but chuckled, and sent it into our recycle bin. It, along with other recyclables, were collected and placed at the corner of Fourth and William, where they sat for two days before our collection company picked them up.

We’d forgotten about the box until this afternoon, when we noticed growing commotion from down below.

Police began diverting traffic away from Fourth Avenue shortly after 1:00 pm, and directed pedestrians away from the area (interestingly, our building was never evacuated nor notified of the going-ons below).

Early reports suggested a suspicious package had been found at the post office across the street, but as details continued to make their way upstairs, we’d heard said package was actually found on the west side of Fourth Avenue. In the mean time, the FBI, ATF, U.S. Marshals, and the Michigan State Police made their way beneath our windowsills.

That sparked a memory, prompting us to run again to our windows. Most of the recyclables were gone, but for some reason, the Thor box, with Acura and Thor logos (and “In Theatres May 6″) plainly visible for the world to see, was still sitting at the curb. Was this novelty causing all the excitement?

Yep. Turns out a passerby spotted the box, its unusual switchgear and the word “detonation,” and pointed it out to a police officer. Thanks to a bomb threat that had apparently been phoned into the bus station down the street, all hands were promptly called to deck.

Associate editor Eric Tingwall placed a call into the AAPD, and promptly identified the package as being nothing more dangerous than press materials and cheesy jokes. Bomb squad technicians — dressed to the nines in Kevlar — quickly moved in, scanned the box, and issued the all-clear shortly after 2:15 p.m.

All’s well that ends well, but one thing’s for certain: we’ll be keeping a little closer eye on our recycling service’s pick up performance from now on.

How I’d Save the Lincoln Town Car

2011-07-24T09:00:00.000-07:00

In his latest self-aggrandizing book, Car Guys vs. Bean Counters, Maximum Bob Lutz talks about running into the inept, choleric Chairman of General Motors, Roger Smith, in a hotel lobby in Europe. Lutz characterizes Smith as “The man who locked GM into ‘all front-wheel-drive.” Talking about the then-forthcoming rear-wheel-drive Ford Sierra, Smith fumed that “The whole world is going to front-wheel drive. Everybody! The whole industry! You’ll be all alone, and the Sierra will be a flop!” Lutz goes on to say, “Well, the whole world didn’t, and the Sierra wasn’t…”

Unfortunately, Smith’s illogic about “all front-wheel drive” has found another unhappy home — at Ford. I don’t know who the Smith surrogate might be. Derrick Kuzak, Ford’s Global Product Development chief? Alan Mulally himself? Someone must be responsible for the fact that there is no replacement plan for the Lincoln Town Car, and all Lincoln cars will henceforth be front-wheel-drive. This is, of course, a very bad idea. A decade or so back, there was an air-suspended puffed-up Taurus sold as the Lincoln Continental four-door. Didn’t last in the market, didn’t sell very well.

Our sister magazine, Motor Trend, notes in the August issue that “Ford brass knows Lincoln needs distinct product and a modern rear-drive platform…” but doesn’t think it can afford one. The solution is at hand, very inexpensively, but no one at Ford seems imaginative enough to do a bit of in-house hot-rodding to turn the fully-amortized, very satisfactory but obviously very ancient (1979) Panther platform into a profit center. Panther is the platform underlying the (highly profitable) Crown Victoria and Lincoln Town Car. If you haven’t examined one of these things recently — there has been no PR work, no road tests, no technical articles concerning Panther for years — you may not be aware that the front crossmember is a massive alloy casting visually entirely worthy of an Aston Martin, complete with a front-steer rack and pinion steering box. It is very solidly reliable in taxi, limo and cop car service, and has been from around 2003. The chassis frame is dirt simple, with parallel side rails that can be — and were — made in different lengths at essentially no cost. Yes, it’s a hunk of ironwork, but it’s cheap, cheap, cheap. And strong. And adaptable. And long-since paid for.

True, there’s no independent rear suspension. But there must be four or five fully-tooled IRS systems in the Ford warehouses. Mustang Cobra, Ford Explorer, Lincoln trucks, who knows what could be cobbled together quite easily from existing components, already paid for? There are any number of clever guys in Southern California, and plenty in Dearborn, who could put something together very quickly. I know, I know, separate chassis frames and bodies are so old-fashioned, only clunkers like the Corvette still using them. And there is another clue: Corvette chassis frames are made in both steel and aluminum, hydroformed inside the same tools as far as I know. Could A. O. Smith, manufacturer of the Panther chassis, make the same thing in alloy? Since GM does it, Ford can do it — Ford has made a practice of following GM leads since the days of the fabled Whiz Kids in the immediate post-war period.

