2010 Chevrolet Camaro V-6 Overview

For this early drive, Chevy served up only the base, V-6 version of its new ponycar (V-8 drives will follow in about two months), but that quickly proved no disappointment. The headline news: The "base" engine is the same DOHC, 24-valve 3.6L V-6 that serves in the 2008 Motor Trend Car of the Year, the Cadillac CTS. Outfitted with variable valve timing and direct injection, this high-tech beauty will romp with more than 300 hp (final output is still TBD) and should deliver EPA city/highway fuel economy ratings of least 18/26 mpg - though Chevy is aiming for 19/27 mpg.

Yes, two six-speeds will be offered with the V-6 (and, by the way, the V-8): an Aisin manual and a HydroMatic automatic with wheel-mounted manual shift buttons (the V-8 manual will be a Tremec unit). All base Camaros will be equipped with an FE2 suspension package, though chief engineer Doug Houlihan says Chevy is "considering" adding, as an option, the uprated FE3 suspension that'll be standard on V-8 cars. Base tires are 245/55R18 M+S BFGoodrich Traction T/As on 18-in. alloys; optional rubber will include 19- and 20-in. Pirellis (the latter available in summer or snow versions) plus an available 21-in. wheel-and-tire upgrade (summer only). Brakes are single-piston calipers all around, with cast-iron rotors (12.6 in.) up front and aluminum discs (12.4 in.) in back. (All Camaro V-8s will sport bigger, four-piston Brembo binders and a larger master cylinder for improved brake feel.) An optional RS package will include the 20-in. rims plus HID headlamps, a rear spoiler, and door-sill trim, among other upgrades.

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.

Buckle up, because the new Camaro runs like a cheetah escaping the zoo. The engine twirls for the 7000-rpm redline as if were born to live there, but at cruise it withdraws, like a fine personal valet, almost into invisibility. The high-pitched exhaust note is decidedly non-musclecar; it almost says "Asian tuner car." Houlihan admits that engineers are still tweaking the sound, though. The production car will likely emit a more baritone growl. Or not. Prepare to be surprised.

Chevy is currently recording 0-to-60-mph sprints of about 6.1 sec or so, but the goal is to break the six-second barrier. Give us a car, guys. We'll get you the 5.9-sec run you're after. Top speed, by the way, is an electronically limited 155 mph. Yes, with the V-6. Both transmissions are superb, the automatic responding quickly to shift-button commands and the manual smooth and slick (pedals are well-placed for heel-and-toe downshifts).

When outfitted with 18-in. 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-in. 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 remaining poised to spring, catlike, 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.

Source: motortrend

2009 Chevrolet Corvette ZR1

Chevrolet will pay for every new ZR1 owner to attend a high-performance driving school, probably at Bob Bondurant in Phoenix or Spring Mountain in Pahrump, Nevada, both of which feature Corvettes (and may end up getting the preproduction ZR1s we're driving today). A lapping session with ace development engineer Jim Mero at the helm is equally instructive and credits the Brembo brakes and Pilot Sports as the underappreciated heroes of this package. Mero initiates braking where mortal drivers accustomed to ordinary performance cars would be trailing off the brakes. Their power and fade-resistance seems infinite, and they're said to have glowed red while still providing confident retardation during 24-hour racing durability tests. He points out that with 638 horses on tap and a torque curve as wide as Montana, you can upshift early at convenient locations on the track without losing time.

Mero also carries way more speed through the turns than seems possible on a run-flat tire good for 20,000 miles of tread life and boasting reasonable rain performance. An asymmetric tread design with cornering rubber on the shoulders and rain channels inside, a special tread compound, and unique internal architecture conspire to deliver maybe 80 percent of a Pilot Sport Cup racing tire's peak grip with real-world liveability and more forgiving limits. (They're so grippy it took an hour for a ZR1-team driver to nail our smokin' sideways shots.) Our next ZR1 encounter will include testing, but here are some more Chevy-supplied numbers to chew on in the meantime: 1.01 g steady-state lateral acceleration, more than 1.2 g braking grip, and a 0-to-100-to-0 mph time of under 11.0 seconds, besting the Dodge Viper and Shelby Cobra benchmarks by at least a second or two. Oh, and let's not forget Mero's production-car Nurburgring lap record time of 7 minutes 26.4 seconds.

