Chery to unveil Riich G5, G6 sedan in Shanghai

Chery's Riich G5 will be displayed at 2009 Shanghai auto show. 

Shanghai, April 17 (Gasgoo.com) Chery Automobile Co, the top Chinese-brand vehicle maker, will unveil the new G5, G6 sedan under its Riich (Ruiqi) premium sub-brand at next week's 2009 Shanghai Auto Show.

The G5 is powered by a Chery-developed 2.0-liter turbo engine that generates 168 horsepower and 173 pound-feet of torque and can be equipped with either a six-speed manual or five-speed automatic gearbox.

The G6 is equipped with a 192-horsepower 3.0-liter V6 or a turbocharged 168-hp 2.0-liter four-cylinder engine, The sedan is expected to compete with the Audi A6L, the most popular business sedan in China.

The G5 and G6 sedans will be two of the six Riich models that Chery expects to introduce over the next several years. They will be followed by M-, X- and Z-series models. 

Chery will also launch another Karry sub-brand for China's the low-end market with a new product the Karry Youpai or Viewsonic at the show.

Information On GM Chevy Volt Price

The Chevy Volt price is something most consumers can expect soon. General Motors has hinted at a $39,000 sticker price, but nothing seems to be accurate when there's talk of a possible government auto incentive. Moreover, GM isn't expected to earn a profit on its first-generation Chevy Volt.

We do know that GM is secretly building new plug-in electric cars. The GM Volt is one of the vehicles in post-production tests that could provide a driving range of up to 40 miles on a single battery charge. However, other release notes suggest that the distance actually means up to 40 minutes on a single charge.

The cost of $39,000 has been a figure thrown around a bit but the GM hybrid and its driving range isn't official. GM is expected to make further announcements later this year on the details. We do know that an electric car prototype is already in production tests.

Consumers are getting anxious and confused at the same time. For example, GM announced last month that the Volt will get up to 230 miles per gallon. However, there is a catch. These aren't the typical miles you expect when you have to recharge the battery every 40 minutes. In other words, a person could only achieve a 230 MPG rating by making frequent stops when the battery needs to recharge.

Chevrolet Volt is defined as an "extended-range vehicle" and not a hybrid. This also sounds confusing when the vehicle uses the same components as a hybrid car. For example, hybrid cars combine the use of a gas engine and electric motor which gets charged by a battery. The Volt also comes with a plug that can recharge the battery.

In simple terms, there are hybrid cars that are powered by both a gas engine and electric motor, and there are electric cars that only use the gas engine as a generator to charge the battery. Vehicles that use an engine as a generator and often called "electric vehicles" because they are only powered by the electric motor. The GM Volt is considered a hybrid since it uses two forms of energy to power the vehicle.

First generation cars are usually developed for tests. This doesn't mean the Volt won't be a great automobile, it will, but this plug in technology is so new that some consumers might wait until the second-generation is released. The second-generation usually fixes any known problems from the original hybrid car.

Engineers at GM once stated that the automaker has the technology to push a car up to 100 miles on a single charge by using a lithium ion battery. However, this does not mean that it will be available in the upcoming Volt. It could determine what the second-generation vehicle might offer.

Even so, a 40 mile electric driving range is decent, no matter how you look at it. This is enough juice to power the car for trips around town or to commute back and forth to work. The electric car is actually called an extended range vehicle, but it does include a small combustion engine.

The GM Volt does sound promising and the new propulsion system could revolutionize the market. Perhaps this is why General Motors is being so secretive about specifics at this point. The cost for the electric car might be a bit steep for most people, but if can use electricity to power a car for up to 40 miles, it is probably worth the price for the Chevy Volt.

2011 Chevrolet Volt-upcoming plug-in hybrid.

Chevrolet just released some teaser images of its much-ballyhooed Volt plug-in hybrid. The bad news: it appears as if it will look very little like the punchy little Volt concept, which virtually stole the 2007 Detroit auto show. The good news: it should still look pretty cool, at least as far as we can tell from the two pictures, which show an illuminated front quarter as well as part of the tailgate.

Gone are the squinting headlamps and three-dimensional grille of the concept in favor of Ford-like, sideways L-shaped assemblies that include an HID bulb, lots of LED action, and a “halo ring” à la 2010 Chevrolet Camaro. The upper grille is now a stylized and patterned surface rather than a hungry air pocket. The concept’s outboard lower air intakes are also drastically different from those shown in the new images, but we think they got way more interesting this time around.

The frontal image also shows a lower opening that will feed and cool the plug-in hybrid powertrain, which will include massive batteries capable of propelling the car up to 40 miles by themselves. A small gasoline engine will serve as a generator to extend the car’s range up to 400 miles, but it won’t be involved at all in actual propulsion.


Other than showing us the official Volt badge, which features a delicate lightning bolt striking through the “V,” the rear detail image doesn’t tell us a lot. Still a mystery is the exact shape of the roofline, windows—the side windows on the concept were integrated into the aggressive shoulderline—and trunk/tailgate, although we mentioned in an earlier report on the Volt’s development progress that the design “bears a family resemblance to the Chevrolet Malibu.” Fortunately, that was just a test mule, and there are no traces of Malibu in the final product beyond perhaps the five-spoke wheels.

We’re told that many of the changes made to the Volt’s design were dictated by wind-tunnel testing, which ultimately revealed the boxy concept, however great-looking, to be insufficiently aerodynamic. But from what we can tell, Chevrolet seems to be brewing up a design that appears as futuristic as the technology under its skin.


And the Volt continues to garner widespread interest. An unofficial "fan" waiting list claims more than 33,000 prospective buyers, although most have said they wouldn't be willing to pay the rumored $40,000 price tag to get one. 

First pics - New World class Chevy Cruze bares all

MAKING A STATEMENT: These are the firsat pictures GM has released of the Chevy Cruze, showing its distinctive front treatment with large styling elements and sharp corners.

GM will invest more than $500-million (R3.8-billion) to build a new compact car in the US.

The Chevy Cruze will be unveiled at the upcoming Paris auto show and will first be sold in Europe and Asia. It's due in South Africa in late 2009 and will reach the US market in 2010.


It's the first of a new family of compact cars GM is launching as high fuel prices increase demand for more-efficient vehicles. GM says the same vehicle platform will be used at plants in the US, Asia and Europe and that the car "epitomises the global nature of the automobile industry".

GM chairman and chief executive Rick Wagoner said: "The Cruze was designed and engineered by our global teams in Europe and Asia Pacific and will be manufactured in those regions and at a plant in Lordstown, Ohio.

"Our goal for the Cruze is to lead in fuel economy in this very competitive car segment."

The car has clear, sharp lines with a single shoulder running across from the rear to the front bumper and a bold grille reminiscent of the Lumina SS.

Chief designer Taewan Kim explained: "We wanted to be bold, not evolutionary, to make a strong design statement for Chevrolet products around the world."