The most successful Ford product of the Henry II era was the Mustang, a re-jiggered Falcon that used existing parts to make an imaginative whole. It seems to me that the existing Town Car/Crown Vic platform could easily and cheaply redone with i.r.s., an aluminum engine from existing engineering stocks and a new, optimized body shell in the same way. It wouldn’t be breaking any new ground technically, unless a big effort were made to innovate in the structure of the body, but it would give Lincoln the front engine, rear-drive car it so desperately needs, and with some intelligent styling and engineering it would give Ford most of that taxi and police business it is throwing away with the abandonment of the Panther.

Sure, it’s old. So what? There’s a big market, it’s accessible for not much capital investment, and a suitable set of low-investment products could fatten up the bottom line of the company we all admire for not screwing the taxpayers with a fix-is-in quick-rinse bankruptcy. Ford has the hardware, the designers, the engineers and the need. Does it have the will? Does it have the courage to ignore eventual criticism about using a 32-year-old base for contemporary profits? I say there ought to be a 2013 Town Car, and they ought to get to work on it right now.

Diesel do it

2011-07-24T08:50:00.000-07:00

I’ve been intrigued by the idea of diesel engines for cars for a very long time. I was still in high school when the impressive Cummins Diesel Special’s took the pole at Indianapolis in 1952, suggesting a revolution in the making. But it actually took more than half a century before a diesel engine would win a major motor race. Ten years after the Cummins achievement there were two diesels on sale in the US, from Peugeot and Mercedes, both of which liked to claim that they were first to offer production diesels in their home markets, although a Citroën Rosalie wagon preceded them . They were noisy, smelly, slow and tedious to operate: you had to wait for an interminable period (well, actually just a minute, but it felt long) for a glow plug to heat up the combustion chamber so the engine would light off, and when you wanted to stop, you had to pull out a plunger that did something to cut fuel flow.

In 1968, I spent almost a month driving around Europe in a Peugeot 204 station wagon equipped with a small (1255 cc) high-speed (5000 rpm) 46 bhp diesel. It was still noisy, smelly and slow, but also fairly nimble and certainly extremely economical. That experience led me to write a piece praising the possibilities of diesels in a 1969 issue of Motor Trend, in which I made the controversial suggestion that should diesels ever come in America, they should be in Cadillacs, air-conditioned and fitted with automatic transmissions to hide the fact that diesels did not accelerate well, and were all out of revs very early, requiring a driving technique antithetical to US habits.

During the last ten days or so, I’ve had a crash course in the latest diesel technology, or at least part of it. First was a seminar at the Mortefontaine test track north of Paris, where Renault showed off its latest 130 bhp diesel, a 1600cc four-valve four cylinder engine. It replaces a 1.9 liter engine of the same power, but saves 20% of fuel and almost — but not quite — qualifies for a bonus for low CO2 emissions. The design leader for the R9M project, Philippe Coblence, held the same job at Renault’s Formula One operation when the company developed its championship-winning V-10 engines.

Using only 25% of carryover parts from earlier 2.0 liter fours and 3.5 liter V-6 diesels, the new 1.6 liter, four-cylinder, four-valve DCI 130 engine develops the same power as its 1.9 liter predecesor, weighs no more despite the addition of numerous poullution-reducing accessories, and is both quieter and noticeably better in drivability. Drawing on F1 practice, it is a “square” engine, with more and stroke close to identical, giving more surface area for bigger valves.

Just a few days after driving the Renault engine, I was in Barcelona to try the newest Citroën crossover, called DS 4. A fairly clumsy car intended as a combination crossover-SUV-sedan, it was tuned to be “sporty” in gasoline form, with a rorty exhaust sound that was quite quickly tiring. When my French colleague and I tried the same car with its diesel engine we found it far more pleasant to drive. With the same tire-wheel combination, it had plenty of grip, but we were spared the exhaust noise and the need to change gear as often – the massive torque of the diesel making for a more relaxed but equally quick run. The gasoline engine makes 275 newton-meters of torque between 1700 and 4500 rpm, while the 40 bhp less powerful diesel churns out 340 Nm between 2000 and 3000 rpm.

But the real clincher that diesels are really here as superior automotive powerplants comes from driving a couple of thousand miles in a BMW 530d, a three-liter, 245 bhp diesel that used a lot less fuel than a two-liter Renault I owned a few years ago and used on a similar run in Italy. Driving from Paris to the Dordogne, to Geneva and on to Lago Como, I could set the cruise control at whatever speed I liked and the car would hold it effortlessly. The wind noise was greater than the engine sound, and there was very little of either. The BMW is, thankfully, not Lexus-quiet, but always assures with the subdued sound of well-engineered machinery. To cruise for hours at a legal 82 mph while getting 33 mpg is really satisfying. Knowing that you could push the speed up to 140 mph effortlessly is really reassuring. The same engine, in a different state of tune, is offered in the 535d where it makes 306 bhp, gets to 62 mph in less than 6 seconds and — at least according to BMW France’s PR leader — uses no more fuel in normal driving.