Having witnessed the true power of this chassis, speeds build quickly with increasing confidence during the next lapping session. The low hood affords a perfect view of every corner apex and accurate, nicely weighted steering helps keep a laser lock on the driver's intended line, but with 52 percent of the car's reasonably light 3350 pounds pressing down on 285/30R19 tires in front, the steering feel will never be confused with that of a mid- or rear-engine car, and exceptional care must be used when exercising the loud pedal if the various safety nets are all disabled (it's very forgiving in full nanny mode). Many of the same tech tricks that Porsche uses to make its rear-heavy 911s handle safely and neutrally have been employed just as effectively by the ZR1 team to tame this front-heavy ultra-powerful rear-driver.

Pit again to let the adrenaline subside, and then let's take a spin on some bumpy public roads to sample the suspension's Tour setting and assess the car's general commuting demeanor. A bit of supercharger whine can be heard before the exhaust opens, but aside from that the ZR1's as demure and docile as any other Corvette. The short sidewalls exact a ride-harshness penalty that's beyond what the magnetic shocks can entirely smother, but it's not punishing, and it's considerably less flinty than the Sport setting. Variable-ratio steering (now on all Vettes) makes low-speed parking maneuvers easier while ensuring sneeze-proof high-speed stability.

Okay, so we're shocked (and more than a little proud) that America's sports car established a lap-record at the Nurburgring. We're awed by its high handling limits and overall tractability. And 15 or 20 hot laps of a circuit like the Lutzring could probably convince any skeptic that $30K worth of hardware value has been added to the already impressive Z06. But will the Corvette faithful take our word for it without benefit of that track time and plunk down $105,000 for a base ZR1-let alone $10K more for the package that makes the car feel expensive (hand-stitched leather, full-power/memory seating, and Bose Nav/audio system)? Let's hope so, because it'll be way tougher convincing the Ferraristi or Lambophiles that they'll be happier in this better performing, more fuel-efficient, probably more reliable but-let's face it-less exotic looking and feeling Chevy. Maybe the ZR1 driving school needs to happen before the sale...

The difference between the 7.0-liter Z06's basso rumble and the ZR1's baritone roar is striking. Sure there are bigger lungs on the Z06, but the difference has more to do with what happens in the tunnel. Both use two big pipes with a crossover, but the Z06 has an H-configuration with a short connector pipe that simply allows the reverberations to bounce between pipes. The ZR1 uses an X connection that comingles the actual exhaust. The H-pipe setup tends to preserve a slightly rougher second-order sound in each pipe, while the X (or any single-exhaust system) results in a higher fourth-order sound. Both variants use an exhaust valve in the muffler, but the Z06's opens at 3500 rpm and still includes some sound-attenuating perforations, while the ZR1's opens more of a straight shot at 3000 rpm.

Hot-lapping the ZR1 makes it hard to imagine owners feeling the need to add power to this setup, but you know it will happen. And it won't be hard. Hack the engine-control chip to run more boost with slightly higher engine or supercharger revs and the power will come. But the team cautions that any additional power will drive temperatures up dramatically resulting in spark retardation unless a larger cooling circuit is installed, along with a taller intercooler poking through the hood and blocking the clean sight lines. Durability is also likely to suffer. As it is, to keep from blowing the heads off the team switched to four-layer gaskets, strengthened the heads, and fitted larger bolts torqued for 25 percent higher clamping loads.

Source: motortrend

2008 Chevrolet HHR Review

The Chevrolet HHR is a car-based retro-wagon which celebrates its heritage with Chevy inspired by the 1949 Suburban iconic style. HHR stands for Heritage High Roof, a reference to top up or roof panels Suburbans cars that have inspired the design of the HHR.