The Cruze will be launched with a choice of three engines – 1.6 and 1.8-litre petrol rated at 82 and 103kW respectively and a 110kW, two-litre

All new Chevy Cruze In Full Detail

GM just dropped high resolution images of the upcoming Chevy Cruze small four-door on us in advance of its Paris Motor Show unveil later this year. At first glance, we're quite impressed. The new car gets a striking design which mixes smooth planes and sharp lines for a surprisingly handsome design. Oddly, the tail lights on the Cruze mimic the camouflage-ensconced headlights on the upcoming Chevy Equinox while also receiving the new bold front end from the Chevy Malibu. If this is the direction GM's small cars are going, we've gotta say, our interest is piqued. But that's just the design. We're also told the new 2011 Chevy Cruze will get three engines when it launches in Europe in March of 2009; a 16-valve, 1.6-liter (112 hp) and 1.8-liter (140 hp) gasoline engine, plus a new 2.0-liter turbo diesel (150 HP). All will be mated to either a five-speed manual or a class-leading six-speed automatic transmission. No official word yet on fuel economy -- but we've been told in the past we should expect somewhere near 45 MPG. We like. Hit the jump for the full press release.

All-new Chevrolet Cruze features dramatic design

Detroit - The first photographs of Chevrolet's all-new Cruze sedan - making its world premiere at the Paris Motor Show in October - reveal a dynamic four-door coupe that proves exciting design and value are not mutually exclusive.

On sale beginning in Europe from March next year, Cruze features a dramatic re-interpretation of the traditional sedan featuring Chevrolet's new global design language that is becoming a signature on all new products carrying the gold bowtie.

Cruze's arching roof-line, extending from the steeply raked windshield to its sloping rear pillars and short rear deck, brings coupe-like proportions to a compact sedan.


Wider and longer than most of its competitors, Cruze has a purposeful stance with its wheels located at the outer edges of the tautly drawn bodywork. Noticeably tight body panel fits and a restrained use of exterior trim add to a high quality, 'hewn from solid' appearance.

Cruze's dramatic profile is matched by bold front styling, with large headlamp housings that wrap around the front corners and sweep up, arrow-like, into the fenders and sculpted hood. Other distinct design themes include a concave shoulder line, the two-tier grille and a "wheels-out/body-in" stance. Inside, Cruze features a 'twin cockpit' design motif, first introduced in the iconic Corvette sports car.

"Our goal in designing Cruze was to be bold, not evolutionary," says chief designer Taewan Kim. "We wanted to take a big step forward, making a strong design statement for Chevrolet products around the world."

Visitors to the Paris show will see how Chevrolet's progressive design is also reflected in the quality of Cruze's interior. The use of grained surfaces, soft-touch materials and low gloss trim panels ensures a quality ambience that echoes the clean, harmonious design of the exterior.

At launch in Europe, Cruze will be available with 16-valve, 1.6-liter (112 hp/82 kW) and 1.8-liter (140 hp/103 kW) gasoline engines featuring variable valve timing (VVT) on both inlet and exhaust sides, giving more power as well as better fuel economy and lower emissions. A new 2.0-liter turbo diesel, developing 150 hp/ 110 kW and 320 Nm of torque adds power with even greater frugality. Five-speed manual gearboxes and an all-new automatic transmission, Chevrolet's first six-speed application in the compact segment, complete the powertrain menu.

With sales in Europe up by 23 percent for the first six months of 2008, Chevrolet is GM Europe's fastest-growing mainstream brand. The arrival of Cruze spearheads an exciting new product roll-out program that is expected to propel the brand to even greater success.

"We are proud that Europe is leading the introduction for this global product," said Wayne Brannon, Executive Director, Chevrolet Europe. "Chevrolet has always stood for expressive value and Cruze delivers on that promise like never before. It further redefines Chevrolet with its design, quality, materials and great style inside and out. The fit and finish for gaps and interfaces sets a new standard for this segment in Europe and around the world."

Cruze is the result of a development process harnessing GM's global expertise and is the first of a new family of compact products that will deliver world class quality. It will be backed by expected highest scores in all major crash safety ratings.

The Chevrolet Cruze will be available in Europe from March 2009, followed by other global markets with regional-specific engine choices.

2010 Chevy Camaro Test Drive: Prototype Sports V6 Economy With V8-Style Fun

The Specs
The Camaro is based on GM's global rear-drive architecture, referred to as "Zeta." That's the same one Pontiac uses for the new G8 sport sedan and upcoming pickup, the Pontiac ST. The lead development for all vehicles riding on this chassis is GM's Australian Holden subsidiary in Melbourne. It engineers not only the Zeta-based vehicles for the U.S. and Australia, but also works on models for markets like China and even Saudi Arabia.

For Camaro duty, Engineering Program Manager Anthony McCormack tells us the front wheels were pulled forward 3 in. and the rear wheels ahead by 5 in. to give the Camaro proper ponycar proportions. The final wheelbase sits at 112.3 in., 2.5 in. shorter than the G8.

But the Camaro isn't merely a shortened G8 with new sheetmetal. In order to maintain a low hoodline that apes the original Camaros of the 1960s, and fit the mammoth tires that come on RS and SS models, McCormack says much work was done on the front suspension. The front struts were given efficient mounting systems to allow maximum wheel travel in the least amount of space.

The rear independent suspension is mostly carryover from the G8, but with unique tuning and gearing in the rear axle. All Camaros use an 8.5-in. rear differential except the V6 automatic cars. They get a smaller, lighter unit.

Both prototype Camaros we sampled were equipped with GM's 3.6-liter direct-injected V6 engine. That's the same motor Cadillac uses in the new CTS. Here, the company tells us, it will make "over 300 hp." Final horsepower numbers for both the V6 and V8 Camaro will be released later this year. But as we reported earlier, the automatic V8 cars should hit around 400 hp, and the six-speed manual car around 422 hp.

The vehicles we drove were both what GM calls Integration Vehicle Engineering Release (IVER) vehicles. Chevy has built approximately 100 of these, and many were constructed to test specific paradigms—solely for crash testing, ride and handling, or powertrain. But our black automatic Camaro and zebra-striped six-speed manual cars were basically the valedictorians of this class. They were built in Australia (production Camaros will be built in GM's former truck plant in Oshawa, Ontario) and singled out as "Golden Cars" by the test engineers. Throughout the entire development process, these have been updated and refined all the way through as the latest-spec components became available. In other words, at the time we drove them, these cars were about as good as it gets.

Other than transmissions and tires, the two cars were identical in spec. The black one was equipped with the 6L50E six-speed automatic transmission and base-level P245/55R18 tires. The zebra-striped unit was packing the Aisin Warner six-speed manual and larger P245/50R19s.