Hybrids, electrics, fuel cells, all the techniques being explored for daily drivers are worthy experiments, but for right-now use, European-standard diesels will beat anything else on American roads. Sure, you can go faster with a supercharged 7 liter V-8, but not legally, not on public roads. I really don’t hold much brief for diesel racing cars now, but I surely am impressed by what can be accomplished with a multi-valve, electronically-controlled, catalyized low-pollution compression-ignition engine in normal sedans, wagons and SUVs.

The Cadillac CTS Wagon That Never Was

2011-07-24T08:41:00.000-07:00

I just spent a night with a 2011 Cadillac CTS-V wagon, and I can’t help but feel a little grateful. Grateful that Cadillac not only saw fit to launch a five-door version of its latest CTS (along with such an awe-inspiring performance version), but also that the end product was a far cry from the company’s first attempt at a CTS wagon. About a year or so back, I was driving by a GM-owned parking lot in Metro Detroit that was filled with vehicles slated for disposal. Something caught my eye — I thought I saw a first-generation Cadillac CTS, but I also thought I glimpsed an elongated roof and an extra set of pillars. Was I seeing things?

Not exactly. I circled back, and peered through a fence from the safe haven of a sidewalk. Sure enough, tucked alongside other engineering mules and scrapped vehicles was a design mockup for a first-gen CTS wagon.

The 00-00-00 license plate, coupled with a number of faux trim elements peeling from parts of the car, indicated this spent most of its life within GM’s design studio, and likely never moved under its own power. But the thing was still captivating — not only was it evidence Caddy had considered a CTS wagon before, but a high-riding, butched-up wagon designed to appeal to SUV-loving buyers.

The end result looks a little like an American knock-off of Audi’s not-so-successful A6 Allroad Quattro. In addition to the tall stance and large wheels, designers were apparently also working on adding anodized front and rear skid plates, grey cladding along the rockers, and matching grey bumpers out back.

This all suggests Cadillac was considering adding all-wheel-drive to the CTS line way-back when. That was certainly plausible, considering two other variants of the Sigma platform were capable of delivering power to the front wheels, but it would have been new for the CTS itself. Although the second-generation was (and is) sold in AWD form, the initial model never was.

What I’d like to know is exactly when this idea came about. I can’t help but think this steps closely on the toes of the original SRX, which not only shared its Sigma platform with the CTS, but always felt a little more wagon-like than many of its competitors. I wouldn’t be surprised if this concept was nixed after Audi canned the Allroad in the states, opting instead for conventional SUVs and crossovers instead.

That’s a mystery I may never solve. Few at GM seem to remember the project, or those who do remain silent, apparently in the hope they’ll someday forget. Regardless, the mockup itself is history (literally; it was demolished a week after I shot these photos), but thankfully the idea of a CTS wagon wasn’t so easily dismissed.

Champagne Diamonds - The best way to compliment Fashion Week's HOTTEST color trend

2011-06-06T06:02:00.000-07:00

I know you’re all sulking, myself included, that summer is over. Yes - its over! And although change is sometimes more frightening than being caught wearing linen after Labor Day the good news is we once again have a 'legitimate' reason to shop.

As both a New Yorker and a fashion lover, there’s no better reminder of this than New York’s famed Fall Fashion Week. We all know that what comes down the runways during this acclaimed week in September will set the stage for the must have trends that will hit our favorite stores come Spring 2011.

Now as much as it pains me to say it, I didn’t make it inside of the tents but I did make it my mission to know exactly what was going on behind them. My research found that what was going on behind the tents wasn't much different than what was actually occurring outside of them.

Not making sense? Think a bit harder! What else is synonymous with Fall? Here’s a hint – Color! Leaves in every possible shade of beige, yellow, gold and orange begin dressing the trees (pun intended).
Show after show I saw ensembles of earthy hues walk the runways of top designer's including Rebecca Minkoff, Michael Kors, Donna Karen, Derek Lam and Charlotte Ronson to name just a few.

Prada

Richard Chai LOVE

More striking than the unique differences in each of the collections is the striking commonality - the color palettes used! Hues from light beige to cognac and browns were everywhere, and as you know it’s not only cut and style trends that make a look current but its color that really pulls a look together. This earthy color spectrum is fashion's most decadent neutral and the trend doesn’t end with clothing. It translates into jewelry as well and what better way to accessorize the season's hottest looks than with Champagne Diamond jewelry. With soft, radiant tones and exquisite shades from light champagne to rich brown, natural color Champagne Diamonds radiate warmth, sophistication and beauty which make them the perfect accompaniment to your wardrobe.

This season, take a lesson direct from New York's runways and make ChampagneDiamonds your jewelries most decedent neutral!

Champagne Diamond Design Competition

2011-06-06T05:58:00.000-07:00

Diamonds have a life of their own. This was proved true at the Rio Tinto Champagne Diamond Design Competition, where four competitors succeeded in bringing champagne diamonds to life by combining the warm range of light champagne to deep cognac colors in their expressive and inspired designs.