Based on the same platform as the Chevrolet Cobalt, the HHR was first launched as a 2006 model. The HHR competes most closely with the Chrysler PT Cruiser, but also with Honda Element, Ford Escape, Jeep Liberty.

For 2008, the HHR is a new lineup, high-performance SS model.

We found the Chevrolet HHR fun to drive. This is not a sports car, but it is agile and we were pleased to its acceleration. The HHR feels more responsive than its power, torque, transmission and the numbers suggest. Moreover, it is decent fuel economy.

The HHR Group Van features smooth, windowless side panels and rear doors without handles. The doors open rear cargo via a button on the dashboard. While it is more spartan and the procedure provides for only two seats, the group offers the best example of the small Suburban heritage.

The HHR SS is the most fun to drive, the early launch of the line and offering to rough handling. On an autocross circuit, we were treated as a sports car.

The HHR interior is not as functional as we would like, however. And the basis Draperie left wishing we would have ordered leather as an option.

The Chevrolet HHR remains relatively unchanged for 2007 with the exception of a slightly more powerful engine and a few new colour options. New exterior color options for 2007 include Imperial Blue Metallic and Golden Teal Metallic, a new option is interior color Ebony.

The 2008 Chevrolet HHR is available in three distinctly different configurations: HHR, HHR Panel, and the new HHR SS. It comes in several trim levels, including the base LS and LT two grades. The standard engine is a 2.2 litre four-cylinder, while a 2.4 liter engine is optional. Each comes with a five-speed manual or an optional four-speed automatic. The SS comes with a high performance 2.0-litre turbocharged engine.

The LS($16515) comes with cloth upholstery, air conditioning, power windows and locks, and a substantial level of standard features and equipment. The LT ($17,175) adds an MP3 player with a jack for an iPod, eight ways to adjust the driver's seat, and satin chrome trim.

The 2LT package($2395) adds the Ecotec 2.4-litre engine, antilock brakes, traction control, fog lights, a 260-watt Pioneer sound system with seven speakers, 17-inch aluminum sport, listening and the suspension of bright chrome trim.

The HHR 2LT Group($20,850) comes with the package satin chrome exterior, sports suspension, 17-inch painted aluminum wheels. The Pioneer sound system is optional. The basic HHR LS($16,820) is equipped with the same five-passenger LS.

Safety features include optional front and rear side curtain airbags ($395). ABS series of the 2LT and is optional for the LS and 1LT (400 dollars). Electronic stability control Stabilitrak is now the norm in the entire range of models HHR.

We like the style retrospective treatment proposed by the HHR across the range of models. The closest relative to the Chevrolet HHR is the Chrysler PT Cruiser. They do not look anything alike, but both are four-cylinder cars on the side of the retro design equation. Both respective fill a need in their camps.

The nose rounded the HHR is not different from the Chevrolet SSR, which also reflects the brand truck heritage. The HHR defenses are well defined with flat side housing contrast favourably with the openings of the vehicle many curves, surfaces sculpted contemporary. Bumpers front and rear fog lamps are integrated into the fascia flawless, with integrated running boards provide a nostalgic touch. The ras glass all around, including the windshield is pretty, like lighthouses surrounded by body panels to the old school way. The tail light treatment consists of two round lenses stacked vertically on each side. The large, a prominent chrome grille is, (except on the model SS), and seems a bit like the 1949 Suburban.

Bumpers front and back are molded into a composite material and integrated into the framework of their respective fascia. The Chevrolet HHR offers a more traditional look than other vehicles in its entirety competitive. It offers a lot of space and functionality without being boxy. When viewed from afar, the HHR looks larger than it really is. Examined closely, it is compact. And you have to sit down at this time of the entry and exit of it when it came out.

