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GM boosts production as clunkers drains inventories
General Motors Co. will increase North American production by 60,000
vehicles from earlier schedules through the rest of the year as it
rebuilds inventories drained by the cash-for-clunkers
program.
GM's planned third-quarter output will be 535,000 units, a 35 percent increase over second-quarter totals. Fourth-quarter production will be at least 20 percent more than the third, said Mark LaNeve, vice president of U.S. sales, during a conference call today.
"And it'll probably go up from there," he said. "Our dealers are clamoring for more vehicles in every segment."
GM has about 360,000 units in U.S. inventory, compared with about 1.3 million units at this time of year just "a few years ago," LaNeve said.
The reduction stems from industry sales running at 27-year lows and a shutdown of most North American production during GM's 39-day bankruptcy. The clunkers program, which began in earnest in late July, contributed to the industry's strongest sales performance of the year last month.
"We want to run lean, but we're way too lean right now and we're going to miss sales unless we put some production in," LaNeve said.
More shifts
GM is adding shifts to its CAMI plant in Ingersoll, Ontario, and its factory in Lordstown, Ohio. GM makes the Chevrolet Equinox and the GMC Terrain crossovers at CAMI and the Chevrolet Cobalt compact car in Lordstown.
The move will bring 1,350 employees back to work, GM said in a statement. It will also allow 10,000 workers across GM's North American plant network the opportunity for overtime, LaNeve said.
GM has put its plant in Arlington, Texas, on overtime this month. GM builds the Cadillac Escalade, Chevrolet Tahoe and GMC Yukon trucks there. There will also be additional overtime in Fort Wayne, Ind., where GM assembles Chevrolet Silverado and GMC Sierra pickups.
"We look for pickups to continue to accelerate along with a recovery in the housing industry and overall economy," LaNeve said.
GM will also keep its factory in Orion Township, Mich., running until the end of November rather than shutter it in mid-September as planned. GM makes the Chevrolet Malibu and Pontiac G6 there. The plant will be converted to make an unnamed small car in 2011.
GM also says there is increased demand for the Chevrolet HHR crossover and the Chevrolet Colorado and GMC Canyon small pickups.
Recently launched vehicles are selling well, he said. GM has just a 15-day to 20-day supply of the new Chevrolet Camaro sports coupe and about a 10-day supply of the Equinox. GM is also low on the Cadillac SRX crossover and CTS wagon and Buick LaCrosse sedans.
"We're adding 60,000 units to our production schedule," LaNeve said. "We're probably not done, but this is what we're ready to talk about today."
Volt plant to hire in 2010- $43 million being put into site by GM
The bulk of hiring for hourly jobs at GM's new battery pack assembly plant in Brownstown Township will begin early next year as the Detroit automaker prepares to launch the Chevrolet Volt in late 2010, the plant manager said Thursday.
GM officially announced Thursday it was investing $43 million into the 160,000-square-foot facility that will be used to assemble lithium-ion battery packs for the Volt and other extended-range vehicles.
"In many ways ... this is an engine plant or part of an engine plant for an electric vehicle," GM CEO Fritz Henderson told a crowd of community leaders gathered in the cavernous space that eventually will be filled with machinery and tools.
"It's fair to say the enthusiasm for the Volt has taken another quantum leap," he added. "The importance of this plant to GM can't be overstated."
Except for specialized battery machines and tools, GM is reusing equipment from other facilities. Production at the facility is to begin in the fourth quarter of next year, GM said.
The Michigan Economic Growth Authority has approved $115 million in battery-pack credits and $45 million in vehicle-engineering credits for three years for GM plus a state tax credit valued at $6.8 million over 20 years for the Brownstown Township project. GM also received project money from the U.S. Department of Energy.
The plant will be part of a wholly owned subsidiary of GM called GM Subsystem Manufacturing LLC.
GM says the plant will employ about 100 people. Plant manager Nancy Laubenthal was unable to say how many of those would be hourly workers but noted the bulk of the hourly hiring would begin at the beginning of next year. "They will be hired from outside the company," she said.
Sherrie Childers Arb, a GM spokeswoman, said GM is not ready to accept applications for the jobs and that details regarding hiring will be provided later.
The day's announcement was greeted enthusiastically by community leaders.
"The phrase 'new plant' isn't one that we're used to hearing these days," Michigan Lt. Gov. John Cherry said. "But this announcement is about more than just a new plant, it represents a new chapter for our auto industry and a new chapter for the state of Michigan."
The assembly facility is part of a broader strategy by GM to beef up its expertise in batteries.