Evelyn Huang of evelynH Jewelry Inc. was named the "Champagne Visionary" as the 1st place winner of Rio Tinto Diamond’s Champagne Diamond Contest! In her piece, "Bulles de Champagne Collier", she wanted to create a champagne diamond necklace that conveyed elation, joy, and spirit. Rio Tinto is honored to award Evelyn Huang with the title of Champagne Visionary for her beautiful necklace that best highlighted the range of light champagne diamonds to the deeper tones.

Joana Miranda was awarded the second place "Champagne Wishes" title for her "Champagne Tango Earrings". Her love for the tango comes across in the movement of these graduated color champagne diamond earrings which appear to twist magically through the ear.

The third place, "Champagne Evenings", was awarded to Graham Edney. He brought butterflies into his gorgeous design: a delicate yet bold pair of butterfly drop earrings. These gorgeous babbles made of marquis diamond back cut peridot were topped with a Tsavorite stem. This unusual design stems from his couture design studio work in Santa Barbara.

Vincent Bisazza, on behalf of Charles Koll Jewellers in San Diego, was awarded the fourth place prize entitled "Champagne Days." He designed a gorgeous brooch called "Flute", composed of a stunning range of champagne diamond colors. These colors made the brooch seem to move whimsically in the light as does bubbly Champagne in a crystal flute.

Congrats to the four winners of the Rio Tinto Design Contest!

Where do champagne diamonds come from?

2011-06-06T05:52:00.000-07:00

Rio Tinto’s Argyle Diamond Mine in the rugged and beautiful East Kimberley region of Western Australia is the world’s largest producer of champagne diamonds. The East Kimberley is a land of rugged mountain ranges, deep gorges and arid savannah within which lie pipes of lamproite, diamond-bearing ore.

The Australian Aborigines who are traditional owners of the land in the East Kimberley believe that the diamonds were formed when a barramundi fish escaped through a spinifex net. According to that myth, the colors of the diamonds mined from the red earth of the region come from different parts of the barramundi.

Rio Tinto’s Argyle Diamond Mine operates in partnership with local communities within this region, ensuring that it provides a legacy of stronger, healthier communities, and that the rights of traditional owners are observed and respected.

Romantic Timing

2011-06-06T05:02:00.000-07:00

When you want to express your love for another, you often like to have it be a day to remember. Having it be a romantic day in her heart makes it stand out. Here are a few reasons why Valentine’s day is a great day to state your love.

Romance

Valentine’s day has always been thought of as a romantic holiday. It is thought to be a day of love. Somehow making your proposal romantic is easier when romance is already in the air.

Easy To Remember

Often people like to celebrate their proposal day. Making that day be Valentine’s day makes it easier for you in the future as it is a known holiday. It sets you up for success.

Making It Special

Using a known holiday actually makes the event a bit more special. They cared enough to propose on this day of love.

Whether you are showing your love with a promise ring or proposing marriage with an engagement ring, Valentine’s day is a sweet day to express yourself.

See great Engagement ring deals including our favorite Diamond Engagement Rings for under $500 to express your sentiments within your budget.

Best Wedding Engagement Rings Under $650

2011-06-06T04:57:00.000-07:00

When looking for an engagement ring, you want a ring that shows your love, will last forever and you and your intended will adore This doesn’t mean that a wedding engagement ring needs to break your budget! With wise shopping, you can find the ring that will delight you .. and your budget. Here are many affordable engagement rings for under $650

When looking for an engagement ring, often you want one with a symbol that works for you. This ring is often called a “past, present, and future” ring – a ring that says I will love you forever. It could also mean hope, charity and love or whatever 3 words symbolize your relationship with your beloved. We love how it sparkles and the value you are getting in this ring. Often found for a much higher price, this 14K White Gold 3 Three Stone Round Brilliant Diamond Anniversary Ring (1 cttw, GH/I1) – Size 6 is available at a fraction of its original price. A beautiful ring at the right price.

Getting a wedding ring set can save you money, make certain that your rings match, and look extremely stylish. If you want a ring with the latest fashion that also looks big, consider this fantastic 1/2ct Pave Princess Diamond Bridal Set in 14k White Gold (GH SI3 Size 4-9). Both rings sparkle and delight. A gorgeous ring set that brings smiles.

Sometimes, simple is best. A simple single diamond to say, “I love you”. Nicely set to be truly elegant. We adore this 10k White Gold Marquise Solitaire Diamond Engagement Ring (1/2 ct, J-K Color, I2-I3 Clarity) as it looks lovely and is perfect for ones who appreciate the simple things in life. An unusual cut makes this ring even more stunning. A diamond shaped ring for the diamond of your heart.

If after looking at your budget you want to see what less expensive rings are available see: Engagement Rings Under $500 for more choices.