The HHR Group characteristics of steel inserts in place of the side windows and doors cargo in place of conventional rear doors. The cargo open wide the doors allowing access freight on both sides of the vehicle, as well as to lift the rear door. The cargo doors are smooth and have no outside handles, they are open via a dashboard button or the keyless entry fob. The large continuous area created by the window and rear cargo door panels are ideal for business logos, advertising or customization. Side visibility is obviously limited due to the strong side without windows, we must rely primarily on mirrors for the safeguarding of maneuvers. The softness, no windows on the sides of the Committee to give him a cleaner, retro hot rod expect more than standard models. The lack of security for windows adds content inside.

The HHR sits SS 6 mm lower than it stable mates, but sports extended front and rear fascias that give it the appearance of riding much lower. The new front fascia features a design of air dam with integrated fog lights, and the chrome grille surround comes with mesh-style upper and lower grille inserts. The new rear fascia gives a simple cut exhaust tip light. New rocker moldings accentuated resemble steps. To the rear, the rear wing is mounted above the rear glass. Body-color door handles, mirror caps and license plates rear surround, with SS badging on the front doors and rear lift gate further differentiate the SS its stable mates.

Inside, the Chevrolet HHR provides most of the time, functional and comfortable surroundings. Included are durable, easy to clean surfaces cargo, a front passenger seat that folds flat for more cargo space, 60/40 split / fold-flat second-row, and a multi-position cargo package tray at the rear Assure that the security of cargo. Find a comfortable seating position may require some effort, the problem seems to be with the contour of the case. Speaking of the head, there is not much of it, despite the high roof. Unless the seat being is at its lowest, you find your mind head brushes lining windshield and the head is low for taller drivers. In addition, the locking knob door is positioned so that it interferes with the conduct and resting his left arm on the window sill, a classic and nostalgic pose.

Cubby storage is limited. There is a practical flip-up compartment on top of the dashboard and a small glove box. The rear offers a cupholder and small pockets door. The front passenger seat has a net storage watertight.

Side windows are controlled by the console buttons located just in front of the gear lever, which makes them difficult to operate with ease, and place them on the door would be much better.

Second row passengers get their legs, but not in high doses especially behind taller drivers; children will undoubtedly be more comfortable.

The 2.4 litre engine is effective. He gets an EPA-rated 22/28 mpg city/highway with an automatic transmission, manual 20/28 mpg with the help of Premium gas. Premium fuel is recommended but not required for the 2.4-litre. During one week in the 2LT, we averaged 23.4 miles per gallon, as indicated by the numerical data on the dashboard. Who comprised mainly around town driving, highway about 120 miles with a full load of passengers and the cruise control set at 70. The HHR was slightly better than the freeway mileage at the rate it has been light around the city on foot.

The best fuel economy comes from the base of the 2.2-litre engine, which is an EPA-rated 22/30 mpg city/highway with an automatic, 21/30 mpg with the manual, all on regular gas.

The 2LT has a sport-tuned suspension with 17-inch aluminum, as well as anti-lock brakes. There is no harshness to the ride around the city, or on highway bosses for that matter. The HHR is agile, but the suspension shows its limits when driven like a sports car. Chevrolet says it put a lot of time in the calibration of the rack with power steering assist, and it looks like he feels just right, around the city.

Brakes are 11.65-inch discs in front, 10-inch rear drums, and have a mere touch. Electronic-distribution of the braking force, which adjusts the electronic braking, so that the rear wheels do not lock, is not available.

We also conducted a Chevrolet HHR 2LT Group with Preferred Equipment Group and, as expected, found its mirror the performance of the standard five passenger models.

The HHR SS has a 260-hp, 2.0-litre turbo Ecotec intermediate and F23 coupled with a 5-speed manual or Swedish Hydra-Matic 4T45 available 4-speed automatic. The SS rides on the performance Michelin Pilot Sport rubber, mounted on forged 18-inch polished alloy wheels, and the Nurburgring FE5-tuned sport suspension delivered 0.86 g of grip in the tests (with manual transmission). The suspension includes stabilizer bars, spring rates and shock tuning, which were all designed to complement the powertrain turbocharged.

