Source (via www.autoblog.com);
http://www.camaro6.com/forums/showthread.php?t=413123
Showing posts with label Chevrolet News. Show all posts
Showing posts with label Chevrolet News. Show all posts
Tuesday, June 23, 2015
2016 Chevrolet Camaro Convertible Leaked
Nice looking car....
Leaked official images! Was posted on Chevrolet site, then removed.
Source (via www.autoblog.com);
http://www.camaro6.com/forums/showthread.php?t=413123
Source (via www.autoblog.com);
http://www.camaro6.com/forums/showthread.php?t=413123
Monday, March 31, 2014
Spied – Next gen Chevrolet Cruze completely revealednAutosBlog on Facebook
The first generation Cruze, a global success which gave GM a stronghold on the C-Segment for the first time, was launched at the Paris Motor Show of 2008. Now about 6 years later, the successor is ready and is reportedly going to use the media glare of the Beijing Auto Show that starts on the 20th of April to make an entry.
Like the new Hyundai Sonata, GM are using a completely new design which includes peeled headlamps, a large air intake flanked by LED daytime lamps, a flatter silhouette, crisp shoulder line, a kink at the rear window and a Camaro-inspired stoplight cluster.
The interiors also receive a complete makeover with brown suede, a multifunction steering wheel packed with buttons, a larger LCD screen and a dashboard with curved contours.
The 2015 Chevrolet Cruze would be powered by a 1.5-liter direct-injection petrol engine that produces 112 hp and 146 Nm. Higher models receive a 1.4-liter turbo that produces 147.5 hp and 235 Nm, as per Sohu’s report. The car is based on a new platform GM internally calls D2xx platform.
The standard gearbox is a five-speed manual unit, while a third-generation 6-speed manual and a 7-speed dual-clutch auto gearbox would come optional.
[Source - Auto.Sohu.com]
Source;
http://indianautosblog.com/2014/03/2016-chevrolet-cruze-spied-undisguised-126163
Thursday, February 27, 2014
GM put off ignition switch recall for years; 13 deaths linked to issue
Every manufacturer has recalls, but when something like this happens, regardless of the brand, it gives the whole auto industry a black eye....
by David Shepardson and Melissa Burden of www.detroitnews.com
by David Shepardson and Melissa Burden of www.detroitnews.com
General Motors Co. — which Tuesday doubled the
size of its recall for older cars with faulty ignition switches that
can cause air bags not to deploy in crashes — spent nearly a decade
studying the issue and repeatedly opted not to recall the vehicles or
pay for potentially expensive fixes.
The
Detroit automaker said it will recall more than 1.6 million cars
worldwide after reports of 13 deaths and 31 crashes linked to the issue.
The decision that came less than two weeks after the automaker insisted
it needed to recall only about 780,000 cars.
A
chronology of its actions turned over to the National Highway Traffic
Safety Administration on Monday showed GM downplayed the ignition switch
issue in prior years, including canceling in 2005 an approved redesign
of the ignition key head. By the end of 2007, GM said it knew of 10
frontal crashes in which air bags didn’t deploy — linked to the ignition
problem — but the automaker opted not to recall the cars.
GM
North America President Alan Batey said the company was “deeply sorry”
for the issue, a rare apology for the automaker over a safety issue.
 |
| All better.... |
“The chronology shows that the process
employed to examine this phenomenon was not as robust as it should have
been,” Batey said in a statement. “Today’s GM is committed to doing
business differently and better. We will take an unflinching look at
what happened and apply lessons learned here to improve going forward.”
GM
said some vehicles’ ignition switches weren’t tightened properly. The
company said if a heavy key ring is added or the car runs off the road
or experiences some other “jarring” event such as a crash, the ignition
switch may inadvertently move out of the “run” position. That, in turn,
disables the air bags.
GM had initially
defended the decision not to recall similar vehicles, suggesting most
deaths were at high speeds and that some involved alcohol.
GM
issued a dealer bulletin in December 2005 that warned dealers about
problems with switches and heavy key rings. It said owners should be
advised of the issue and “take steps to prevent it,” such as removing
unnecessary items from key chains.
GM
didn’t think the vehicles needed to be recalled for years because of the
low incidence of problems. It thought the notice to dealers was enough
because if the vehicle was accidentally shut off because the ignition
key moved, the driver would be able to steer and brake the car.
In
a sign of how serious the issue is, both GM and NHTSA urged owners to
only use the key for the vehicle when driving, after removing it from
the key ring and fob. Dealers will replace the ignition switch. Until
repairs are made, GM is urging drivers to use only the ignition key. GM
said the first parts will be available the week of April 7.
NHTSA
says it is in talks with GM on several issues “including the timeliness
of GM’s identification of the vehicle safety defect.”
Clarence
Ditlow, head of the Center for Auto Safety, said GM’s apology was
unusual. “General Motors made a terrible mistake when it failed to
recall these vehicles in 2006 when it knew exactly what the problem was
and how to fix it. At least 13 people have died as a result of air bags
failing to deploy in the cars covered by the expanded recall. By
apologizing, the company is hoping to avoid criminal penalties under the
Safety Act and only being fined $35 million, which is the maximum civil
penalty,” he said.
Sean Kane, a safety
advocate who often works with lawyers who sue automakers over safety
issues, said GM had no choice but to expand the recall. “The writing was
on the wall. This problem only gets worse for General Motors as time
goes on,” he said.
The issue is the latest
safety problem to dog the automaker in recent weeks — and it’s the first
major issue to face the automaker’s new CEO, Mary Barra.
The
recall now covers 1.37 million cars in the U.S. and a total of 1.62
million, including vehicles in Canada and Mexico. Earlier this month, GM
said it would recall about 619,000 cars in the U.S.
The
issue ranks among the more serious recalls in terms of total alleged
deaths in recent years, though is by no means the largest. Over a
decade, there were reports of 93 deaths linked to sudden acceleration
problems in millions of vehicles, but NHTSA confirmed a link in just
five deaths. Last year, NHTSA urged Chrysler Group LLC to recall 2.7
million older Jeep SUVs for fire risks after reports of 51 deaths in
rear collisions. More than 200 deaths were linked to faulty tires on
Ford Explorers in rollover crashes in the 1990s.
GM
said it knows of 31 reported incidents involving frontal crashes that
may have been linked to the recall problem, including most where the
ignition switch in the “accessory” or “off” position — a factor that may
have caused the front air bags not to deploy — including 13 front-seat fatalities.
In
the initial recall, GM said it knew of six deaths in five crashes. GM
spokesman Alan Adler said after the Feb. 13 recall notice, GM learned of
a sixth fatal crash in which two people died. The new recall also
includes crashes in Saturn Ions in which five other people died, Adler
said.
“We won’t be able to fix all the cars
at one time,” Adler said in an interview. “We’ll work with customers on
an individual basis.”
GM began
investigating the issue in 2004 after receiving a report of an ignition
key moving out of place in a 2005 Cobalt and the vehicle losing power.
GM replicated the problem in testing, but opted not to fix it “after
consideration of the lead time required, cost and effectiveness of each
of the solutions,” according to documents GM submitted to NHTSA.
After more reports in 2005 of problems, GM approved a redesign of the ignition key head, but later canceled it.
In
late 2005, GM told reporters that the service bulletin to alert dealers
to the problem and providing key inserts was enough. GM provided key
inserts under warranty for nearly 500 owners.
In
2007, GM employees met with NHTSA to talk about safety systems. NHTSA
told GM of a July 2005 fatal crash involving a Cobalt in which the air
bags didn’t deploy and the diagnostic module showed the key was in the
accessory mode.
GM began investigating the
issue and had learned of 10 frontal crashes by the end of 2007; data
showed the key was in the accessory position for four of the crashes.
By
2011, GM said its investigators had more examples but didn’t recall the
cars because many of the crashes involved high speeds and violent
impacts.
Last year, GM began investigating
the problem again. GM retained an engineering firm to help investigate
and found that the older switches weren’t as strong as ones built after
2010. In October, GM’s supplier turned over records that showed changes
had been made in 2006.
Adler said if GM had had all the information back then, “we would have acted differently.”