Inside, these Camaros really did look like prototypes. The dash plastics were smooth and unfinished. The center console had cupholders that were too shallow. And there was a big wad of electrical tape securing a tweeter to the bottom of the A-pillar. The radio itself was covered in clear plastic—so no tunes for us. We did learn one interesting tidbit about the interior that has been updated recently. The optional console mount gauges on Camaros we've seen before have included a "torque meter." This, we thought, was an odd choice for this valuable real estate. Well, apparently the engineers thought so too. Both prototypes had transmission temperature gauges in place of the torque meter. McCormack says the torque meter is history. 
The Drive
Get past the design of the Camaro, and the first thing you'll notice is the exhaust note. We've driven the Cadillac CTS with this same engine, and it has never sounded, well, sporty. McCormack says the sound of the exhaust was a major priority. The engineers have gone through so many muffler iterations, he can't count them all. The sound they've come up with (and we hope the one they stay with) is most reminiscent of a Nissan or Infiniti V6. McCormack says it reminds him of the Nissan 350Z. And that's about right. It sounds like a performance engine the moment you tip your toe into the gas pedal. That's certainly not true of the V6 Mustang.

The V6's thrust feels just like the aforementioned CTS, perhaps even stronger. Chevy claims V6 Camaros will hit 60 mph in about 6 seconds flat. From the driver's seat, it's a satisfying rush. The V6 pulls strongly to the 7000 rpm redline and, yes, the manual car will do a nice smoky burnout and even barely chirp second gear.

The view through the windshield is 1960s cool. Unlike many cars today, the driving position of the Camaro does not mimic an SUV. In fact GM lowered the seat high over other Zeta vehicles to provide a more cocoon-like experience. It works. The gauges are just below eye level. Raise your sightline slightly and you get an eyeful of hood scoop. It's the subtleties that make this car feel right.

One would expect a V6 Camaro to have a reasonably comfortable ride. And it does. All V6 models come with an "FE2" grade suspension. That means more compliant springs and dampers and less aggressive sway bars than the FE3 tune that V8 SS cars will wear. The prototypes were very quiet at freeway speeds. The ride over these three freeways of varying surfaces was so cushy that we were predicting limited handling potential. Wrong.

On the tight and twisty roads outside of town, the Camaro showed incredible poise. We hammered both prototypes hard into every corner and they felt tight, near production quality. Both sets of all-season tires returned excellent grip, and we rarely got a peep from the stability-control system. The soft suspension seems to firm up for back-road hustling. There is body roll, but it helps you get a sense of the chassis limits, which are surprisingly high. Once you do hit those limits, it's progressive oversteer that seems easy to catch. The entire experience makes you want to push the Camaro harder—it's fun. The brakes too, which are 12.64-in. front and 12.4-in. rear (not the special 14-in. Brembos on the V8 cars) were surprisingly powerful. After many hard downhill canyon runs, we smelled the brake linings, but noticed no fade. The steering is quick and has decent feedback too. Maybe a bit too much feedback. On some of the rougher patches of road, with the suspension loaded up for a corner, the steering wheel dances around in your hand. Maybe that tendency will be addressed before production.

The Bottom Line
The V6 Camaro provides a glimpse into our performance future. Yes, it's easy to dismiss any Camaro that's not packing the grunt of a small-block V8. And no, this car won't smoke your buddy's SRT8 Challenger. But it does prove that a trim Camaro that gets around 26 mpg on the highway can be quite a lot of fun.

But what of future powertrains? At the more economical end of the spectrum, McCormack didn't rule out the use of GM's Two-Mode hybrid system. We suggested the new 4.5-liter truck diesel, and he flatly stated that this engine wasn't appropriate for the Camaro. He did indicate, however, that the 2.9-liter V6 in the European CTS could be under consideration. 

Chevy's $105,000 Corvette Tops 200 mph, Keeps Its Smooth Ride

(Bloomberg) -- Can Americans still build a phenomenal car? One can forgive the question, since the Japanese have run away with hybrids and the Germans and Italians rule the sports-car world. Yet one of the brighter spots in the U.S. auto scene is the Chevrolet Corvette ZR1 -- a relatively inexpensive car that tangos with uber-expensive exotics.

After a $15.5 billion second-quarter loss, General Motors Corp. is in incredible trouble, and the release of the fastest- ever Corvette will hardly turn things around. But it would be a mistake to write off a truly fearless feat of engineering. For a relative bargain of $105,000, the ZR1 tops out at 205 miles per hour.

This is not the kind of ride you'll find in overly full GM sales lots featuring ``employee pricing.'' The ZR1 coupe is akin to an Italian exotic. Chevy will make only seven a day, 2,000 a year, aimed at the sports-car cognoscenti.

Take, for instance, the Brembo carbon-ceramic brake rotors, with exceptional stopping power and zero fade even after repeated stomping. You'll find similar brakes on Ferraris and Lamborghinis, often as a $15,000 or so option. On the ZR1, they're standard.

I get a first crack at the 638-horsepower ZR1 at GM's proving grounds in Milford, Michigan. GM has its own 3-mile track, affectionately nicknamed the ``Lutzring'' after GM Vice Chairman Bob Lutz. Arranged like a racetrack of Greatest Hits, it's full of technically difficult turns, altitude changes and extremely blind crests. A prime place to wring out the Vette.

Superman on the Track

Even on a tough and unfamiliar racetrack, I feel like Superman. Neither speeding bullets nor powerful locomotives can keep up with me. I'm not even fazed by those blind crests: A light brake keeps the front end securely down as I sweep over the top, and a squeeze on the throttle instantaneously puts me back over 100 mph, even in third gear. Perhaps it's a good thing there's no ample straightaway to try out that 205 mph top speed. 

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Let's go back to that horsepower: 638. That's 133 more than the very rowdy Corvette Z06, and it comes from a new supercharged 6.2-liter V-8, with 604 pound-feet of torque. The engineers are very proud of that engine, and they will talk about it incessantly if you let them. It mostly sounds like Klingon to me, yet the proof is in the pudding: The 3,324-pound ZR1 makes 0 to 60 mph in a rush of 3.4 seconds.

Maybe better, it gets you to 100 mph in 7 seconds and the quarter mile in 11.3. I experience this repeatedly, with 100 mph arriving almost magically. It's only on my final lap that I take note of my speeds and realize how fast I'm going, and how often. And I never even put the traction controls in ``competition'' mode.

Civilized, Too

I'd expected this Corvette to be a mean, lean car on the track. The real surprise is that it's utterly docile on the road, easier to drive than the Z06. You could motor to work every day in this car.

The clutch is easy to use, and the six-speed manual (the only transmission available) is tight and fun, though third gear is occasionally hard to find. One of the real wonders is the superb suspension, which uses automatically adjusting magnetic shocks. In ``comfort'' mode, the only thing to suffer will be your chiropractor's bottom line.

The ZR1 shows class by not abrasively announcing itself as a special Vette. The badge on the rear is subtle, and the only obvious clues are the naked carbon-fiber roof, side sills and front splitter. (All of which save lots of weight and is phenomenally costly to produce.) There's also a clear screen in the hood that allows you to see the top of the engine, like a picture window into the supercar's soul.

Chevy also doesn't nickel and dime you with options. There's a $10,000 package that includes niceties like leather interior (which looks great), a Bose stereo system and GPS navigation system. The only other option is $2,000 chrome wheels.

Record Speed

The ZR1 set a record for the fastest lap in a production car around Germany's legendary Nurburgring, making 7:26.4 -- an arcane figure that makes aficionados salivate. The driver was Corvette engineer Jim Mero, who's also turned some 10,000 laps at Milford.