A couple of unique features have been incorporated into the 2008 HHR SS to instill more fun and excitement of driving: Launch Assist No Lift and Shift. Pushing the button Traction Control, once to shut it down, and pushing for a second time in some of the SS Competition Mode, which sets up automatically in the control of the launch at the stop and advances to the next competition mode launch vehicle. This function default traction control back whenever the ignition is switched off. Launch Control behave differently depending on the type of transmission: With a manual transmission, the No Lift Maj. just play on, just call the accelerator, clutch release quietly but quickly, depress the clutch pedal again when it is time to move but not off the throttle, which holds turbo boost pressure at about 1500 psi, which allows a change of speed to take off without the accelerator. It is not at first sight, but it functions more effectively while the tires are screaming. The operation is the same with the automatic transmission, but the torque is used instead: accomplished by holding ground while the brake for the accelerator. The regimes of the engine at about 4100 rpm, then release the brake with the same result early launch. Both features help control wheel spin.

We have conducted a Sunburst Orange Metallic SS II with manual gearbox and Brembo brakes and Tarnished Silver Metallic SS with an automatic transmission in and around Phoenix, as well as an autocross course and the road course at Firebird International Raceway.

The HHR SS handled everything thrown at it exceeds fashion. It literally cooks the line, stopped on a dime, and deals as well as many sports cars, at a bargain price. Ultimately, analysis? Go to the manual transmission and Brembo brakes, and the GM Performance Seat.

The Ecotec 2.4 litres (an update just under the 2LT package) is a versatile and impressive engine. It is a four-cylinder aluminum, 16-valve, electronic fuel injection and variable valve timing, which delivers 175 horsepower and 165 lb.-ft. of torque at 5000 rpm. The peak torque at such a high figure suggests that the low rpm pulling power might be low, but rather it is not. We drive up to a strong, slow hill every day, and the HHR connected to the hill, as a tractor without moving downwards or research by the automatic transmission. This high load driving at low speeds, which is what many drivers demand.

Reports of transmission have much to do with the effective delivery of power. Curiously, there is nothing in the reports of the HHR four-speed automatic, it is worth mentioning that make this hill so easily. All we can say is that the power of the HHR 2LT is excellent.

We have no complaints with the four-speed automatic. The remote control includes automatic start, and the escalation in a car on grilled icy morning after the house for a cozy morning coffee is a nice luxury. We appreciated the way the auto could be easily manually downshifted, even if it does not have a separate manual mode. And we liked the way she held second gear down the same steep hill slowly.

The acceleration was equally impressive. On the highway, the foot on the floor, and the HHR 2LT really scoots, which makes it very amusing. The 2.4 litre engine is quiet, thanks in part to specially rolled steel in the firewall.

The 2.4 litre engine is effective. He gets an EPA-rated 22/28 mpg city/highway with an automatic transmission, manual 20/28 mpg with the help of Premium gas. Premium fuel is recommended but not required for the 2.4-litre. During one week in the 2LT, we averaged 23.4 miles per gallon, as indicated by the numerical data on the dashboard. Who comprised mainly around town driving, highway about 120 miles with a full load of passengers and the cruise control set at 70. The HHR was slightly better than the freeway mileage at the rate it has been light around the city on foot.

The best fuel economy comes from the base of the 2.2-litre engine, which is an EPA-rated 22/30 mpg city/highway with an automatic, 21/30 mpg with the manual, all on regular gas.

The 2LT has a sport-tuned suspension with 17-inch aluminum, as well as anti-lock brakes. There is no harshness to the ride around the city, or on highway bosses for that matter. The HHR is agile, but the suspension shows its limits when driven like a sports car. Chevrolet says it put a lot of time in the calibration of the rack with power steering assist, and it looks like he feels just right, around the city.

Brakes are 11.65-inch discs in front, 10-inch rear drums, and have a mere touch. Electronic-distribution of the braking force, which adjusts the electronic braking, so that the rear wheels do not lock, is not available.