Jeff
Schuster, senior vice president of forecasting for LMC Automotive, said
GM could suffer some image backlash with this recall: “There is an
indication that they knew that there was an issue and decided not to
have a recall.”
GM will notify all affected customers and perform repairs at no charge.
Monday, December 23, 2013
Next Generation Chevrolet Camaro potential direction sketches
Following the first set of unofficial design renderings of the next sixth-generation Chevy Camaro is this second batch… and it is most certainly eye-catching.
The sketches seen here are somewhat of an evolutionary revolution — if such a thing ever existed — of the current fifth-gen Camaro, featuring aggressively-squinty front and rear fascias, a low roof line, and surface sculpting that whets our proverbial appetite, especially the intricate line from the front fender to the mid-door, along with the wide hips in the rear. Of course, those who thought that the 2014 Corvette C7 has “Camaro taillights” (it doesn’t) will unequivocally think that the sketch has Corvette taillights.
According to the Behance.com profile where we found the renderings, the creator is Jingxu Zhan from Detroit, Michigan. Having graduated from Shenzhen (China) Polytechnic Institute with a degree in Industrial Design in 2008, Zhan is currently pursuing a Master’s degree in Transportation Design from the Fine Art at College for Creative Studies, set to graduate in May of 2014
As a reminder, the next-generation 2016/2015 Camaro will ride on GM’s state-of-the-art rear-wheel-drive vehicle architecture known internally as Alpha and shared with the Cadillac ATS, 2014 CTS, and the returning Buick Grand National and GNX. The Chevy sports car is expected to decrease in size and shed weight, thereby addressing the biggest complaints with the current fifth-gen model.
Source;
http://gmauthority.com/blog/2013/12/yet-another-sixth-gen-camaro-sketch-to-awaken-the-imagination/
Thursday, February 7, 2013
Car and Driver: 2014 Chevrolet Cruze Diesel
I am very interested to see how this does....
BY ALEXANDER STOKLOSA of www.caranddriver.com
To pull the Cruze diesel out of its hat, Chevrolet first pulled a
2.0-liter diesel four-cylinder out of Opel’s Astra and Insignia and
dropped it into the U.S.-market Cruze, albeit with additional
exhaust-treatment gear to meet our more-stringent emissions standards.
The diesel marks the third engine option for the Cruze range next to the
base 1.8-liter four and available 1.4-liter turbo four, and enters the
lineup as an alternative to the fuel-efficient and lightweight Cruze Eco.
Chevy is positioning the Cruze diesel as a competitor to the Volkswagen Jetta TDI, and unsurprisingly, the sedan’s 2.0-liter diesel offers similar specs to the VW’s 2.0-liter oil-burner. The Cruze puts out 148 hp and 258 lb-ft of torque (an overboost function brings peak twist to 280 lb-ft for up to ten seconds at a time), numbers that compare favorably to the 140 hp and 236 lb-ft produced by the VW. Less favorable is the Cruze’s lack of a manual-transmission option; unlike the (rather sporty) Cruze Eco, which can be had with a six-speed manual, the diesel arrives only with a six-speed slushbox. It may not be sport, but Chevrolet estimates that the diesel will run from 0–60 mph in 8.6 seconds, a figure it says betters that of the Jetta TDI with its optional dual-clutch automatic.
Differentiating the diesel from regular Cruzes are a set of 17-inch aluminum wheels wrapped in low rolling-resistance tires, a taller 3.20:1 final-drive ratio, unique sound-deadening gear, standard leather seating, and an aerodynamics package cribbed from the Eco. Curiously, the Cruze diesel forgoes the Eco’s lowered sport suspension and lightweighting measures. In fact, between the 408-pound diesel engine and the addition of the exhaust-recirculation gear and 4.5-gallon urea tank (for the eponymous exhaust after-treatment fluid), the Cruze diesel’s quoted curb weight is more than 300 pounds heavier than that of the non-Eco Cruze turbo automatic.
The car’s porky weight penalty probably has a lot to do with its underwhelming fuel-economy parity with the lighter, gas-powered Eco. Chevy estimates the diesel will return an impressive 42 mpg on the highway, but—yes, there’s a giant “but” here—that figure is just three mpg higher than the auto-equipped Cruze Eco’s highway rating and matches the performance of the manual Cruze Eco. (However, we expect that in real-world use, the oil-burner will come closer to those EPA estimates than the turbocharged Eco.) At least the Cruze also matches the Jetta TDI’s highway performance, which is the same regardless of which transmission is doing the shifting.
Although any automaker likely would welcome having the problem of offering multiple 40-plus-mpg trim levels of the same model, we’re thinking the diesel’s Eco-matching efficiency might pose something of a problem. That’s because when the diesel’s $25,695 price is factored in, buyers will find that it costs $4010 more than the similarly efficient 2013 Cruze Eco automatic and $5205 more than the Eco manual. The gas-powered, 1.4-liter turbo Cruze 2LT, the trim level on which the diesel is based, costs $2560 less—but that’s still a steep premium for just a few extra mpg. Or no extra mpg, in the case of the Eco.
For its part, Chevrolet seems unperturbed by the diesel’s fuzzy value proposition relative to other Cruze models. The automaker prefers buyers instead compare the diesel Cruze to its key competitor, the Jetta TDI automatic, which costs $810 less but isn’t as well-equipped. Chevy also is pretty specific about who those buyers are—it’s hoping the same diesel-receptive folks flocking to VW dealerships to plunk down the extra cash for diesel models will give the oil-burning Cruze a look. We’ll have to wait until the Cruze goes on sale later this spring to see just how Chevy-receptive those buyers turn out to be.
Source;
http://www.caranddriver.com/news/2014-chevrolet-cruze-diesel-photos-and-info-news
GM’s last efforts to put diesel engines in U.S.-market passenger cars in
the 1980s were famously—or rather, infamously—half-baked, and turned
nearly a generation of American consumers against oil-burners. But in
Chevrolet’s new Cruze diesel, which is making its debut at the 2013 Chicago auto show,
GM probably doesn’t have to worry about its prior bad-diesel acts.
Compression-ignition engines have been gaining mainstream popularity
here in the U.S., largely due to their high fuel-economy numbers. That
the Cruze diesel is pretty far removed from a smoky ’86 Chevette bodes
well, too.
Chevy is positioning the Cruze diesel as a competitor to the Volkswagen Jetta TDI, and unsurprisingly, the sedan’s 2.0-liter diesel offers similar specs to the VW’s 2.0-liter oil-burner. The Cruze puts out 148 hp and 258 lb-ft of torque (an overboost function brings peak twist to 280 lb-ft for up to ten seconds at a time), numbers that compare favorably to the 140 hp and 236 lb-ft produced by the VW. Less favorable is the Cruze’s lack of a manual-transmission option; unlike the (rather sporty) Cruze Eco, which can be had with a six-speed manual, the diesel arrives only with a six-speed slushbox. It may not be sport, but Chevrolet estimates that the diesel will run from 0–60 mph in 8.6 seconds, a figure it says betters that of the Jetta TDI with its optional dual-clutch automatic.
Differentiating the diesel from regular Cruzes are a set of 17-inch aluminum wheels wrapped in low rolling-resistance tires, a taller 3.20:1 final-drive ratio, unique sound-deadening gear, standard leather seating, and an aerodynamics package cribbed from the Eco. Curiously, the Cruze diesel forgoes the Eco’s lowered sport suspension and lightweighting measures. In fact, between the 408-pound diesel engine and the addition of the exhaust-recirculation gear and 4.5-gallon urea tank (for the eponymous exhaust after-treatment fluid), the Cruze diesel’s quoted curb weight is more than 300 pounds heavier than that of the non-Eco Cruze turbo automatic.
The car’s porky weight penalty probably has a lot to do with its underwhelming fuel-economy parity with the lighter, gas-powered Eco. Chevy estimates the diesel will return an impressive 42 mpg on the highway, but—yes, there’s a giant “but” here—that figure is just three mpg higher than the auto-equipped Cruze Eco’s highway rating and matches the performance of the manual Cruze Eco. (However, we expect that in real-world use, the oil-burner will come closer to those EPA estimates than the turbocharged Eco.) At least the Cruze also matches the Jetta TDI’s highway performance, which is the same regardless of which transmission is doing the shifting.