I get a ride-along with him in the ZR1, which is like Tiger Woods showing you the back nine. Mero drives with the traction control off and I see what the car is truly capable of. Let's just say the laws of nature almost cease to exist and Newton gets thrown on his head, proving just who's Superman and who's not.

Part of me wants to make apologies for GM: If they put the same energy into hybrids and alternative fuels as they did into developing this car, they would be in better shape right now. (GM has, in fact, now launched headlong in those new directions.)

Still, no apologies should be made for the ZR1. It's a feat of American engineering, the result of genuine passion. Nobody should have to make an excuse for that.

The 2009 Chevy Corvette ZR1 at a Glance

Engine: Supercharged 6.2-liter V-8 with 638 horsepower and 604 pound-feet of torque.

Transmission: Six-speed manual.

Speed: 0 to 60 mph in 3.4 seconds.

Gas mileage per gallon: 14 city; 20 highway.

Price as tested: $117,000.

Best features: Its dual nature, performing spectacularly on both the road and the track.

Worst feature: You'll never actually test that top speed.

Target buyer: The performance fiend who wants a true American supercar. 

Chevy Malibu hybrid delivers stylish sports car looks and good gas mileage

Chevrolet set out to make a stylish, functional midsize car when it produced the latest Malibu. It succeeded, and for the hybrid version of that car, you can add great fuel economy.

The refined design of the Malibu can be attributed to improvements in the global midsized car platform used by General Motors. The new Malibu gains 3 inches in overall length and 6 inches in wheelbase length.


It has some sports-car lines that suggest strong road performance. You might not be blown away by its performance ability, but for a family car, it holds its own. The fact that this is a hybrid is well advertised with badges on the rear and sides.

Fuel economy, which is important to just about everybody today, is aided by the hybrid system, which turns off the engine when the car stops and starts it up again when it’s time to accelerate. It also cuts off the fuel supply when the car is slowing down, and also takes other measures to boost fuel efficiency.

The Malibu Hybrid has an electric motor that’s linked to a 2.4-liter, four-cylinder engine and four-speed automatic transmission. Its EPA ratings are an impressive 24 mpg city, 32 mpg highway, but our tester got close to 34 mpg in a mix of highway and stop-and-go driving.

Our week spent with the car gave us a nice respite from hitting the gas station every couple of days. It’s fun to watch the Eco gauge light up when you are driving at maximum fuel efficiency, and you can try to keep it lit as long as you can just to amuse yourself. Oh, and because it’s good for the environment and for cutting fuel consumption.

Interior design is pretty nice, befitting a significantly more expensive car.

The instrument panel flowed nicely and the blue lighting of the gauges is easy on the eyes. Also, there’s just enough subtle lighting elsewhere in the cabin to make it feel classy but not overly illuminated.

The Malibu Hybrid is backed by a five-year/100,000-mile powertrain warranty. The test drive model had a sticker price of $22,790.

GM launched its new Chevrolet Tavera

General Motors India has launched the new Chevrolet Tavera at a ceremony in New Delhi presided over by General Motors President and Chief Operating Officer Mr. Fritz Henderson.

Among the new Tavera’s features are: a chrome-plated grille inset with a refreshed Chevrolet logo, a completely refreshed, dual-tone beige instrument panel with a wood-finish centre console, a three-spoke steering wheel, a floor-mounted parking brake lever, and an integrated double-DIN stereo. The Tavera Neo 2 now offers more features than before, and with better interior spec, will appeal to those on a budget looking for a family vehicle.

Paris Motor Show: 2010 Chevy Cruze

This afternoon GM design VP Ed Welburn and Chevy general manager Ed Peper gave us a preview of the new 2010 Chevy Cruze compact sedan. As is all too often the case with cool new small cars, the U.S. market is last in line as the Cruze will be going on sale in Europe next March as a 2010 model with a choice of 1.6L and 1.8L gas engines or a new 2.0L diesel that puts out 150 hp. As many have surmised from previous images of the Cruze, it is actually a bit bigger than the current Cobalt it will eventually replace. According to Peper, it actually slots in between the Cobalt and the Malibu, although it will get better fuel economy than both.

GM chose to debut the Cruze in Europe because it's the brands fastest growing market with a 23-percent growth in sales through the first half of 2008. Asked why the U.S. isn't getting it sooner, Peper blamed the current sales success of the Cobalt and other upcoming launches such as the Camaro. Peper also indicated that the Cruze will get an impressive 40 mpg on the highway at launch. When the Cruze goes into production at GM's Lordstown, OH plant in April 2010 as a 2011 model, it will be powered by the new 1.4L direct-injected turbocharged four-cylinder that has been announced previously. We don't have any pics of the interior yet because the car on display here is just the same styling buck with no guts that appeared in Lordstown a couple of weeks ago. We'll be sure to get those interior shots and more when the car makes it official world debut at the Paris Motor Show next month.

Beyond Volt, Insiders Reveal More GM Plug-in Cars on the Way

The much-anticipated Chevy Volt made its debut on Tuesday, but, after a little squeezing, General Motors engineers and independent analysts opened up about expanding the cars technology for future versions of an electrified Chevy Malibu, Pontiac, Cadillac and more.

DETROIT — Even as General Motors executives used the company’s boisterous 100th birthday bash today to pull the wraps off the production Chevrolet Volt, GM designers and engineers are quietly laying the foundation for what could become a full range of plug-in cars that the company refers to as Extended-Range Electric Vehicles, or E-REVs.

Scheduled to head for production in November 2010, the eagerly-awaited Volt is a cross between a pure electric vehicle and more conventional hybrids, such as the popular Toyota Prius. And like the Prius, Chevy’s new entry features a distinctive body. But under the skin, Volt shares much of its platform with GM’s global compact architecture, known as Delta. That means it has a lot in common with upcoming products like the new Chevy Cruze.

"The reason it’s on a global architecture is to make it possible to do other variants," said Bob Lutz, GM’s vice chairman and product chief.

Like other GM officials, Lutz declined to discuss specific plans for the Volt’s underlying eFlex system. But it was hard for company insiders to constrain their enthusiasm for the technology and conceal its likely expanded role in the automaker’s product portfolio.

What’s particularly significant is the flexibility of the eFlex system, said Volt Program Director Greg Cesiel. "We know we can scale this up at least one size larger and one size smaller in terms of vehicle platforms," he told PM.

Indeed, much of the initial testing of Volt’s prototype powertrain has been performed using a larger Chevy Malibu "mule." car. A GM source acknowledged that it would be relatively easy to integrate an eFlex drive system into the Malibu in years to come.

"I would think they’d want to do some kind of crossover and larger passenger car to help them meet the upcoming, 35-mpg fuel economy standards," said independent auto analyst Joe Phillippi.

And, as PM recently reported, one of the next Volt variants could become a Pontiac or Cadillac as soon as 2011.

There are several reasons the Volt will look different than its Cruze cousin. There’s the PR punch from having such a distinctive-looking model, but there’s also a technical advantage of optimizing the aerodynamics on the Volt’s body. Aero styling changes made to the original Volt prototype helped increase battery-only range by about 20 percent, according to project insiders.