Great Diamond Engagement Rings Under $1000

2011-06-06T04:49:00.000-07:00

Finding the perfect wedding engagement ring is a wonderful quest. Yet, often people can be dismayed at the price! We are hoping to help you find the ring of your dreams at an affordable price. Engagement rings really can fit you budget – and you can get much more than you thought was possible when you look for ring deals. Here are several that we think are the best out there. All of them are at least 50% off. Most are more than 75% off. This makes your money stretch much further.

When you want pure beauty with a several stones, this is the ring for you. This 14K White Gold Engagement Ring – 1.10CT Round Cut Diamond Ring(H-I Color, I1 Clarity) looks and feels gorgeous. We love it! After ordering, email them to make sure you get the size you want. They carry all sizes so you will get a custom fit ring at a great price.

When people are active, they need a ring that won’t catch on anything. Solitaire diamonds are gorgeous, yet you will find that they can catch or rub on things you didn’t realize were there. A channel set ring is much more comfortable for active people. This 14k White Gold Round Cut Nine Diamond Ladies Womens Channel Set 9 Stone Wedding or Anniversary 4mm Ring Band (.78 cttw, G – H Color, SI2 Clarity) may still need some care, but it is much easier to do things with your hands. It also looks glamorous . It sparkles from all directions.

Traditional engagement rings often have a single stone. Yet, when looking for rings under $1000, one usually finds diamonds that are about 1/2 carat. We happily found one that is 3/4 carat. This 3/4ct Round Diamond Solitaire Engagement Ring in 10K White Gold (Sizes 4-9.5) seems like a find to behold. It is a great ring at an outstanding price.

If you want to be a little less traditional — and go with the latest trend, try a black diamond engagement ring. Colored diamond rings are very popular in Hollywood. Carmen Electra wears a black diamond ring. This 14K White Gold Round 3 Stone Black Diamond & White Diamond Dazzling Band (1.00 ctw) – Size 7 is much less expensive. It show love and commitment through thick and thin.

Interesting Alternative to a Diamond Ring

2011-06-06T04:45:00.000-07:00

They say a diamond is a girls best friend, but it is hard to be best friends with something you are too worried about taking out in public. There are a lot of women that are not wearing their diamond engagement rings because they are afraid they will lose the ring, it will be stolen from them or that they will damage it somehow. These fears are justifiable because the ring probably cost more than a months salary and there have been a lot of horror stories about things that have happened to fancy diamond engagement rings. However, not wearing the ring your man paid so much for does seem a little unfair.

What about an alternative? If you could find an engagement ring that gave you the look and the grace of a diamond, without actually being a diamond, would you be interested? With a moissanite engagement ring you will be able to afford a larger size stone than if you were to go with the over priced diamond. Your friends will be rather impressed! And since a lot of the newer moissanite engagement ring options are rather impressive looking, no one will be able to know that it is not a real diamond on your hand.

Also, you will be able to wear the moissanite ring just about everywhere you go because you will no longer have to live in fear of something happening to a ring. It really is silly to let a little piece of jewelry have so much control over your life. With a moissanite engagement ring, you will be able to show off your love any time and for however much you want. You won’t have to wait for super special occasions to wear the engagement ring.

In addition to all of these wonderful benefits for the woman wearing the ring, there is a benefit for the men as well. Since this is not a real diamond, the prices are much more affordable. There is no pressure to go bankrupt for the “perfect” ring. With the money saved, bills could be paid, groceries could be bought or maybe some money could be set aside for the wedding. It is never too early to start planning ahead for such things, especially since you are looking to buy an engagement ring.

If you are still not real sure about whether or not a moissanite engagement ring is right for you, try finding one that you can look at in person. See if you can spot the difference between the moissanite and the diamond. Most likely, you will not be able to. That right there may be enough.

That said, these are different stones, and some people only want the “real” diamond. So make sure to verify with your intended before buying one.

Eva Longoria & Tony Parker’s Piaget Wedding Bands

2011-06-03T11:39:00.000-07:00

Just a couple days ago on 07/07/07, Desperate Housewives’ star Eva Longoria married Tony Parker, the championship NBA basketball player from the San Antonio Spurs. With two high-profile stars getting hitched at a star-studded wedding event, you just knew that they were not going to skimp on their wedding bands. The two stars sealed their love and marriage with these two beautiful and unique Piaget wedding bands.

The rings are each made of two bands that are “inseperably linked, turning together for eternity.” Now isn’t that quite the romantic touch? Eva’s ring features double rows of brilliant cut diamonds, which are divided by a row of 27 square cut diamonds down the center. That makes for a total of 107 individual diamonds on this super sparkler! Eva’s band itself is made of 18k white gold, like Tony’s, which is a much simpler ring. Both of the rings also have a personalized French engraving on the inside, which was added at the couple’s request.

Eva also choose to give her husband a true one-of-a-kind timepiece as a wedding gift. The watch Eva had crafted is a customized version of the Piaget Polo watch featuring a the number 9 filled with 50 beautiful diamonds (Tony’s jersey number), a 43mm white gold case, and a slate grey 18K gold and titanium bezel and matching slate grey dial. Wow, what a gift!