Although any automaker likely would welcome having the problem of offering multiple 40-plus-mpg trim levels of the same model, we’re thinking the diesel’s Eco-matching efficiency might pose something of a problem. That’s because when the diesel’s $25,695 price is factored in, buyers will find that it costs $4010 more than the similarly efficient 2013 Cruze Eco automatic and $5205 more than the Eco manual. The gas-powered, 1.4-liter turbo Cruze 2LT, the trim level on which the diesel is based, costs $2560 less—but that’s still a steep premium for just a few extra mpg. Or no extra mpg, in the case of the Eco.
For its part, Chevrolet seems unperturbed by the diesel’s fuzzy value proposition relative to other Cruze models. The automaker prefers buyers instead compare the diesel Cruze to its key competitor, the Jetta TDI automatic, which costs $810 less but isn’t as well-equipped. Chevy also is pretty specific about who those buyers are—it’s hoping the same diesel-receptive folks flocking to VW dealerships to plunk down the extra cash for diesel models will give the oil-burning Cruze a look. We’ll have to wait until the Cruze goes on sale later this spring to see just how Chevy-receptive those buyers turn out to be.
Source;
http://www.caranddriver.com/news/2014-chevrolet-cruze-diesel-photos-and-info-news
Thursday, January 17, 2013
Leaked: The 2014 Corvette Stingray Convertible.
I got to say, I really like this in the Convertible form, not that the C7 coupe is anything less to look at....
Didn’t like the coupe? Here’s an early sneak peek of the production
convertible C7. Smaller 18/19” wheels and non-Z51 spoiler make their
first appearance.
Source;
http://theautoinsiderblog.com/post/40703849807/leaked-the-2014-corvette-stingray-convertible
Source;
http://theautoinsiderblog.com/post/40703849807/leaked-the-2014-corvette-stingray-convertible
Monday, January 14, 2013
Improved 2014 Corvette earns classic Stingray name
Wow, I am impressed! Beautiful looking car!
by Doug Guthrie of www.detroitnews.com
The Stingray is back.
Chevrolet's seventh-generation Corvette, unveiled Sunday night at a private gathering for VIPs and automotive journalists in a rambling, old industrial building on Detroit's east side, will wear the historic name introduced in 1963 but unused for the past 37 years.
"One of the last decisions we made on this car was whether to call it the Stingray," said chief engineer Tadge Juechter, indicating it was left to Ed Welburn, head of GM design to decide whether the new Corvette was worthy of the Stingray name again. "It wasn't a question at the end."
The 2014 Corvette is more powerful, more capable, more comfortable — and surprisingly, more fuel efficient.
It also is more curvaceous, restoring a bit of the classic Stingray look of the 1970s with a slim waist, bulging hood, raised front fender, and a fastback. Despite rumors, the new Corvette doesn't return the famous divided rear "split window" that appeared only on the original 1963 Sting Ray coupe.
Yes, Sting Ray was two words from 1963 through 1967. It became one word 1969 through 1976. Chevrolet trademarked the Stingray name in 2010 for a potential comeback.
Paul and Diana Haack of Crystal Lake, Ill., paid $1,200 to attend Sunday night's reveal inside the Russell Industrial Center. The National Corvette Museum in Bowling Green, Ky., where Corvette is built, sold 150 tickets online as a fundraiser; they were gone in 10 minutes.
More than 1,000 VIPs, media and enthusiastic Corvette fans cheered and applauded when the pounding rock music and flashing videos stopped and the covers were pulled off the car
"I remember sitting in a brand new 1963 Corvette Sting Ray in dealers' showroom when I was 12 years old," said Mike Julien, a retired accountant from Grand Rapids who has owned seven Corvettes and put a deposit on a 2014 model 18 months ago.
"To the younger people, Stingray is going to be an exciting-sounding name. To those of us who have owned and loved Corvettes, this is a wonderful link to that heritage," Julien said.
The Corvette is still a V-8 powered, front-engine, rear-wheel-drive two-seater that can match or exceed the performance of far more expensive exotic sports cars. A turbocharged V-6 engine option was considered and rejected. Although each new generation of the Corvette is introduced with basic models, engineers claim the C7 Vette will perform on a level equivalent to the previous generation's high-performance edition Z06. It will do zero to 60 mph in under four seconds. The new body produces less drag yet more stability at high speed.
Racing-inspired air intakes and extractors are all over the car to aid engine, differential and transmission cooling. Tall, vertical extractor vents built into the outside edges of Corvette's rear fascia give a slimming look to the car's famously broad backside. Gone are the round tail lights, replaced by square LED lamps that align with Chevy's designs on cars like Camaro. Even the Corvette's crossed flags logo is updated into a stronger, bolder V-shape.
A lighter, stiffer aluminum hydroformed unibody frame resulted from lessons learned building the previous generation's supercar versions, Z06 and ZR1. Bonded aluminum, carbon fiber and composites have replaced the old fiberglass body panels, including standard feather-light removable roof panels. There is no convertible — yet.
The Corvette has a new-generation 6.2-liter V-8 engine. It produces 450 horsepower and 450 pound-feet of torque, but also has the ability to deactivate up to four cylinders to save fuel while cruising. The Corvette comes with a seven-speed manual or six-speed automatic transmission. The electrically adjustable suspension has multiple settings for cruising, bad weather and several levels of high performance. An optional Z51 track package will add competition grade driveline, cooling and aerodynamic enhancements.
The interior is vastly improved with dramatic new styling and special attention paid to seating comfort and performance support — a weakness in previous Corvettes. Interior materials and the latest infotainment technology have been upgraded on par with luxury-level cars.
The reveal came just four days short of the 60th anniversary of the showing of first Corvette prototype at the New York Auto Show. The new car will be on display Monday and through next week's public run of the North American International Auto Show at Cobo Center. No figures were given for fuel mileage or anticipated pricing when the car comes to dealers in the fall.
Source;
http://www.detroitnews.com/article/20130113/AUTO04/301130337/Improved-2014-Corvette-earns-classic-Stingray-name
The Stingray is back.
Chevrolet's seventh-generation Corvette, unveiled Sunday night at a private gathering for VIPs and automotive journalists in a rambling, old industrial building on Detroit's east side, will wear the historic name introduced in 1963 but unused for the past 37 years.
"One of the last decisions we made on this car was whether to call it the Stingray," said chief engineer Tadge Juechter, indicating it was left to Ed Welburn, head of GM design to decide whether the new Corvette was worthy of the Stingray name again. "It wasn't a question at the end."
The 2014 Corvette is more powerful, more capable, more comfortable — and surprisingly, more fuel efficient.
It also is more curvaceous, restoring a bit of the classic Stingray look of the 1970s with a slim waist, bulging hood, raised front fender, and a fastback. Despite rumors, the new Corvette doesn't return the famous divided rear "split window" that appeared only on the original 1963 Sting Ray coupe.
Yes, Sting Ray was two words from 1963 through 1967. It became one word 1969 through 1976. Chevrolet trademarked the Stingray name in 2010 for a potential comeback.
Paul and Diana Haack of Crystal Lake, Ill., paid $1,200 to attend Sunday night's reveal inside the Russell Industrial Center. The National Corvette Museum in Bowling Green, Ky., where Corvette is built, sold 150 tickets online as a fundraiser; they were gone in 10 minutes.
More than 1,000 VIPs, media and enthusiastic Corvette fans cheered and applauded when the pounding rock music and flashing videos stopped and the covers were pulled off the car
"I remember sitting in a brand new 1963 Corvette Sting Ray in dealers' showroom when I was 12 years old," said Mike Julien, a retired accountant from Grand Rapids who has owned seven Corvettes and put a deposit on a 2014 model 18 months ago.
"To the younger people, Stingray is going to be an exciting-sounding name. To those of us who have owned and loved Corvettes, this is a wonderful link to that heritage," Julien said.