Conventional E-REVs could benefit from projected improvements in battery technology, said Frank Weber, Volt’s global vehicle line executive. Industry engineers believe there will be significant improvements in battery power density—meaning smaller, lighter and cheaper cells. So it should be possible to stuff enough cells into a mainstream product, in the near future, to meet the Volt’s 40-mile battery range. 

A Look At 2010 Chevrolet Camaro V-6

The 99-percent prototype is admittedly rough around the edges-awful paint, not all parts to production shape, some interior bits held in place with tape while engineers test final pieces-but hardware-wise it’s a “nearly done” Camaro. With minor tweaks, this is the car you’ll be able to get by March.

For this early drive Chevy served up only the base, V-6 version of its new pony car (V-8 drives will follow in about two months), but that quickly proved to be no disappointment.

Inside, the 2010 Camaro recalls the flavor of the ‘67 model that inspired it-squarish primary instruments plus a rectangular four-pack of secondary gauges in the center console-but it’s far too stylish and modern to appear “retro. “A thick, deep-dish steering wheel is unique to the new Camaro, another reminder of project cash well-dispensed. Seats will be trimmed in cloth or optional leather; one gripe, as on the Pontiac G8, is the lack of a power backrest adjustment (on the Camaro it’s a manual ratchet). The wheel is a tilt-telescoping model, which in combo with the smartly placed pedals helps deliver a near-ideal driving position.”

When outfitted with 18-inch wheels and tires and the V-6, the Camaro may wear a “base car” label, but you’d never know it by the drive. The hydraulic power steering delivers excellent feel, with deft off-center response and plenty of mid-corner feedback. The chassis, boasting a Mustang-crushing independent rear, powers through bends with a level of grip that simply obliterates any “base car” notions. Even pushed as hard as you’d dare on public roads, the Goodriches rarely protest or slip, instead digging in and doing their best to pry your eyeballs from your skull. Stability control steps in only mildly, catching minor missteps (ooohh, that corner was just a bit tighter than expected) without quashing useful dabs of oversteer. Body rigidity is exemplary, too. The Mustang can only dream of delivering handling at this level of performance and sophistication.

With moves like this in the entry Camaro-base price in the mid-to-low $20s-it’s drool-inspiring to imagine what the car will do with, say, the optional 20-inch summer rubber (not to mention, the mega-output V-8s with FE3 chassis tuning). What’s more, even in “stripped” form the Camaro feels distinctly upmarket. Wind noise is almost nonexistent. The ride polishes off road imperfections while remained poised to spring, cat-like, to quick steering inputs. Brakes are sturdy and bite hard early into the pedal’s travel. Mustang? Nah. The new Camaro feels more akin to an American Infiniti G37. And remember: Thus far our driving has been limited to the base V-6 version.

In an era when “mega-ultra-hyped blockbuster” often means “I wasted my money on that?” the new Chevy Camaro pushes back against unfulfilled expectations. It delivers. The look is there. The performance is there. The value is there. 

Chevy Volt: Could GM Kill the Electric Car...Again?

Reuters reports, "Stung by an association with gas-guzzling SUVs and pushed to the brink of failure by plunging sales, U.S. automakers have been touting efforts to roll out more fuel-efficient small cars, gas-saving technology and gas-free electric vehicles. The star of that marketing show has been the Chevy Volt, a rechargeable car that General Motors Corp is designing to run 40 miles on battery power, meaning some commuters would never need to fill up with gas. But with its cash dwindling and U.S. auto sales crashing to 25-year lows, GM has joined Ford Motor Co and Chrysler LLC in seeking $25 billion in federal handouts, which are under consideration this week by the U.S. Congress. That has critics concerned that a meltdown for Detroit could delay the rollout of green cars like the Volt."

The Volt enthusiast site GM-Volt.com is worried about the possibility. The site is asking readers to sign a "Letter to the U.S. Government," which reads, "General Motors' upcoming Chevy Volt represents the future of this country. The ability to drive without gasoline and on US-produced electricity will usher in a fantastic new era of petroleum independence and a vast enterprise of related green technologies, including the critical field of advanced battery production...Allowing the US automotive industry to die on the vine in the coming weeks will weaken our country severely, wreak terrible suffering on millions of Americans, and result in the loss of hundreds of billions of dollars of revenue. So too may it imperil our chances for an energy independent future."

Others, however, see the opportunity to push Detroit toward greener cars in the bailout proposal. Business Week notes, "As Washington weighs a potential bailout of the U.S. automobile industry, environmental groups urge that such a rescue should come with eco-friendly strings attached." Business Week adds, "While President-elect Barack Obama has recently made public statements suggesting he would support federal assistance to automakers, his previous public statements suggest he would also back environmentalists' concerns."

Senator Bill Nelson (D-Fla.) has even proposed increasing existing fuel economy requirements as part of a bailout package. Autoblog reports that Nelson "wants U.S. automakers to achieve a fleet average of 50 mpg by 2020. Right now, the CAFE target is 35 mpg by 2020 -- a goal agreed upon only after a huge amount of jockeying in and out of Congress. Nelson asked, ‘Why should we be pouring taxpayer money into an automobile industry that has continued to resist higher miles per gallon, which has led us in part to the problems we're in?

GM new electric car Chevrolet Volt to debut in Washington and San Francisco

General Motors' new plug-in electric car, the Chevrolet Volt, will go on sale in Washington and San Francisco first, the automaker announced this week, as it began laying plans to work with area government and power companies to ease the car's introduction.

Ed Peper, GM's North America vice president, made the announcement Tuesday at the Washington Auto Show. He said the cars should begin arriving in the two metropolitan areas in late 2010. In the meantime, the company is seeking policies and infrastructure, such as carpool lane access for Volt drivers and charging stations at work, to make the buyers' transition from gas to electric easier.

The San Francisco Bay Area was an obvious choice to be one of the first plugged-in cities, said Britta Gross, GM's architect of the plan. A warm climate combined with a wealthy, tech-savvy population has boosted sales of the Toyota Prius. 
"They raised their hand before we even made the offer," she said.

The D.C. region's relatively high concentration of hybrid vehicles suggested people in this area were also willing to pay more for a vehicle with better fuel economy. Washington, along with Southern California and New York, is also testing GM's hydrogen fuel-cell vehicles.

"An East Coast location was important to us, too," Gross said.

It also helps to have an iconic car like the Volt close to Washington's power brokers, who will soon be considering additional federal loans for the struggling automaker, said Roland Hwang, vehicle policy director at the Natural Resources Defense Council. After all, when natural gas debuted, buses using the alternative fuel ran regular routes past California's state capital in Sacramento.

"You want your clean technologies to be very visible and build trust with public policy makers, even if city isn't the ideal in demographics or in terms of infrastructure," he said.

Hwang added: "What we're talking about is signaling to decision makers in Washington that the car is on its way to not just America, but to your garage."

First, though, the company needs to persuade people to buy it. Analysts said the car may initially cost $30,000 to $40,000 largely because of its advanced battery technology.