The Round Brilliant Diamond

2011-06-03T11:31:00.000-07:00

- The round brilliant cut is one of the most frequently used cuts in diamonds. Round brilliant cut diamonds are considered the classic traditional cut. Many people who purchase diamonds as an investment item will invest in round brilliant cut diamonds.

Diamonds are divided into two halves. The top half is called the crown. It rests above the girdle, which is the center of the diamond. Below the girdle is the pavilion. The first brilliant cut diamonds appeared in the 17th century. They were called Mazarins and they contained 17 facets. Facets refer to a flat portion cut into the diamond. These original brilliant cut diamonds were called double-cut brilliants.

A Venetian man, Vincent Peruzzi, increased the number of facets to 33. These diamonds were called triple-cut brilliants.

The development of the diamond saw in the 1900’s led to the ability to create many more facets than before. Later, mathematical models were derived to determine the very best way to use a brilliant cut on round diamonds.

Today round brilliant cut diamonds have 58 facets. There are 33 facets in the crown and 25 in the pavilion. Modern brilliant diamonds also contain facets on the girdle, sometimes as many as 96. There are many variations of the round brilliant cut including the European cut,the English round cut, and the Victorian cut.

Round brilliant cut diamonds usually are the most expensive per carat weight. They make up a majority of the diamond sales today.

The Oval Diamond

2011-06-03T11:29:00.000-07:00

- If you like the general style of a round brilliant cut diamond, but want something a little less traditional, you might want to consider an oval cut diamond. Oval cut diamonds are similar to round diamonds in that they are both cut in the “brilliant” style. Oval cut diamonds can look as good as round brilliant cut diamonds, but they need to be well proportioned in order to look great.

Oval diamonds have a unique characteristic that you need to watch for if you are looking to make a purchase. Oval diamonds often have what is called a “bow-tie” effect. This refers to a dark spot in the middle of the diamond. Generally a diamond will have two of these spots which together looks like a bow tie. Diamond cutters will try to eliminate this as much as possible, but it is often impossible to completely erase. When you purchase an oval diamond, try to find one that minimizes this effect as much as possible.

There are several reasons that people chose oval shaped diamonds over round ones. First, oval shaped diamonds often look better in a three stone diamond setting than a round diamond. Second, some people prefer the oval shape because they feel it is more extravagant. Women with long fingers often look elegant when wearing an oval diamond. Finally, oval shaped diamonds are typically less expensive than a round brilliant cut.

The right oval cut diamond can make an excellent addition to your jewelry collection.

The Marquise Diamond

2011-06-03T11:28:00.000-07:00

- Are you looking for an eye catching diamond? Consider the marquise diamond. The marquise’s unique shape makes any piece of marquise diamond jewelry look extravagant.

Marquise diamonds are classifieds as “fancy cut” diamonds. They are cut in a very similar fashion to the round brilliant diamonds. They have the same amount of facets as the round brilliant cut diamonds which gives them a similar presentation. Marquise diamonds are sometimes called navette which is French for “little boat.” This is because the shape of the diamond resembles a boat’s hull. Marquise diamonds are similar to oval diamonds, however, they are stretched out a little more and they have pointed ends.

There are a few things that you will want to look out for if you are buying a marquise diamond. First, marquise diamonds, like oval diamonds, can suffer from a bow-tie effect. This manifests itself as two dark spots in the center of the diamond which resemble a bow tie. You will want to take a careful look at your diamond and avoid this if possible. Marquise diamonds also need to be well proportioned if they are to contain the sparkle that a round brilliant diamond does. A poorly proportioned diamond will often look a lot duller than its counterparts.

One very famous marquise diamond is the Cullinan VII. It is a piece of the famous Cullinan diamond which was found in 1905. The Cullinan diamond was 3,106 carats and was later split into smaller sections. One of these sections, the Cullinan VII, is a marquise cut diamond. The marquise diamond is 8.80 carats and was attached to a pendant. Queen Elizabeth II inherited this piece from Queen Mary although she never wears it. She says that it “gets in the soup.”

Marquise diamonds are unique in their long vertical presentation. They often make a very stunning ring which is certain to draw attention.

The Pear Shape Diamond

2011-06-03T11:26:00.000-07:00

- A pear shaped diamond conjures up images of engagements, love, and possibly even fruit, but do we really know what a pear shaped diamond is? Technically it is a slang term, meaning tapered at the top and round on the bottom, obviously deriving its name from its resemblance to a pear. The diamond has a very unique shape that also resembles a teardrop, making the jewelry possibilities endless.

The pear shaped diamond, also called a pendeloque, is actually a combination of the Round Brilliant cut and a Marquise cut. The reason it is usually cut into this shape is to retain its maximum weight. The pear shaped diamond, even two at the same weight, can vary slightly in shape making it a very unique jewel.