The Corvette is still a V-8 powered, front-engine, rear-wheel-drive two-seater that can match or exceed the performance of far more expensive exotic sports cars. A turbocharged V-6 engine option was considered and rejected. Although each new generation of the Corvette is introduced with basic models, engineers claim the C7 Vette will perform on a level equivalent to the previous generation's high-performance edition Z06. It will do zero to 60 mph in under four seconds. The new body produces less drag yet more stability at high speed.
Racing-inspired air intakes and extractors are all over the car to aid engine, differential and transmission cooling. Tall, vertical extractor vents built into the outside edges of Corvette's rear fascia give a slimming look to the car's famously broad backside. Gone are the round tail lights, replaced by square LED lamps that align with Chevy's designs on cars like Camaro. Even the Corvette's crossed flags logo is updated into a stronger, bolder V-shape.
A lighter, stiffer aluminum hydroformed unibody frame resulted from lessons learned building the previous generation's supercar versions, Z06 and ZR1. Bonded aluminum, carbon fiber and composites have replaced the old fiberglass body panels, including standard feather-light removable roof panels. There is no convertible — yet.
The Corvette has a new-generation 6.2-liter V-8 engine. It produces 450 horsepower and 450 pound-feet of torque, but also has the ability to deactivate up to four cylinders to save fuel while cruising. The Corvette comes with a seven-speed manual or six-speed automatic transmission. The electrically adjustable suspension has multiple settings for cruising, bad weather and several levels of high performance. An optional Z51 track package will add competition grade driveline, cooling and aerodynamic enhancements.
The interior is vastly improved with dramatic new styling and special attention paid to seating comfort and performance support — a weakness in previous Corvettes. Interior materials and the latest infotainment technology have been upgraded on par with luxury-level cars.
The reveal came just four days short of the 60th anniversary of the showing of first Corvette prototype at the New York Auto Show. The new car will be on display Monday and through next week's public run of the North American International Auto Show at Cobo Center. No figures were given for fuel mileage or anticipated pricing when the car comes to dealers in the fall.
Source;
http://www.detroitnews.com/article/20130113/AUTO04/301130337/Improved-2014-Corvette-earns-classic-Stingray-name
Monday, December 17, 2012
Carscoop!: 2014 Corvette C7 Shows its Nose on GM Service Manual
The drawings show the front end of the new 2014 Corvette, which features more prominent and larger headlamps than the current model along with a distinct hood scoop(s) and the front fender air outlet.
The other image included in the manual outlines the C7's front suspension and braking system.
A quick look at the file's header shows some additional clickable (?) options such as "Corvette VIN Y Accessory Installation Manual", "Accessories" and "Performance Accessories", which may or may not have included more details on the C7.
Source;
http://carscoop.blogspot.com/2012/12/2014-corvette-c7-shows-its-nose-on-gm.html
Sunday, October 21, 2012
Chevrolet Corvette C7 to be unveiled on January 13 in Detroit
Expected to get a V8 5.5-liter engine.
General Motors has announced this
week that the 2014 Chevrolet Corvette (C7) will make its public debut at
the 2013 Detroit Motor Show on January 13. Along with the seventh
generation Vette, GM is showing the all-new emblem that according to the
company’s vice president of global design “reflects the character of
the next Corvette.”
Based on the most recent reports, the C7 is an
entirely new model, except for the removable roof panel’s rear latch and
the cabin air filter. There will be a lot of changes inside the cabin,
while on the outside it will retain some of the traditional elements,
like the short rear deck and the long hood. It will also feature round
taillights and is expected to be powered by a V8 engine with
direct-injection. While the C6 has a displacement of 6.2-liters, the new
model could be downsized to 5.5-liters, but it should be more powerful
and frugal.
The production of the Corvette C7 will commence in
August or September next year, while the Bowling Green, Kentucky factory
where they currently make the C6 is expected to be shut down in
February next year.
Source;
http://www.worldcarfans.com/112101949592/chevrolet-corvette-c7-to-be-unveiled-on-january-13-in-detroit
Monday, February 6, 2012
Chevy Silverado "2012" | Super Bowl XLVI Ads | Chevrolet Commercial
Ha! Hilarious! I see that Ford is up in arms over the claims in this ad, take it easy, it's meant to be funny. Wow.
Ford sent a letter to NBC requesting the ad not run in the game. It also sent a letter to Chevy asking the automaker to pull the ad from the game, its websites and its Youtube channel. "Ford demands that Chevrolet immediately cease and desist from making any unsubstantiated and disparaging claims regarding Ford's pickup trucks." The letter warned Ford could take further actions. "If Chevrolet does not comply with the above terms prior to the start of the Super Bowl, then Ford will take all appropriate steps to enforce and protect its reputation."
Ford sent a letter to NBC requesting the ad not run in the game. It also sent a letter to Chevy asking the automaker to pull the ad from the game, its websites and its Youtube channel. "Ford demands that Chevrolet immediately cease and desist from making any unsubstantiated and disparaging claims regarding Ford's pickup trucks." The letter warned Ford could take further actions. "If Chevrolet does not comply with the above terms prior to the start of the Super Bowl, then Ford will take all appropriate steps to enforce and protect its reputation."
Thursday, June 23, 2011
2013 Chevrolet Corvette?
Before the test, said that the C7 Corvette 2013 model approach readers have not yet reached the production stage. In fact, the model 2012 has not yet reached showrooms. So why the debate on the 2013 model? That’s because GM plans to start production in April 2012. And the buyers who want to buy a Corvette C7 this year can expect to see bits and address of the current model. Here are some details on the C7 Corvette 2013.Athletes Corvette is very old and traditional there all the time. And why is that GM has announced that new models will Stingray concept. It would be completely wrong statement that the car’s performance will be bad. Amendments added that GM is in the eye, 2013 Corvette C6 C7 comparable model. What can you expect from C7 Corvette 2013? First, they are independent suspension, similar to C6. Then there’s a gun in every street corner. The cons of GM decided to withdraw the traditional driving the car with an electric motor that is able to provide the rest. In addition, a machine for four-wheel ABS brakes again, with several previous models. Other features of the car, Active Handling System, Magnetic Selective Ride Control and Launch Control.
In addition, GM has decided to correct mistakes and improve the interior of the C6. This is due to reveal our sources, the car, I decided to update the entry of the cabin. They should also be significant changes in door panels of banks’ and trim. However, there are things that are equipped with comfort and convenience in the Corvette C6 C7 which took place in 2013.
Source (with more news);
http://2013corvette.info/
Thursday, April 14, 2011
2013 Chevrolet Malibu pic leaked
Below is the outgoing model for comparison sake.... I gotta say, it's a nice looking car....
Source;http://www.autoblog.com/2011/04/14/2013-chevrolet-malibu/
Tuesday, March 22, 2011
MotorTrend: First Look: Chevrolet Colorado Show Truck
Nice looking concept, wonder if this is going to have anything really new (in bed trunk or something like), Chevy is sure committed to that Malibu front end....
Ahead of its public debut at the Bangkok Auto Show, General Motors has taken the wraps off of the preview version of its next-generation midsize pickup, which has been (not so) imaginatively dubbed the Chevrolet Colorado Show Truck.
Why Thailand? As it so happens, the southeast Asian country is the number one market for midsize trucks in the world and about 43% of the new cars sold there are trucks.
Technical details on the Show Truck are few. GM has said that under the hood is a 2.8-liter turbodiesel engine and that it's equipped with all-wheel drive, which helps to lend it a taller stance. GM currently uses a 2.8-liter diesel inline-four in the Brazilian-market Chevrolet S-10, where it makes roughly 138 horsepower and 251 pound-feet of torque. It's likely that the Colorado Show Truck is employing a version of this mill.
The extended-cab truck sports the same dual-port grille that's become a signature of Chevrolet's design. In this case, it looks much like that of the Malibu midsize sedan. The truck rides on 20-inch aluminum wheels fitted with off-road tires and its exterior features details such as LED turn-signals in the rear-view mirrors, Pepperdust Metallic paint with aluminum details in the fascias, projector-style headlamps with LED accents, and LED taillamps. GM vice president of global design Ed Welburn says that "its broad-shoulders proportions are derived from nearly a century of Chevrolet truck heritage."