"Clearly we never made any secret out of the fact we're not going to make much money off the Volt until the cost of batteries go down," said Bob Lutz, GM's vice chairman for global product development.

So the goal is to create strategies that make the pricey technology more attractive for Washington drivers, in hopes of eventually ramping up production. High manufacturing volumes means cheaper batteries and cheaper cars.

Gross, GM's manager of hydrogen and electrical infrastructure development, said the lack of incentives has hindered a mass migration from gasoline to alternatives fuels like biodiesel.

"We know cars don't sell themselves," she said.

GM has been working closely with the Electric Power Research Institute and a coalition of 40 utilities -- including Dominion Virginia Power of Richmond -- to solve development challenges of plug-in vehicles. And it aims to reach out to other utilities in the Washington region to ensure they can handle the surge of people plugging in their cars.

"We're always looking for ways to use energy wisely and planning for a reliable electric grid," Dominion spokesman Karl Neddenien said.

Federal tax credits could stimulate sales. GM is also urging state, city and county governments to give Volt drivers access to restricted carpool lanes and other benefits. In addition, the automaker hopes the governments themselves will become early adopters, setting an example by buying large fleets of plug-ins.

"The Chevy Volt is truly coming to life," Peper said, "but preparing the market for electric vehicles also requires capable partners from outside the auto industry."
source:washington post

The Chevrolet badge with new Spark as the model name

The Spark makes its official launch at the Geneva Auto Show

At the Detroit Auto Show, GM gave production details for its new small car, which will come out under the Chevrolet badge with Spark as the model name. This new car is based on the Beat concept shown last year, and gets its official launch at the upcoming Geneva Auto Show. The Spark satisfies the need for a small city car in Chevrolet's line-up. The brand's current small car is the Aveo, but that model is licensed from Daewoo. The Spark is home-grown. As a city car, the Spark has minimal room for cargo unless there are no rear seat passengers. GM did interesting things with the styling, for example, hiding the rear door handle in the C-pillar. 

Engine choices for Europe will be 1-liter and a 1.2-liter four cylinder engines. Suprising for such a small car, it can be had with front, side, and side curtain airbags, along with anti-lock brakes and stability control.

GM refers to the instrument cluster as motorcycle-inspired. The fact that the instruments are on a free-floating module which isn't integrated into the dashboard means GM can easily switch the car from left to right-hand drive. From the interior photo released by GM, it looks like the instrument module has a full trip computer, another feature that's not often found in low-end cars like this.

The car will be available in early 2010, but only in Europe. GM does plan to launch this car in the U.S., but not until 2011. Expect a larger engine in the U.S. model. 

Chevy's Corvette Convertible still iconic

The 2009 Chevrolet Corvette Convertible is shown in Jetstream Blue Metallic.

Now that every American taxpayer is an investor in the parent company of the Chevrolet Corvette, maybe the American sports car icon will rebound from its worst sales in 11 years.

The Corvette, which dates to 1953 and is the only remaining V-8 powered two-seater built in the United States, offers a lower-priced convertible this year, new standard features as well as a new ZR1 model that's the fastest and most powerful production car ever from General Motors Corp.

Starting manufacturer's suggested retail price, including destination charge, is $49,415 for the base 2009 Corvette Coupe with 430 horsepower, LS3 V-8, while the 2009 Corvette Convertible is $54,070, or $1,355 less than the comparable 2008 model. The convertible has the same 430 horsepower V-8 of the base coupe.

The top and much anticipated 2009 Corvette is the ZR1 Coupe with 638 horsepower, supercharged, 6.2-liter V-8 and $104,820 price tag, while the mid-range Corvette is the Z06, starting at $74,775, with a 7-liter V-8 putting out 505 horsepower.

The rear-wheel drive Corvette has a niche all its own these days. The other American sports car with a V-8 and a convertible version — the Ford Mustang — has more than two seats and a $28,005 starting retail price with V-8. The two-seat Dodge Viper is powered by a 600-horsepower V-10 and starts at $88,271.
No one can argue that the Corvette is one of the most instantly recognizable cars around. Its styling hasn't changed much over the past decade, with tweaks here and there for the large, round taillamps, short, tall rear decklid and long hood.
Drawing attention
Indeed on my test drive, the 2009 Corvette Convertible drew attention from boys and young men, and the reason wasn't just because of the bright, Jetstream Blue metallic paint.

Driving a Corvette is a curious mix of old-school flavor and new, modern sophistication.

The raw engine power is palpable as the V-8 roars to life when a driver touches the ignition button. Yes, the Corvette has a start button now, not an ignition key switch. Tap the accelerator and the car bolts from the garage and down the driveway.

This is one car where it pays to have an optional head-up display, like I did on the tester. The display projects pertinent driver information — like speed — onto the lower part of the windshield in front of the driver, so he doesn't have to take his eyes off the road to check the speedometer and other gauges that are lower down in the instrument cluster.

At 3,222 pounds, the two-seat Corvette felt a bit like a rocket ship when I'd push the accelerator down and merge swiftly into highway traffic. There was no lag, no hesitation — just my head going back into the head restraint as the car zoomed ahead.

I won't call it awesome because that's the word now used for the top ZR1 Corvette. But the get up and go, even in a base Corvette, is ample for all real-world road conditions.

There's a plentiful 43 inches of legroom in the Corvette, which makes it comfortable for 6-footers. The ride is loud — not just because of the engine sound but the road noise from the tires. This is definitely not a retiring kind of ride.

2009 Corvette: America’s greatest sports car is even greater

I wish our highway system were on the same improvement program as the 2009 Chevrolet Corvette. Unfortunately they appear to be on divergent courses. The Corvette keeps getting better and better every year, while congestion keeps getting worse. Our clogged roads aren’t fun in a mini van, but they’re particularly frustrating in a car with the Corvette’s performance potential.

For 2009 the Corvette is available in three power levels: the base 430 hp; the Z06 with 505 hp; and the new ZR1 with an incredible 638 hp. Torque figures are 424 lb-ft, 470 lb-ft, and 604 lb-ft respectively. The so-called base Corvette has enough power to humiliate most production cars, so the Z06 and ZR1 are overkill and overkill squared.

Prices rise with horsepower. A base coupe (hatchback) starts under $50,000. The base convertible (the only convertible offered) goes for a little over 50K. The Z06 base price jumps about $25,000 and the ZR1 goes for another $30,000 over the Z06 (if you can find one at retail). As wild as the ZR1 is, the base Corvettes are the best buys. Plus, you could buy a coupe and a convertible for the price of a ZR1.
Corvette performance and driving excitement are givens, but it’s the Corvette’s practical nature that surprises many people. The hatchbacks are quite versatile (we had space to spare after a big Costco trip) and can return excellent fuel economy if your right foot isn’t too heavy. It’s a safe car that makes average drivers think they’re superior drivers. The Corvette is tractable around town and very pleasant on the highway. It’s an absolute joy on the back roads of western Washington.
Walkaround: The Corvette is a stunning car. It’s the kind of car you always look back at after you park it. Fit and finish are very good. The wheels and tires are huge and contribute much to the car’s outstanding performance.
Interior: Seating position is very low, but legroom is excellent. The seats are very supportive. Interior noise is low for such a powerful car (you won’t ever think you’re driving a hybrid) and the sound system is first rate. The cockpit storage areas are definitely on the small side, but there’s lot of space behind the seats. The Heads Up Display is one of our favorite features.
Under The Hood: The 2009 Corvette is an engineering marvel. We’ve already mentioned the horsepower/torque ratings. The details of how those numbers are achieved would take far more pages than we have here, but that information is available from Chevrolet.