We also conducted a Chevrolet HHR 2LT Group with Preferred Equipment Group and, as expected, found its mirror the performance of the standard five passenger models.

The HHR SS has a 260-hp, 2.0-litre turbo Ecotec intermediate and F23 coupled with a 5-speed manual or Swedish Hydra-Matic 4T45 available 4-speed automatic. The SS rides on the performance Michelin Pilot Sport rubber, mounted on forged 18-inch polished alloy wheels, and the Nurburgring FE5-tuned sport suspension delivered 0.86 g of grip in the tests (with manual transmission). The suspension includes stabilizer bars, spring rates and shock tuning, which were all designed to complement the powertrain turbocharged.

A couple of unique features have been incorporated into the 2008 HHR SS to instill more fun and excitement of driving: Launch Assist No Lift and Shift. Pushing the button Traction Control, once to shut it down, and pushing for a second time in some of the SS Competition Mode, which sets up automatically in the control of the launch at the stop and advances to the next competition mode launch vehicle. This function default traction control back whenever the ignition is switched off. Launch Control behave differently depending on the type of transmission: With a manual transmission, the No Lift Maj. just play on, just call the accelerator, clutch release quietly but quickly, depress the clutch pedal again when it is time to move but not off the throttle, which holds turbo boost pressure at about 1500 psi, which allows a change of speed to take off without the accelerator. It is not at first sight, but it functions more effectively while the tires are screaming. The operation is the same with the automatic transmission, but the torque is used instead: accomplished by holding ground while the brake for the accelerator. The regimes of the engine at about 4100 rpm, then release the brake with the same result early launch. Both features help control wheel spin.

We have conducted a Sunburst Orange Metallic SS II with manual gearbox and Brembo brakes and Tarnished Silver Metallic SS with an automatic transmission in and around Phoenix, as well as an autocross course and the road course at Firebird International Raceway.

The HHR SS handled everything thrown at it exceeds fashion. It literally cooks the line, stopped on a dime, and deals as well as many sports cars, at a bargain price. Ultimately, analysis? Go to the manual transmission and Brembo brakes, and the GM Performance Seat.
Source: newcartestdrive

2009 Chevrolet Camaro Review

We are all excited to see the official 2009 Camaro up close and in person – but we never thought that anyone would actually get emotionally attached to it. It seems though that Bob Lutz – GM’s Vice chairman – was so excited to see the first fully finished prototype that he literally “ran over to it, and hugged it”.

“I have the photo to prove it — but of course we can’t show it to you just yet,” Lutz said. “Seeing his beloved Chevrolet Camaro as a real car…in near-final metal, glass, rubber and plastic…transformed from a visionary dream into a highly drivable reality…well, it was almost too much for him,” Lutz said of Welburn.

Lutz was also excited that he was the first one to drive it. “I got to drive it first, not only because ‘rank has its privileges,’ but because I didn’t want anyone stuffing it into a barrier before I got to drive.” He was able to give us a little insight of how well the car performs.

“I loved the response, the sound, the steering and the brakes,” he said. “There’s more work to be done, for sure, and the group knows it. They still have time for further development. The goal of the team led by Gene Stefanyshyn is to produce the finest car in its class, ever. Do I think they will get there? I wouldn’t bet against that team!”

He also noted that the Camaro prototype “looked as awesome as the concept, and the blotchy black/white camo scheme could not destroy the great stance and proportion.” Lutz also noted that quality levels appear to be high. “The body fits were already better than what came off the line a few years ago,” he wrote. “The interior had some handmade plastic parts and showed some gaps but was remarkable for the first car.”

We say congrats to the happy Lutz for getting the first drive and we envy his time with the expectant vehicle. Maybe soon we can get our chance behind the wheel and feel its addictive power.

Source: chevrolet

2008 Chevrolet Aveo

It will be a big day for a little car when the Chevrolet Aveo makes its world premiere at the Frankfurt auto show.