Diamond cutting has been around since the middle ages, before diamonds were actually used for jewelry. At first it started as simple polishing, to remove uneven or blemished facets of the diamond. Around 1476 Louis van Berquem became the first known person to cut a diamond into a pendeloque shape. Throughout the years many other shapes emerged but the pear shaped diamond has remained popular especially for pendants and earrings.

The world’s largest pear shaped diamond is the Cullinan I, also known as the Star of Africa. It weighs in at a hefty 530.2 carats, and is the largest cut diamond made from rough stone. It is currently now in the head of the royal scepter in the British crown jewels. The pear shaped diamond is considered exquisite and elegant, and has been described by many to be the “Teardrop of the Gods”.

Graff Unveils Diamond Waterfall and Petal Collections

2011-06-03T10:47:00.000-07:00

Luxury jewelers at the House of Graff, recently unveiled two of their latest collections, the Waterfall and Petal collections. Both collections feature a number of chandelier earrings and pendant necklaces.

The Waterfall collection pays tribute to one of nature’s most beautiful sights, a waterfall. With chandelier earrings dripping a cascade of gorgeous pear-shaped diamonds from an eight-petal flower in bloom at the base, this collection is definitely for the woman who wants all eyes on her. A matching pendant necklace is also a part of the Waterfall collection, and also features a large eight-petal flower with a “waterfall” of smaller diamonds dripping from it.

The Petal collection combines brilliant white diamonds with beautiful pink saphhires in both a necklace and set of earrings. The necklace is a pendant chain featuring four-petal flowers that come together to form a quaint quartet. Each of the petals in the flowers are made up of heart-shaped diamonds clustered around a beautiful pink sapphire. From the “bouquet” of flowers, a stream of white diamonds and pink sapphires dangle below. An equally beautiful and similarly styled set of earrings compliments the Petal collection’s pendant necklace very nicely. The Petal collection pieces are also available in a diamond and emerald arrangement, sure to make on-lookers green with envy.

Like always, if you have to ask the price… this is not for you. But if the price doesn’t scare you, you can check out Waterfall and Petal collections at the House of Graff showrooms located in select locations throughout the world.

About The IGI - International Gemological Institute

2011-06-03T10:45:00.000-07:00

The International Gemological Institute (IGI) is another of the world wide institutes dedicated to both the grading of diamonds and the continuing education of jewelers. It was founded in Antwerp in 1975, and grew from an original staff of three to over 450 professionals spread over a world wide laboratory network that includes New York, Hong Kong, Mumbai, Bangkok, Tokyo, Dubai, Toronto, Los Angeles, and Tel Aviv.

They claim to issue certificates on over 1 million diamonds yearly. Their customers include jewelers, retail stores, insurance companies, internet sales organizations, catalogue companies, as well as individual consumers.

The main service of the IGI is the issue of their Diamond Report which is a statement that attests to the authenticity of a diamond and gives an accurate report based on internationally recognized standards. Each diamond is scientifically analyzed by several gemologists, who use the most modern equipment available, as well as their own judgment and experience to produce the report. The report itself provides detailed information, but presented in language that makes it clear and understandable. Like the other major grading institutes they use the 4C method of grading. The 4Cs are carat weight, color, and cut. The diamonds are returned sealed in plastic containers, if this service is requested, to insure the report and the actual diamond match.

The IGI also provides educational services to people the world over who come to Antwerp to improve their knowledge of diamonds and colored stones. For those unable to travel to Antwerp, there is a Home Study Correspondence course to teach the essentials of diamond grading to jewelers.

About The EGL - European Gemological Laboratory

2011-06-03T10:44:00.000-07:00

Mr. Guy Margel founded the European Gemological Laboratory in Antwerp in 1973. Mr. Margel received his gemological training in the United States in the late 1960’s. He returned two years after the opening in Antwerp to open an American branch in New York, followed by another in Los Angeles in 1978. Currently the EGL is virtually world wide with laboratories in South Africa, Paris, London, Tel Aviv, Seoul, Istanbul, and India.

The stated mission of the EGL is to take the guesswork out of diamond buying by the use of diamond grading consultations and certificates that adhere to internationally accepted standards. The EGL is not in the business of selling diamonds, and are independent of any sales organizations. They deal with professional diamond wholesalers, retailers, manufactures, and diamond craftsmen. They also provide educational training through the EGL College of Gemology.

The EGL considers diamond grading to be more an art or at the very least an applied science rather than an exact science. They attempt to standardize grading criteria to maintain consistency from laboratory to laboratory worldwide. Although their reputation is good, and they are known for their consistency, there is a feeling in the diamond industry that their standards are a bit lower than their competitors overall. This makes them the institute of choice for holders of diamonds with lesser quality who hope to receive a higher rating on their certificate than might be received elsewhere.