There are two 6-speed transmissions — manual and automatic. Both are excellent — the manual is more fun and the auto is more practical.
Behind The Wheel: Being behind the wheel of a Corvette is where we like to be. Driving a new Corvette is so much fun that it will distract you from other activities. You’ll want to find the most twisting route instead of the shortest.
Whines: The hot, shallow center console melted our Milky Way bar.
Bottom Line: This could be the zenith of American high performance sports cars.

Detroit flexes muscle: Mustang, Challenger, Camaro face off again

For the first time in 26 years, the Ford Mustang, Chevrolet Camaro and Dodge Challenger will face off head-to-head-to-head as new models.

General Motors Corp. begins building the 2010 Camaro today at its Oshawa Car Assembly plant in Canada. Ford Motor Co. will start rolling out redesigned 2010 Mustangs from its assembly plant in Flat Rock later this month, and Chrysler LLC's Dodge brand will introduce new retro colors such as B-5 blue for Challengers built at the Brampton Assembly Plant in Ontario. 
The last time these cars were true muscle cars at the same time was in 1974, when "Blazing Saddles" was in theaters, Hank Aaron still trailed Babe Ruth in total home runs at the start of the season and President Richard Nixon was battling the Watergate scandal.

While a dismal year for auto sales has been forecast by industry analysts and manufacturers for 2009, these three vehicles could help Detroit build up the inexpensive sports car segment with new customers who rode the popularity wave of big pickups and SUVs but now want something that's stylish, fun to drive and good with gasoline.

"These are the people who the only thing they put in their pickup bed is a bed liner," said Jim Hall, an analyst at 2953 Analytics in Birmingham. "It may not sound like a lot of buyers, but it's more than you think."

The key to this year's race may not be the big V-8 buyers, who tend to be enthusiasts and loyal to a particular brand, but rather the V-6 customers jumping into a pony car for the first time.

"The real Mopar guy is not going to buy a Mustang and Chevy fans are not driving around in Challengers," said Mike Accavitti, the director of Dodge. "We're fighting for the guys and gals who don't have a brand allegiance."
It's a fight Chevrolet and Ford relish. 

"The people we're going for are passionate drivers," said Karen Rafferty, Chevrolet's director of product marketing. In particular, Rafferty said, Chevrolet wants to target women and import sports car buyers such as those driving the Nissan 350Z and Infiniti G35. She said the Camaro will have one competitive advantage over Dodge and Ford: It will have the highest gas mileage.

While final Environmental Protection Agency estimates could be released later today, the Camaro's 3.6-liter V-6 direct injection model is expected to achieve at least 27 miles per gallon on the highway, GM says.

But the new Mustang is only 1 mpg off that mark, said Mike Crowley, marketing manager for Ford's cars.

Last year's spike in gas prices has swayed more buyers into V-6 models, said Allison Revier, the Mustang brand manager, and that will help Ford.

"Younger females make up 50 percent of our V-6 sales," she said. "They don't need a GT (which comes with a V-8) but they like the car's exterior styling."

Additionally, Mustang has a distinct advantage over the Challenger and Camaro because there is a convertible model.

Chevrolet has not announced if it will build a drop-top Camaro, though it has shown a concept version of it. Dodge has ruled out making a convertible.

"Mustang has the luxury of offering two body styles," said Hall, adding that Ford and Chevrolet are in a better position to sell their V-6 models.

"The Challenger has been defined by the V-8 version," he said.
Cars may draw more buyers
Still, all three vehicles could help dealers attract buyers this year.

Ed Kim, director of industry analysis at AutoPacific Inc., a market research firm, said while the overall car market will continue to suffer, the addition of the new Camaro and redesigned Mustang and the first full year of the Challenger will certainly draw more customers to the sport coupe segment. All three vehicles create an emotional connection with buyers, and that's an essential aspect to any car purchase.

"This is a grim time and there's not a rational reason to even go to a dealership," Kim said. "These cars provide an emotional hook that might get people to at least come in and take a look."

Last year, the middle specialty segment, which includes sport coupes, made up 5.2 percent of overall car sales, according to Autodata Corp. That percentage should grow in 2009, Kim said. However, the performance of the segment will fall because of poor U.S. auto sales, which AutoPacific expects to be below 11 million vehicles.

Nevertheless, all three manufacturers say they're ready to rumble with their cross-town rivals in a race for King of the Coupes as they talk up their cars with moxie and verve.

With strong pent-up demand for the Camaro, Chevrolet says it has already sold 14,000 of the fifth-generation muscle car. The model was discontinued in 2002 and reintroduced as a concept vehicle in 2006 at the Detroit auto show.

A similar sales surge was seen last year when Dodge revived the Challenger. Dodge discontinued making the Challenger in 1974, offering only a rebadged Japanese-built Challenger until 1983. When it was introduced last spring, Dodge sold out of its 2008 Challenger SRT8 before launching the full lineup in the summer.
Resurrection poses risks
No one expects the glory days of muscle cars to return. In 1974, the year Dodge ended production of its Challenger, Ford sold 285,864 Mustang IIs, Chevrolet sold 135,780 Camaros and Dodge sold 14,243 Challengers, according to Wards Automotive Yearbook.

Bringing back a muscle car is not without risk. GM attempted to resurrect the Pontiac GTO in 2004 but the car never caught consumers' imagination the way the Challenger did last year or the pending launch of the Camaro has.

Hall attributed this failure to the car never connecting with potential owners.

"The name had no equity with younger buyers and traditional buyers looked at it and said 'no,' " Hall said.

Ford, however, has the largest base of customers and a wide variety of vehicles. It introduced the Mustang in 1964 and has sold 800,000 units since Chevy pulled out of the muscle car game in 2002, Crowley said.

"There is going to be a lot of competition out there," he said. "We don't see this segment having a big decline. The key is to not get into an incentive race or a price war with Chevrolet."

Ford, with a lineup of vehicles that range in price from $21,000 for a base model Mustang to more than $40,000 for a fully loaded Shelby GT500, is ready for the onslaught from Dodge and Chevrolet, said Crowley, who's confident Ford will finish at the top of the sales charts at the end of the year. Ford sold 91,215 Mustangs in 2008.

"We have a steed for every breed," he said.

But Chevrolet has a different outlook.

"We're going to beat Mustang this year," Chevrolet's general manager, Ed Peper, said at the Chicago Auto Show.

Accavitti threw down a different kind of challenge.

"Maybe we should all meet on Telegraph or Woodward," he said. "Just bring your pink slips."