Much time and money was reportedly spent on the interior. It features a dual-cockpit instrument panel that flows into the doors that's highlighted by motorcycle-inspired, three-dimensional gauges in the instrument panel. Other interior details include contrasting trim, chrome accents, and soft-touch materials. There are copious storage compartments throughout the cabin, including a covered center console and dual glovebox. The truck is also equipped with dual-zone climate control and a seven-inch LCD display in the center stack.
As for whether the truck will replace the existing U.S.-market Colorado/Canyon, GM continues to remain silent. However, a GM official we spoke with said that the automaker has no plans to abandon the midsize truck market and that a new version of the truck is on the way. We're betting it will come out looking much like the show truck, with different engine options and a steering wheel on left side, of course.
Whatever it ends up being, it will surely built somewhere in the NAFTA area to avoid the so-called "Chicken Tax" that makes importing trucks from countries like Thailand unprofitable. GM says details for the production model will come later in the year, so stay tuned.
Source (with more pix!);
http://www.motortrend.com/roadtests/trucks/1103_chevrolet_colorado_show_truck_look/index.html
Ahead of its public debut at the Bangkok Auto Show, General Motors has taken the wraps off of the preview version of its next-generation midsize pickup, which has been (not so) imaginatively dubbed the Chevrolet Colorado Show Truck.Why Thailand? As it so happens, the southeast Asian country is the number one market for midsize trucks in the world and about 43% of the new cars sold there are trucks.
Technical details on the Show Truck are few. GM has said that under the hood is a 2.8-liter turbodiesel engine and that it's equipped with all-wheel drive, which helps to lend it a taller stance. GM currently uses a 2.8-liter diesel inline-four in the Brazilian-market Chevrolet S-10, where it makes roughly 138 horsepower and 251 pound-feet of torque. It's likely that the Colorado Show Truck is employing a version of this mill.
The extended-cab truck sports the same dual-port grille that's become a signature of Chevrolet's design. In this case, it looks much like that of the Malibu midsize sedan. The truck rides on 20-inch aluminum wheels fitted with off-road tires and its exterior features details such as LED turn-signals in the rear-view mirrors, Pepperdust Metallic paint with aluminum details in the fascias, projector-style headlamps with LED accents, and LED taillamps. GM vice president of global design Ed Welburn says that "its broad-shoulders proportions are derived from nearly a century of Chevrolet truck heritage."
Much time and money was reportedly spent on the interior. It features a dual-cockpit instrument panel that flows into the doors that's highlighted by motorcycle-inspired, three-dimensional gauges in the instrument panel. Other interior details include contrasting trim, chrome accents, and soft-touch materials. There are copious storage compartments throughout the cabin, including a covered center console and dual glovebox. The truck is also equipped with dual-zone climate control and a seven-inch LCD display in the center stack.
As for whether the truck will replace the existing U.S.-market Colorado/Canyon, GM continues to remain silent. However, a GM official we spoke with said that the automaker has no plans to abandon the midsize truck market and that a new version of the truck is on the way. We're betting it will come out looking much like the show truck, with different engine options and a steering wheel on left side, of course.
Whatever it ends up being, it will surely built somewhere in the NAFTA area to avoid the so-called "Chicken Tax" that makes importing trucks from countries like Thailand unprofitable. GM says details for the production model will come later in the year, so stay tuned.
Source (with more pix!);
http://www.motortrend.com/roadtests/trucks/1103_chevrolet_colorado_show_truck_look/index.html
Tuesday, January 18, 2011
Canadian Driver: First Drive: 2011 Chevrolet Volt
I am very curious to see how the Volt will perform in a winter, this is a great read....
Review and photos by Grant Yoxon
Detroit, Michigan – While driving silently through Detroit on a cold day in January, I am reminded of a comic book quote from my childhood, “It’s a bird! It’s a plane! No, it’s Superman!”
In this case, the Chevrolet Volt is neither a bird nor a plane. It is not a hybrid, although it does have both an electric drive unit and a gasoline engine. But it is not a battery electric vehicle either because it does have that gasoline engine on board.
The Chevrolet Volt is an electric vehicle with extended range, meaning it is propelled by an all-electric drive unit, but with the assistance of a gasoline engine that generates electricity for the electric drive system, can be driven without a recharge or fill up for up to 610 kilometres. Amongst electric vehicles, it truly is Superman.
The Chevrolet Volt is powered by GM’s unique Voltec propulsion system which, in simple terms (for a more detailed explanation, see the accompanying feature, “Deeper into the technology: the Voltec electric drive system”) consists of a 16-kWh lithium-ion battery pack and 149-hp electric drive unit that propels the car exclusively on electricity for up to 80 kilometres, depending on terrain, driving style and climate. When the car’s battery reaches a minimum charge, a 1.4-litre gasoline engine starts up to maintain the minimum charge of the battery enabling the Volt to continue on its way for an additional 530 kilometres, give or take.
On this blustery winter day, we drove approximately 40 kilometres before the driving mode graphic in the driver’s display indicated we had switched from pure electric to extended driving range mode. Not until we came to a stop light, however, did we hear the engine.
Once tuned into the sound of the engine, you realize that it seems to operate with a life of its own. Unlike a gasoline powered car or a hybrid, the rise and fall of the engine speed is not related to the action of your right foot. RPMs increase or decrease according to the needs of the battery pack. It is an unusual feeling to be sitting at the same stop light and hear the engine accelerate while the car is sitting still!
While driving exclusively in electric mode, the driver’s display indicates that we are achieving 250+ miles per gallon (the display can be easily switched to metric) or infinity in other words, but once the car switches to extended driving mode, the fuel consumption figure begins to drop. Over a full 610 kilometre drive, it is expected that the Volt will achieve, according to the US EPA, 37 mpg (6.3 L/100 km) in extended range mode and 60 mpg (3.9 L/100 km) in combined electric and extended range modes. However, if used locally and charged regularly, the Volt will use little to no fuel at all.
The Volt can be charged using either a household 120-volt plug in or a dedicated 240-volt charging station. The Volt comes equipped for the former with a 20-foot charging cord stowed in the back. Charging time takes 10-12 hours on 120V, but only four hours on 240V. Owners can schedule immediate charging or coordinate the charging for their departure time or to take advantage of lower-cost off-peak electric rates. If the vehicle is plugged in, recharging can be controlled remotely using an OnStar mobile app for iPhones and Android smart phones or by accessing an application at MyVolt.com.
While the Volt may not be range limited, our time in the Volt was, with about an hour and a half inside the car, so naturally our driving impressions are somewhat limited. Our drive took us on Detroit’s freeways and suburban streets on our way to GM’s Hamtramck Assembly Plant where the Volt is built along side the Cadillac STS and the Buick Lucerne (although it shares nothing in common with these two).
The Volt has three drive modes – ‘normal’, ‘sport’ and ‘mountain’. The latter, which limits electric range and maximum drive output – the Volt has a maximum speed of about 160 km/h – ensures the Volt has the power to drive up sustained grades. ‘Sport’ mode reconfigures the accelerator settings to provide quicker accelerator response, with zero to 60 mph (96.5 km/h) estimated to be less than nine seconds. Although maximum output is unaffected, the Volt feels more powerful and accelerates quicker. Call this the ‘fun’ mode.
The transmission has a ‘low’ setting, which is not low in the conventional sense of selecting a lower gear for descending steep grades. It is no different than the normal ‘drive’ setting with one exception – regenerative braking, where electrical power is captured and stored in the battery, is dramatically increased. The car decelerates rapidly when the accelerator is released. When combined with ‘sport’ mode, it is the perfect combination for stop-and-go driving.
On the freeways and streets we drove on, the Volt performed no differently, although much more quietly, than any other mid-sized sedan. Power is excellent, although, the more rapidly you accelerate, the more quickly the battery will deplete. Driving style is one factor that affects electric range. (kinda figured that)
The driver is presented with a full range of information and functionality displayed on two seven-inch screens, one behind the steering wheel, the other mounted on the centre stack. A full-colour, high resolution display replaces the speedometer and other gauges found in conventional vehicles and provides information on the battery state of charge and electric range, speedometer, fuel level and extended mode range, driving efficiency, trip information, tire pressure, oil life, and vehicle system messages. The second screen is the primary interface for infotainment, climate controls and efficiency. This latter function is multi-faceted including information on energy usage and energy efficiency, power flow and charging routines. Through this screen the owner can select a charging mode – immediate, delayed departure time and delayed rate and departure time mode, in which the Volt calculates the charging start time based on utility rates, rate preference and the programmed departure time. In this mode, the Volt will charge during the least expensive rate periods.