The main function of the EGL is the grading of diamonds and the issuing of a World Wide Diamond Grading Certificate. The certificate records carat weight, color grade, clarity grade, and the measurements and physical properties of the diamonds. On request, the graded diamonds will be returned in a sealed capsule. The unbroken seal then assures the customer that the diamond inside matches the certificate.

About the GIA - Gemological Institute of America

2011-06-03T10:43:00.000-07:00

The Gemological Institute of America is the largest and perhaps most respected of the nonprofit Institutes that specialize in diamond grading, research, and education. It was founded in 1931; it has over 1,100 employees consisting of scientists, diamond graders, and educators. They are the publishers of an award winning quarterly journal, Gems & Gemology.

GIA is the creator of the world famous 4C grading standard of diamond value. The 4Cs are color, clarity, cut, and carat weight. They also developed the trademarked International Diamond Grading System. There grading standards are recognized worldwide by almost every professional jeweler as well as educated diamond buyers. The GIA Diamond Grading Report and the GIA Diamond Dossier are recognized as the preeminent diamond credentials.

Because of their reputation for strict grading and their excellent reputation, the GIA is usually the Institute of choice for high quality diamonds, and samples of all sizes and shapes arrive from every corner of the globe for analysis and grading.

Some of the famous diamonds that have been graded by GIA include the Hope Diamond (45.52 carats), the De Beers Millennium Star (203.04 carats), and the Incomparable Diamond (407.48)

Education is another important function of the GIA, and the highly prestigious Graduate Gemologist (G.G.) diploma is recognized widely as the mark of a senior professional jeweler. Even the White House and the United States Congress have sought answers on diamond related matters from the GIA. There own advertising claims that the GIA is where the bibles of gemology are being written every day.

About The AGS - American Gem Society

2011-06-03T10:41:00.000-07:00

The American Gem Society was established in 1934. The founders were a group of independent jewelers and Robert M. Shipley who had founded the School of Gemology at the Gemological Institute of America (GIA). Its purpose was to establish an association that would set and adhere to the highest possible standards with unquestioned integrity. The membership has always been very restrictive. This includes requiring a high level of gemological knowledge as well as completion of a course of study from the GIA, or the Gemological Association of Great Brain by firm owners or employees.

The AGS holds to a very strict Code of Ethics. Some of the prohibited business practices include misleading advertising, setting artificially high regular prices to offer fictitious sale prices, and bait and switch techniques. Any violation of the Code leads to quick expulsion from the Society.

Although not technically a grading institute, the American Gem Society does do diamond appraisals through the Independent Certified Gemologist Appraiser Firm of the American Gem Society (ICGA). Certified Gemologist Appraisers of the ICGA have the education and experience to provide valuation reports of all jewelry items including diamonds. The ICGA maintains a massive gemological library and a laboratory to assist the appraisers in making accurate identification and valuation reports on the stones. The process of valuation appraisal differs from normal Certificate diamond grading in that it is more geared to the individual needs of the diamond owner rather than concentrating on the carat weight, color, clarity and cut information.

Diamonds In The Rough

2011-06-03T10:34:00.000-07:00

Diamonds are considered the hardest substance in the world. A diamond is made from carbon, one of the natural elements; a natural diamond can take millions of years to form and requires lots of pressure and an incredible amount of heat to cause the carbon to crystallize. The only thing that can cut a diamond is another diamond. While most consumers are familiar with diamonds that are used for jewelry, most of the diamonds that are unearthed are smaller in size and less attractive than those sold for jewelry and thus mainly used for industrial or commercial purposes.

Today, about 50% of diamonds come from mines in Africa. However, diamonds can be found in mines all over the world including India, Russia, Canada and Australia. Most diamonds are hidden deep within the earth, usually only accessible by deep mines. Most mines are located in Africa, with the country of South Africa, Namibia and Botswana being the top producers. It is important to note that due to many nations in Africa being politically unstable, only a handful of diamond producing nations are allowed to sell their diamonds to the open market. The other nations that produce diamonds from their mines are called conflict diamonds and have specific sanctions against them, not allowing them to be sold.

Diamonds are usually mined by removing diamond ore from the mines and sifting through it via a process called diamond crushing. Diamond crushing is not as destructive as it sounds, usually diamond crushing takes into consideration larger size diamonds in order not to destroy valuable diamonds. From diamond crushing, the ore is sorted by density and diamonds are easily able to be picked out.

During the sorting process either X-ray fluorescence or grease belts are used to separate true diamonds from diamond ore. Diamonds easily stick to greasy materials than the other components of the ore. Today most mines use X-ray fluorescence rather than grease belts to sift and sort diamonds. Once diamonds are sifted and sorted thoroughly, a decision is made on whether the diamond fits the specs to be used as jewelry or solely for industrial use.

For people that love diamonds, you might be interested to know that what a diamond looks like when it is first taken from the ground and how it looks when it is nicely cut and polished on your ring are strikingly different.