First Drive: 2011 Chevrolet Cruze

Handsome and competent, the Cruze is cruising toward its U.S. debut.

We've had our share of Daewoo-engineered cars in North America. There was the late-1980s Pontiac LeMans, the forgettable Suzuki Reno and Forenza, and Chevrolet’s uninspired Aveo econobox—all products of the Korean automaker. And don’t forget the actual Daewoo-badged cars that were sold here. Why give the Korean company another chance?

Unfazed by criticism of previous Daewoo-designed cars, GM gave the Koreans design leadership for the new Chevrolet Cruze compact car. A true world car to be sold around the globe, the Cruze will take the place of the Cobalt in Chevy’s U.S. lineup. Moreover, the Cruze is the first iteration of GM's Delta II platform, which will host a number of new, global vehicles, including the Chevrolet Orlando MPV, the next-gen Opel/Vauxhall Astra, and an upcoming Buick version of the Astra. 
Heading to the Continent First for Its Shakedown Cruise
Europe gets the Cruze first; we’ll have to wait for another year. We drove the Cruze at the European launch in Spain on the Gulf of Biscay. It must be said that the Cruze is a relatively minor deal in the Old World, since GM generates big sales in this segment with the Opel/Vauxhall Astra, which is sold as a Saturn in America. In Europe, the Cruze merely replaces the Daewoo Lacetti and Nubira—two inexpensive and nondescript entries sold here as the Suzuki Reno and Forenza, respectively.

In the U.S., though, the Cruze plays a different role, and GM needs to get it right. To be built at the Lordstown, Ohio, plant, the new sedan is expected to become one of GM's major sellers over the next few years. The extra year on the Continent should allow GM to work out the kinks before making the car available in its most vital market.

The Cruze is also significant because Chevrolet claims it ushers in a new styling language for the brand. We have to wait to see what that means for future Chevys, but we can say that the Cruze definitely looks good from nearly every angle. The front end is aggressive and powerful, and the rear impresses with its wide stance and taillights similar in shape to those of the BMW 7-series and Lexus LS. Perhaps the least original aspect is the side view; we have seen this roofline and window opening on many cars, although rarely on such a compact model. On the road, the proportions seem just right. The Cruze manages to look masculine and cool, unlike most of its competitors, which, frankly, can be slightly embarrassing to be seen in.
No Diesels for the U.S., But Expect the Turbo Four to be Very Efficient

In Europe, the Cruze launches with two gasoline four-cylinders—a 1.6-liter that makes 111 hp and a 1.8-liter producing 139 hp—and a 148-hp, 2.0-liter turbo-diesel that likely will spawn a 123-hp variant in the future. A five-speed manual is standard on all engines, while the more-powerful gasoline mill can be ordered with an optional six-speed automatic. We’ll see the 1.8-liter gasoline engine here, as well as a 140-hp, turbocharged 1.4-liter gasoline four-cylinder—expected to return at least 40 mpg combined—that will debut as the car hits the North American market. And here’s hoping we’ll also be treated to a 260-hp SS version powered by the fire-breathing, turbocharged 2.0-liter Ecotec engine, although GM’s High-Performance Vehicle Operations have been put on hold.
Solidly Built and Drives Well
The Cruze is low on breakthrough technologies, but it is a thoroughly well-engineered car, with an ultra-strong structure and a low center of gravity. GM says 65 percent of its body and structure are made from high-strength steel. The fit and finish is improved over current GM small cars, as highlighted by the small gaps between the body panels, which require precise stamping and accurate assembly. On the road, the rigid body and the extensive sound dampening translate into less noise.

The Cruze handles well. When pushed, it stays on the safe side and moves into good-natured understeer until the ESP gently kicks in. The hydraulic power steering offers good feedback for an economy car, but despite fat tires and 16- or 17-inch wheels, it does not display any sporting aspirations.

Neither, for that matter, do the current gasoline engines, but the 1.6-liter works adequately for most occasions. And while we disliked its nonlinear throttle response, this inexpensive engine is a better choice than the 1.8-liter unit, which is not much quicker but sounds thrashy when pushed. The larger engine is also hampered by its optional six-speed autobox. While it works unobtrusively during normal driving and keeps the revs low on the freeway, it’s not up to spirited antics. It is painfully slow to respond, which manages to stifle any soul that the 1.8-liter may have.

It's a different story with the turbo-diesel. Coupled to the crisp five-speed manual, it is far more fun to drive than the gasoline-powered models. Up to 236 lb-ft of torque is on tap, plenty to dart through gaps in traffic, and top speed with the oil burner is 131 mph. But the engine is expensive and it’s also heavy enough that the car sacrifices some agility. What the Cruze needs is a turbocharged gasoline engine—luckily, one is one the way. Until the 1.4-liter turbocharged four arrives—and hopefully the 2.0-liter—the current powertrains will lag behind the capabilities of the chassis.
Unique Cabin Materials Lend Upscale Air
On long trips, the interior of the Cruze shines. There’s ample headroom despite a coupe-like roofline. Drivers and passengers enjoy extraordinary legroom, and the front seats can be pushed way back. The rear seats can be folded down, and trunk space is impressive at 15.9 cu ft. Less impressive is the fiddly and hard-to-reach lever to adjust the front seatbacks.

The overall feel of the Cruze’s cabin is far superior to that of the Reno/Lacetti and the Forenza/Nubira that it replaces. "We wanted to take that plastic feeling out," says GM Daewoo vice president of design Tae-Wan Kim. The upper part of the dashboard is finished in either cloth or a leather-type material, and a twin-cockpit theme tries to evoke classic Corvettes. Even the headliner is made of a rich-looking woven material not typically used in this segment.

Being a global car, the Cruze has to conform to both European and North American safety standards, which can be contradictory. Chevrolet promises high IIHS and Euro-NCAP crash ratings, and traction and stability control and ABS systems are standard, at least in Western Europe. The content for other markets has not been finalized, but we expect North America will get pretty much every available safety item.
Due Next Year
The Cruze will come to the U.S. next year first as a sedan, with production scheduled to begin at Lordstown in April 2010 as a 2011 model. The upcoming Chevrolet Orlando, built on the same platform, will serve the functional role of a Cruze station wagon when it launches in 2011. A five-door Cruze hatchback is also planned, but it’s not yet decided if that body style will come here. There is no word on U.S. pricing yet, but the Cruze is highly affordable in Europe. Its German starting price is about €1500 less than a comparably equipped Lacetti, which was already attractively priced to begin with.

Competition here in the U.S. includes the Ford Focus, Dodge Caliber, Toyota Corolla, Honda Civic, Nissan Sentra, and Volkswagen Jetta. Compared to these, the Cruze holds its ground very well. The ancient Ford Focus and the crude Dodge Caliber do not stand a chance against this Chevy. (Ford still plans to introduce the global third-generation Focus to the U.S. for 2011, however, which should put up more of a fight.) A Volkswagen Rabbit/Golf or Jetta might be more fun to drive, particularly with the dual-clutch transmission, but they will be more costly as well. And the Toyota Corolla looks painfully generic next to the aggressively styled Cruze.