Surrounding the centre stack screen is a variety of touch-sensitive redundant controls for infotainment and climate, selecting drive modes, programmable charge modes, power door lock and unlock and the electric parking brake actuation and release.
The Volt’s advanced technology is not simply under the hood, but evident throughout the vehicle. Touch-sensitive controls, full-colour graphic displays, Bluetooth connectivity, navigation radio with 60-GB hard drive (30 GB for music storage), AM/FM/DVD-ROM/MP3 playback capability, voice recognition, XM satellite radio with XM NavTraffic/Weather, premium energy saving Bose sound system with six speakers and sub-woofer is the kind of technology one would expect in a premium, near luxury sedan.
The Volt is equipped with standard Jet Black premium cloth seats with Ceramic White accents, but can be ordered with leather seating and heated front seats. Only two option packages are available – a rear camera and park assist package and a premium trim package consisting of leather seating, premium door trim, leather-wrapped steering wheel and heated front seats.
In the US, the Volt starts at $41,695, not unexpected for a premium sedan. The rear camera option is priced at $695 while the premium trim package can be added for $1,395. While the Volt is available now in select U.S. markets, it will not be released in Canada until mid-summer 2011. Canadian pricing will be announced closer to its release, but expect a base MSRP in the mid-forties.
Some may balk at that kind of pricing, but the Volt is not a compact battery electric commuter or just a well-equipped hybrid. It is an extended range electric vehicle that is also a premium sedan, one that you will use 365 days of the year, a vehicle that you will drive to work or to a city 400 miles away, that is equipped with luxury appointments and the latest information and entertainment technology as well as the only range extending electric powertrain available on the planet.
If the battery electric vehicle is the bird and the hybrid is the plane, the Volt really is Superman.
Source;
http://www.canadiandriver.com/2011/01/17/first-drive-2011-chevrolet-volt.htm?page=all
Review and photos by Grant YoxonDetroit, Michigan – While driving silently through Detroit on a cold day in January, I am reminded of a comic book quote from my childhood, “It’s a bird! It’s a plane! No, it’s Superman!”
In this case, the Chevrolet Volt is neither a bird nor a plane. It is not a hybrid, although it does have both an electric drive unit and a gasoline engine. But it is not a battery electric vehicle either because it does have that gasoline engine on board.
The Chevrolet Volt is an electric vehicle with extended range, meaning it is propelled by an all-electric drive unit, but with the assistance of a gasoline engine that generates electricity for the electric drive system, can be driven without a recharge or fill up for up to 610 kilometres. Amongst electric vehicles, it truly is Superman.
The Chevrolet Volt is powered by GM’s unique Voltec propulsion system which, in simple terms (for a more detailed explanation, see the accompanying feature, “Deeper into the technology: the Voltec electric drive system”) consists of a 16-kWh lithium-ion battery pack and 149-hp electric drive unit that propels the car exclusively on electricity for up to 80 kilometres, depending on terrain, driving style and climate. When the car’s battery reaches a minimum charge, a 1.4-litre gasoline engine starts up to maintain the minimum charge of the battery enabling the Volt to continue on its way for an additional 530 kilometres, give or take.
On this blustery winter day, we drove approximately 40 kilometres before the driving mode graphic in the driver’s display indicated we had switched from pure electric to extended driving range mode. Not until we came to a stop light, however, did we hear the engine.
Once tuned into the sound of the engine, you realize that it seems to operate with a life of its own. Unlike a gasoline powered car or a hybrid, the rise and fall of the engine speed is not related to the action of your right foot. RPMs increase or decrease according to the needs of the battery pack. It is an unusual feeling to be sitting at the same stop light and hear the engine accelerate while the car is sitting still!
While driving exclusively in electric mode, the driver’s display indicates that we are achieving 250+ miles per gallon (the display can be easily switched to metric) or infinity in other words, but once the car switches to extended driving mode, the fuel consumption figure begins to drop. Over a full 610 kilometre drive, it is expected that the Volt will achieve, according to the US EPA, 37 mpg (6.3 L/100 km) in extended range mode and 60 mpg (3.9 L/100 km) in combined electric and extended range modes. However, if used locally and charged regularly, the Volt will use little to no fuel at all.
The Volt can be charged using either a household 120-volt plug in or a dedicated 240-volt charging station. The Volt comes equipped for the former with a 20-foot charging cord stowed in the back. Charging time takes 10-12 hours on 120V, but only four hours on 240V. Owners can schedule immediate charging or coordinate the charging for their departure time or to take advantage of lower-cost off-peak electric rates. If the vehicle is plugged in, recharging can be controlled remotely using an OnStar mobile app for iPhones and Android smart phones or by accessing an application at MyVolt.com.
While the Volt may not be range limited, our time in the Volt was, with about an hour and a half inside the car, so naturally our driving impressions are somewhat limited. Our drive took us on Detroit’s freeways and suburban streets on our way to GM’s Hamtramck Assembly Plant where the Volt is built along side the Cadillac STS and the Buick Lucerne (although it shares nothing in common with these two).
The Volt has three drive modes – ‘normal’, ‘sport’ and ‘mountain’. The latter, which limits electric range and maximum drive output – the Volt has a maximum speed of about 160 km/h – ensures the Volt has the power to drive up sustained grades. ‘Sport’ mode reconfigures the accelerator settings to provide quicker accelerator response, with zero to 60 mph (96.5 km/h) estimated to be less than nine seconds. Although maximum output is unaffected, the Volt feels more powerful and accelerates quicker. Call this the ‘fun’ mode.
The transmission has a ‘low’ setting, which is not low in the conventional sense of selecting a lower gear for descending steep grades. It is no different than the normal ‘drive’ setting with one exception – regenerative braking, where electrical power is captured and stored in the battery, is dramatically increased. The car decelerates rapidly when the accelerator is released. When combined with ‘sport’ mode, it is the perfect combination for stop-and-go driving.
On the freeways and streets we drove on, the Volt performed no differently, although much more quietly, than any other mid-sized sedan. Power is excellent, although, the more rapidly you accelerate, the more quickly the battery will deplete. Driving style is one factor that affects electric range. (kinda figured that)
The driver is presented with a full range of information and functionality displayed on two seven-inch screens, one behind the steering wheel, the other mounted on the centre stack. A full-colour, high resolution display replaces the speedometer and other gauges found in conventional vehicles and provides information on the battery state of charge and electric range, speedometer, fuel level and extended mode range, driving efficiency, trip information, tire pressure, oil life, and vehicle system messages. The second screen is the primary interface for infotainment, climate controls and efficiency. This latter function is multi-faceted including information on energy usage and energy efficiency, power flow and charging routines. Through this screen the owner can select a charging mode – immediate, delayed departure time and delayed rate and departure time mode, in which the Volt calculates the charging start time based on utility rates, rate preference and the programmed departure time. In this mode, the Volt will charge during the least expensive rate periods.
Surrounding the centre stack screen is a variety of touch-sensitive redundant controls for infotainment and climate, selecting drive modes, programmable charge modes, power door lock and unlock and the electric parking brake actuation and release.
The Volt’s advanced technology is not simply under the hood, but evident throughout the vehicle. Touch-sensitive controls, full-colour graphic displays, Bluetooth connectivity, navigation radio with 60-GB hard drive (30 GB for music storage), AM/FM/DVD-ROM/MP3 playback capability, voice recognition, XM satellite radio with XM NavTraffic/Weather, premium energy saving Bose sound system with six speakers and sub-woofer is the kind of technology one would expect in a premium, near luxury sedan.
The Volt is equipped with standard Jet Black premium cloth seats with Ceramic White accents, but can be ordered with leather seating and heated front seats. Only two option packages are available – a rear camera and park assist package and a premium trim package consisting of leather seating, premium door trim, leather-wrapped steering wheel and heated front seats.