The successor to the five-door Chevrolet Aveo (née Daewoo Kalos) is a fastback with a new, more fuel-efficient gasoline engine. Like the previous hatchback, the new model was engineered and designed by GM Daewoo, and will continue to be built in South Korea.

This subcompact front-wheel-drive car will go on sale in Europe in March 2008, and will be known as the Aveo throughout Europe in the future—which is good, since we weren’t sure how to pronounce Kalos anyway.

Style-wise, the design of the all-new Aveo is marked by a large, horizontally split radiator grille with a color-keyed crossmember to show off the brand logo.

There now are two available gasoline engines: a new 84-hp, 1.2-liter, and the existing 98-hp, 1.4-liter engine which is available with an automatic transmission. Look for versions to run on natural gas, as several European countries offer a retrofit program.

In North America, the lowest-priced Chevy used to be the sales leader in the subcompact segment, but a plethora of newcomers from the Toyota Yaris to the Honda Fit and Nissan Versa have all taken a slice of the pie.

The Aveo sedan got a major refresh for 2007 and the hatchback got a new name: Aveo5 (little else changed in this body style). A full redesign of the North American Aveo is still a few years out.

Source: caranddriver

2008 Chevrolet HHR SS

GM the producer of GMC floor mat will showcase the newest member of Chevrolet's SS family at the Woodward Dream Cruise this coming Saturday, August 18, 2007.

The 2008 HHR SS bears the popular styling and capabilities of the HHR family boost by the performance of its turbocharged and intercooled engine that produces 260 horsepower. The 2008 HHR SS is also given a one-of-a-kind exterior styling and a distinctly SS interior.

The vehicle was built through the efforts of GM Performance Division, together with a team of designers and engineers that are dedicated to producing high-performance vehicles.

Standard exterior and interior features of the 2008 HHR SS include:

Exterior
* All-new front and rear fascias
* New front grilles
* A rear spoiler
* 18-inch polished forged aluminum wheels wrapped with Michelin performance all-season tires

Interior
* SS-embroidered sport seats with an ultra suede inserts
* A new gauge cluster with 140 mph speedometer
* An A-pillar boost gauge
* A new driver oriented steering wheel and shifter that enhanced driving capabilities

The HHR SS will also be offered with a load of safety and convenience features such as the StabiliTrak electronic stability control system and the four-wheel disc brakes with ABS. Side impact airbags together with the power operated sunroof are offered as options.

Source: seatbealt

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Tuned Chevrolet S10
Chevrolet Aveo Hatchback

Tuned Chevrolet S10

Being a truck fanatic who loves to go fast and happens to own a Chevy S-10, adding a supercharger to my stock 4.3L was a no-brainer when it all came together.
Superchargers are great and can add gobs of power to an otherwise factory-equipped minitruck. But here’s the problem: one supercharger, plus no computer tune, equals little-to-no horsepower gained. This was the case with our Chevy S-10 as we ran the truck on the dyno when we installed the AEM Brute Force Intake, where the truck laid down a very respectable 171 hp to the wheels. Fast forward a year, and the truck was strapped down to the Superior Automotive dyno. However, this time it was equipped with a Vortech SC-series centrifugal supercharger-complete with smaller 9-pound serpentine pulley, high-flow T-Rex inline fuel pump, and a reflashed ECU. After smashing the throttle, the dyno chart showed 156 hp. Sure, different dynometers read differently, but a decrease of 15 hp-how could this be? After talking to dozens of other S-10 owners, as well as engine gurus, we discovered that tuning was the missing piece of the horsepower puzzle.

This revelation, that my truck was in desperate need of some tuning, sent us straight to Ida Automotive, one of the United States distributors for Perfect Power. Ida Automotive is the same company that built the Ford F-150 project named Frightening, a 1,000hp, twin-turbo V-8 truck that could smoke just about anything on the road. Talking with the owner, Bob Ida, we discussed several tuning options and agreed that the Perfect Power SMT-6 piggy-back computer was the way to go. The SMT-6 had the ability to tune almost any engine and had three separate maps-fuel, timing, and ignition-with the capability to fire extra injectors, nitrous, or other performance accessories.