In the US, the Volt starts at $41,695, not unexpected for a premium sedan. The rear camera option is priced at $695 while the premium trim package can be added for $1,395. While the Volt is available now in select U.S. markets, it will not be released in Canada until mid-summer 2011. Canadian pricing will be announced closer to its release, but expect a base MSRP in the mid-forties.
Some may balk at that kind of pricing, but the Volt is not a compact battery electric commuter or just a well-equipped hybrid. It is an extended range electric vehicle that is also a premium sedan, one that you will use 365 days of the year, a vehicle that you will drive to work or to a city 400 miles away, that is equipped with luxury appointments and the latest information and entertainment technology as well as the only range extending electric powertrain available on the planet.
If the battery electric vehicle is the bird and the hybrid is the plane, the Volt really is Superman.
Source;
http://www.canadiandriver.com/2011/01/17/first-drive-2011-chevrolet-volt.htm?page=all
Saturday, October 30, 2010
SEMA: HPP Comes up with its own Trans-Am Camaro kit
Nice!
The last time we heard from Heide Performance Products (HPP), the Michigan-based tuner showcased a Daytona conversion for Dodge's Challenger. Keeping with the vintage theme, HPP is now ready to show its next pony car conversion - a Camaro-based Trans-Am kit - at this year's SEMA show in Vegas.
As with all the other Firebird body kits out there (Lingenfelter's, ASC's, etc), HPP's version does its best to bring back the good-ol' days of the screaming chicken. The results, as with any "we're selling you memories" conversion, vary.
Regarding the proposition of selling this conversion (for anything other than the collectability factor), I don't see a point. Pontiac is D-E-A-D, it's not coming back, and that means anyone's "new" Trans-Am will forever be a Chevy wearing a costume. It's similar to having a Plymouth nameplate on a modern Chrysler or Dodge; the vintage naming works for the Daytona, but not for the Superbird.
Alongside HPP's Trans-Am will be a body kit for the Camaro that helps give Chevy's kinda-sorta-dated sports coupe some extra flair. Also, HPP will have a Camaro wearing an HPP T-Top kit, too. Expect more info, including pics, pricing, and power, as it becomes available.
By Phil Alex
Source (with more pic's!);
http://carscoop.blogspot.com/2010/10/sema-hpp-comes-up-with-its-own-trans-am.html
The last time we heard from Heide Performance Products (HPP), the Michigan-based tuner showcased a Daytona conversion for Dodge's Challenger. Keeping with the vintage theme, HPP is now ready to show its next pony car conversion - a Camaro-based Trans-Am kit - at this year's SEMA show in Vegas.As with all the other Firebird body kits out there (Lingenfelter's, ASC's, etc), HPP's version does its best to bring back the good-ol' days of the screaming chicken. The results, as with any "we're selling you memories" conversion, vary.
Regarding the proposition of selling this conversion (for anything other than the collectability factor), I don't see a point. Pontiac is D-E-A-D, it's not coming back, and that means anyone's "new" Trans-Am will forever be a Chevy wearing a costume. It's similar to having a Plymouth nameplate on a modern Chrysler or Dodge; the vintage naming works for the Daytona, but not for the Superbird.
Alongside HPP's Trans-Am will be a body kit for the Camaro that helps give Chevy's kinda-sorta-dated sports coupe some extra flair. Also, HPP will have a Camaro wearing an HPP T-Top kit, too. Expect more info, including pics, pricing, and power, as it becomes available.
By Phil Alex
Source (with more pic's!);
http://carscoop.blogspot.com/2010/10/sema-hpp-comes-up-with-its-own-trans-am.html
Thursday, October 14, 2010
Det News: Groundbreaking Chevy Volt is buzzworthy
Here's a really good article on the Chevy Volt....
By Scott Burgess
No one can screw up a good thing like General Motors Co., the U.S. carmaker with the innate ability to magically unravel silk purses into a sow's ear faster than a website can post an outlandish headline.
Sadly, as editors and reporters around the world attempt to understand planetary gear sets (hint, the sun gear is in the middle), half shafts and high-speed generator motors, the 2011 Chevrolet Volt will get parked in a confused haze of what percentage of torque from the gas engine turns the wheels.
Here's my take: I don't care.
Instead of trapping GM in a lie or defending a company that should have seen these storm clouds three years ago, I'll simply add my 2 cents: The Volt is a great car.
Label mongers who demand the Volt is a hybrid (it's not) can slap a hybrid refrigerator magnet on the fender if they want. They should also admit, according to their own standards, that the Volt is the best hybrid on the face of the Earth. Then, go out and buy two.
Electric purists who say the Volt is an electric car (it's not) must also admit that all electric cars are currently coal-fired, steam-powered vehicles, which is where most of our juice comes from nowadays. Then, go out and buy two.
It's important that anyone vocal enough to e-mail me their insightful and uninformed thoughts buy at least two Chevy Volts to help lower its price. With a starting sticker of $41,000, the Volt might as well run on diamonds, which used to be coal before succumbing to untold tons of (media) pressure.
No matter how you view this gem of GM, the Volt delivers electric car performance and unlimited gas mileage if you drive like 80 percent of America, less than 40 miles a day.
The problem with the Volt is the technology under the hood is more complicated than a five-word headline.
We live in a world that requires definitive labels. Something this new represents change, and lots of people find change scary.
Powered upThe Volt will leave you screaming, but from its performance and great acceleration.
The electric motors produce 149 horsepower and 273 pound-feet of torque. Those are torque numbers you see in V-6s. There are three driver settings: normal, sport and mountain, which adjust a number of electric inputs. My favorite is sport.
The electric power steering is clean, well-weighted and provides a nice return to center. The suspension, which includes an independent front and semi-independent torsion beam rear, is soft for this heavy car. GM has not released its weight, though with more than 400 pounds of batteries, two electric motors and a small four-cylinder gas engine, this car won't be light. Its body rolling through hard corners and tight maneuvering was kind of expected.
The brakes, which include regenerative braking to help push more electricity into the battery pack, take a little getting used to.
The Volt provides a drive setting that will force harder regen braking, similar to some hybrids, and it feels like the car has downshifted when the driver takes his foot off the accelerator. While eco-fficient, it's also eco-nnoying.
Perhaps the most impressive part of the Volt ride is how quiet it is. When the gas engine kicks on, it purrs. The start/stop system on the gas engine is flawless, making it difficult to tell when exactly the engine has turned over. There were more than a couple of times while driving it that I had to roll down the window to confirm whether the engine was on or off.
Chevrolet accomplished this with a number of lightweight sound-dampening materials, some of which were sprayed onto body panels, and a laminated windshield. Add to that a car with a drag coefficient of 0.28 and you understand why it's so quiet.
Inside beauty
The cabin is simply the best Chevy interior available. The two-tone dash clearly marks the traditional dual cockpit design that moves from the dash through the doors in a nearly seamless look. This helps the cabin feel even bigger. The grains and materials are all top notch throughout.
The optional heated leather seats are a must order — though interestingly, they are not electric powered. The leather just looks and feels nicer than cloth seats. While there are only two seats in the second row (instead of the bench seat) because of the battery package, I prefer this approach. Most compacts technically can sit five people, but rarely five adults.
The 7-inch LCD digital instrument panel adds to the car's high-tech feel, as does the 7-inch touch screen at the top of the dash. Both are programmable and can be adjusted to show a multitude of settings. Throughout the cabin, the driver is always reminded of the car's eco sensibilities.
The white center stack in my test vehicle added a clean and Apple-esque feel to the interior and the buttonless center stack, which uses touch sensitive spots, are easy to use and add to the clean feel. This is the most thoughtful design and best executed interior Chevy has ever created.
Worth the money?
All of this technology comes with a price: $41,000 or $33,500 after the government rebate. Is it worth it?
If you're looking for some sort of pay back, such as the money saved driving electric, then the answer is no. It may offer every bell and whistle from push button start to a smart phone app that can monitor the car, but it will never save you the difference.
But electric cars are more than an economical purchase. For people who want to drive an electric car without the hassle of range limits and for people who want to buy a car with cutting-edge technology, the answer is a resounding yes.