When using Windows-based software, the SMT-6 is easy to use and can be installed by someone familiar with tuning. The discussion of fuel issues with Bob had revealed Ida Automotive’s capability to weld a bung onto the Vortech aluminum intake hat. This bung would house two extra injectors, fired by the SMT-6 under boost, that would fire right into the oncoming air from the supercharger. This would remedy the lean issue, and fuel could now be free-flowing and power might actually be made. Next, we contacted Edelbrock for a pair of its 27lb-hr Pico-style injectors that would fit the machined bung, perfectly. With each piece of the puzzle obtained, it was time to find someone who we could trust to tune the V-6. We looked no further than Shawn Ellis, of SoCal Tuning. We knew he had tuned several diesel trucks and made serious power with some computer wizardry. Using Superior Automotive, in Anaheim, California-a dyno facility-we were able to plug the Perfect Power pigtail cable right into Shawn’s laptop and begin the tuning. How did it turn out? Read on…

1. Strapped onto the Superior Automotive dyno in Anaheim, the supercharged untuned 4.3L laid down an embarrassing 156 hp. If you have experienced let-downs like this with your truck, a tune-up should be on your to-do list.

2. Before we arrived at Superior Automotive, we installed the Perfect Power SMT-6 digital processor. It can handle superchargers, turbos, nitrous, multiple ignition boxes, and other accessories requiring a vacuum-assisted 12-volt signal. We removed the wiper motor then mounted the small processor box on the firewall.

3. We labeled each color-coordinated wire to correspond with the stock ECU wiring. Ida Automotive, supplier of Perfect Power products, supplied a wiring schematic just for the ‘01 S-10 with 4.3L, so that there would be no need for second-guessing the wiring.

4. A requirement with the SMT-6 kit is the use of a two-bar 28-psi MAP sensor. Tapping into the MAP sensor, the SMT-6 can instantly determine when boost is occurring and activate the necessary triggered accessory, which in our case is two extra fuel injectors. Because ‘01 S-10s didn’t come with a MAP sensor, the two bar unit was included in the Vortech supercharger kit and senses boost from the T’ed stock vacuum hoses.

5. Rob Ida, son of Bob Ida, perfectly welded a plate to the Vortech hat with two bungs in it to insert two Pico-style injectors. Ida Automotive also included the hex fuel rain and mount, which came complete with Ida logo, held in by four 1/4-inch screws, preventing any leaks. The added fuel will spray directly into the blower-inlet hat, which will help to eliminate the lean problem we were having before. The Perfect Power SMT-6 triggers the two Edelbrock injectors when the MAP sensor senses boost, which in our case, came from the vacuum hose.

Source: fellowship

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Chevrolet Aveo Hatchback

Chevrolet Aveo Hatchback

Chevrolet Europe will present the Kalos’ successor at the Frankfurt Motor Show (13 to 23 September 2007). The most significant features of this completely reworked model are its striking exterior, its high-class interior and a new, even more efficient petrol engine. Like its notchback stable mate, the new hatchback model will now bear the Aveo name throughout Europe. Sales will start in March 2008.

The Aveo hatchback sports Chevrolet’s new design features, as characterised by the big horizontally split radiator grille with a body-coloured crossbeam and the brand logo sitting prominently in the center. The dynamic detailing includes large, curved, clear-glass headlamps and fog lamps that project like spotlights from the lower part of the bumper.

In profile, the body’s prominent shoulder lines catch the eye, while the back of the car is dominated by the solid bumper and the round tail lamps in a clear-glass housing.

There is a choice of two petrol engines: a new 1.2-litre unit with an output of 84 hp, and the existing 1.4-litre engine, which now develops 98 hp and is available with automatic transmission.

Source: 4wheelsblog