For the money, here's what you get: An electric car for the first 40-something miles — Chevy states the range as 25 miles to 50 miles, depending upon the weight of the driver's foot.
During two days of testing, I managed 32 miles on electric only at better-than-highway speeds.
The following day, with more typical driving, I managed 46 battery miles.
That means I could drive to work and back and never use a drop of gasoline. The next day, I could do the same thing. No gasoline car or traditional hybrid can make the same claim.
Then over the weekend, I could drive to Knoxville, Tenn., and back with never a worry and never a recharge. No electric car in the world can make that claim.
Introducing an all-new vehicle, something that has never been tried or sold before, takes money and gumption. Chevrolet has shown both.
The Volt is world-beater. Mother Nature might be the first to buy two.
Source;
http://detnews.com/article/20101014/OPINION03/10140368/1148/auto01/Groundbreaking-Chevy-Volt-is-buzzworthy
By Scott BurgessNo one can screw up a good thing like General Motors Co., the U.S. carmaker with the innate ability to magically unravel silk purses into a sow's ear faster than a website can post an outlandish headline.
Sadly, as editors and reporters around the world attempt to understand planetary gear sets (hint, the sun gear is in the middle), half shafts and high-speed generator motors, the 2011 Chevrolet Volt will get parked in a confused haze of what percentage of torque from the gas engine turns the wheels.
Here's my take: I don't care.
Instead of trapping GM in a lie or defending a company that should have seen these storm clouds three years ago, I'll simply add my 2 cents: The Volt is a great car.
Label mongers who demand the Volt is a hybrid (it's not) can slap a hybrid refrigerator magnet on the fender if they want. They should also admit, according to their own standards, that the Volt is the best hybrid on the face of the Earth. Then, go out and buy two.
Electric purists who say the Volt is an electric car (it's not) must also admit that all electric cars are currently coal-fired, steam-powered vehicles, which is where most of our juice comes from nowadays. Then, go out and buy two.
It's important that anyone vocal enough to e-mail me their insightful and uninformed thoughts buy at least two Chevy Volts to help lower its price. With a starting sticker of $41,000, the Volt might as well run on diamonds, which used to be coal before succumbing to untold tons of (media) pressure.
No matter how you view this gem of GM, the Volt delivers electric car performance and unlimited gas mileage if you drive like 80 percent of America, less than 40 miles a day.
The problem with the Volt is the technology under the hood is more complicated than a five-word headline.
We live in a world that requires definitive labels. Something this new represents change, and lots of people find change scary.
Powered upThe Volt will leave you screaming, but from its performance and great acceleration.
The electric motors produce 149 horsepower and 273 pound-feet of torque. Those are torque numbers you see in V-6s. There are three driver settings: normal, sport and mountain, which adjust a number of electric inputs. My favorite is sport.
The electric power steering is clean, well-weighted and provides a nice return to center. The suspension, which includes an independent front and semi-independent torsion beam rear, is soft for this heavy car. GM has not released its weight, though with more than 400 pounds of batteries, two electric motors and a small four-cylinder gas engine, this car won't be light. Its body rolling through hard corners and tight maneuvering was kind of expected.
The brakes, which include regenerative braking to help push more electricity into the battery pack, take a little getting used to.
The Volt provides a drive setting that will force harder regen braking, similar to some hybrids, and it feels like the car has downshifted when the driver takes his foot off the accelerator. While eco-fficient, it's also eco-nnoying.
Perhaps the most impressive part of the Volt ride is how quiet it is. When the gas engine kicks on, it purrs. The start/stop system on the gas engine is flawless, making it difficult to tell when exactly the engine has turned over. There were more than a couple of times while driving it that I had to roll down the window to confirm whether the engine was on or off.
Chevrolet accomplished this with a number of lightweight sound-dampening materials, some of which were sprayed onto body panels, and a laminated windshield. Add to that a car with a drag coefficient of 0.28 and you understand why it's so quiet.
Inside beauty
The cabin is simply the best Chevy interior available. The two-tone dash clearly marks the traditional dual cockpit design that moves from the dash through the doors in a nearly seamless look. This helps the cabin feel even bigger. The grains and materials are all top notch throughout.
The optional heated leather seats are a must order — though interestingly, they are not electric powered. The leather just looks and feels nicer than cloth seats. While there are only two seats in the second row (instead of the bench seat) because of the battery package, I prefer this approach. Most compacts technically can sit five people, but rarely five adults.
The 7-inch LCD digital instrument panel adds to the car's high-tech feel, as does the 7-inch touch screen at the top of the dash. Both are programmable and can be adjusted to show a multitude of settings. Throughout the cabin, the driver is always reminded of the car's eco sensibilities.
The white center stack in my test vehicle added a clean and Apple-esque feel to the interior and the buttonless center stack, which uses touch sensitive spots, are easy to use and add to the clean feel. This is the most thoughtful design and best executed interior Chevy has ever created.
Worth the money?
All of this technology comes with a price: $41,000 or $33,500 after the government rebate. Is it worth it?
If you're looking for some sort of pay back, such as the money saved driving electric, then the answer is no. It may offer every bell and whistle from push button start to a smart phone app that can monitor the car, but it will never save you the difference.
But electric cars are more than an economical purchase. For people who want to drive an electric car without the hassle of range limits and for people who want to buy a car with cutting-edge technology, the answer is a resounding yes.
For the money, here's what you get: An electric car for the first 40-something miles — Chevy states the range as 25 miles to 50 miles, depending upon the weight of the driver's foot.
During two days of testing, I managed 32 miles on electric only at better-than-highway speeds.
The following day, with more typical driving, I managed 46 battery miles.
That means I could drive to work and back and never use a drop of gasoline. The next day, I could do the same thing. No gasoline car or traditional hybrid can make the same claim.
Then over the weekend, I could drive to Knoxville, Tenn., and back with never a worry and never a recharge. No electric car in the world can make that claim.
Introducing an all-new vehicle, something that has never been tried or sold before, takes money and gumption. Chevrolet has shown both.
The Volt is world-beater. Mother Nature might be the first to buy two.
Source;
http://detnews.com/article/20101014/OPINION03/10140368/1148/auto01/Groundbreaking-Chevy-Volt-is-buzzworthy
Thursday, August 13, 2009
Trans Am Conversion Kit Coming for Camaro
Yes!
So... as of January 1, 2010, Pontiac is dead. Buried. Gone forever. No more. Obviously, something as pesky as death ain't going to stop hard core Trans Am fanatics from driving an (almost) honest to goodness 2010 Pontiac Trans Am and/or Firebird. Why? If you have to ask... you bring up a good point. Especially because when you get right down to it, the Trans Am was rarely anything other than a Chevy Camaro with different sheet metal.
Keeping that in mind, Trans Am Depot will be offering body kits that will transform (lowly) Camaros into full-on screamin' chicken Trans Ams! Based off Kevin Morgan's original design(s), the Phoenix Trans Am kits will be unveiled at the 2009 Trans Am Nationals. And then you'll have the chance to own a Trans Am that costs more than a Camaro but is just as fast. Hey – just sayin'. Fully detailed press release after the jump.
Check out the source for some awesome pics;
http://www.autoblog.com/2009/08/12/confirmed-phoenix-trans-am-conversion-kit-coming-for-camaro/
So... as of January 1, 2010, Pontiac is dead. Buried. Gone forever. No more. Obviously, something as pesky as death ain't going to stop hard core Trans Am fanatics from driving an (almost) honest to goodness 2010 Pontiac Trans Am and/or Firebird. Why? If you have to ask... you bring up a good point. Especially because when you get right down to it, the Trans Am was rarely anything other than a Chevy Camaro with different sheet metal.Keeping that in mind, Trans Am Depot will be offering body kits that will transform (lowly) Camaros into full-on screamin' chicken Trans Ams! Based off Kevin Morgan's original design(s), the Phoenix Trans Am kits will be unveiled at the 2009 Trans Am Nationals. And then you'll have the chance to own a Trans Am that costs more than a Camaro but is just as fast. Hey – just sayin'. Fully detailed press release after the jump.
Check out the source for some awesome pics;
http://www.autoblog.com/2009/08/12/confirmed-phoenix-trans-am-conversion-kit-coming-for-camaro/
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