While GM is buying battery cells from LG Chem, the automaker is investing in battery research and development. In June, GM opened a new battery lab in Warren and has partnered with the University of Michigan for research and development.
On Tuesday, GM said it estimates the Volt will get 230 m.p.g. in city driving based on draft methodology by the U.S. Environmental Protection Agency
top
GM's planned third-quarter output will be 535,000 units, a 35 percent increase over second-quarter totals. Fourth-quarter production will be at least 20 percent more than the third, said Mark LaNeve, vice president of U.S. sales, during a conference call today.
"And it'll probably go up from there," he said. "Our dealers are clamoring for more vehicles in every segment."
GM has about 360,000 units in U.S. inventory, compared with about 1.3 million units at this time of year just "a few years ago," LaNeve said.
The reduction stems from industry sales running at 27-year lows and a shutdown of most North American production during GM's 39-day bankruptcy. The clunkers program, which began in earnest in late July, contributed to the industry's strongest sales performance of the year last month.
"We want to run lean, but we're way too lean right now and we're going to miss sales unless we put some production in," LaNeve said.
More shifts
GM is adding shifts to its CAMI plant in Ingersoll, Ontario, and its factory in Lordstown, Ohio. GM makes the Chevrolet Equinox and the GMC Terrain crossovers at CAMI and the Chevrolet Cobalt compact car in Lordstown.
The move will bring 1,350 employees back to work, GM said in a statement. It will also allow 10,000 workers across GM's North American plant network the opportunity for overtime, LaNeve said.
GM has put its plant in Arlington, Texas, on overtime this month. GM builds the Cadillac Escalade, Chevrolet Tahoe and GMC Yukon trucks there. There will also be additional overtime in Fort Wayne, Ind., where GM assembles Chevrolet Silverado and GMC Sierra pickups.
"We look for pickups to continue to accelerate along with a recovery in the housing industry and overall economy," LaNeve said.
GM will also keep its factory in Orion Township, Mich., running until the end of November rather than shutter it in mid-September as planned. GM makes the Chevrolet Malibu and Pontiac G6 there. The plant will be converted to make an unnamed small car in 2011.
GM also says there is increased demand for the Chevrolet HHR crossover and the Chevrolet Colorado and GMC Canyon small pickups.
Recently launched vehicles are selling well, he said. GM has just a 15-day to 20-day supply of the new Chevrolet Camaro sports coupe and about a 10-day supply of the Equinox. GM is also low on the Cadillac SRX crossover and CTS wagon and Buick LaCrosse sedans.
"We're adding 60,000 units to our production schedule," LaNeve said. "We're probably not done, but this is what we're ready to talk about today."
Volt plant to hire in 2010- $43 million being put into site by GM
The bulk of hiring for hourly jobs at GM's new battery pack assembly plant in Brownstown Township will begin early next year as the Detroit automaker prepares to launch the Chevrolet Volt in late 2010, the plant manager said Thursday.
GM officially announced Thursday it was investing $43 million into the 160,000-square-foot facility that will be used to assemble lithium-ion battery packs for the Volt and other extended-range vehicles.
"In many ways ... this is an engine plant or part of an engine plant for an electric vehicle," GM CEO Fritz Henderson told a crowd of community leaders gathered in the cavernous space that eventually will be filled with machinery and tools.
"It's fair to say the enthusiasm for the Volt has taken another quantum leap," he added. "The importance of this plant to GM can't be overstated."
Except for specialized battery machines and tools, GM is reusing equipment from other facilities. Production at the facility is to begin in the fourth quarter of next year, GM said.
The Michigan Economic Growth Authority has approved $115 million in battery-pack credits and $45 million in vehicle-engineering credits for three years for GM plus a state tax credit valued at $6.8 million over 20 years for the Brownstown Township project. GM also received project money from the U.S. Department of Energy.
The plant will be part of a wholly owned subsidiary of GM called GM Subsystem Manufacturing LLC.
GM says the plant will employ about 100 people. Plant manager Nancy Laubenthal was unable to say how many of those would be hourly workers but noted the bulk of the hourly hiring would begin at the beginning of next year. "They will be hired from outside the company," she said.
Sherrie Childers Arb, a GM spokeswoman, said GM is not ready to accept applications for the jobs and that details regarding hiring will be provided later.
The day's announcement was greeted enthusiastically by community leaders.
"The phrase 'new plant' isn't one that we're used to hearing these days," Michigan Lt. Gov. John Cherry said. "But this announcement is about more than just a new plant, it represents a new chapter for our auto industry and a new chapter for the state of Michigan."
The assembly facility is part of a broader strategy by GM to beef up its expertise in batteries.
While GM is buying battery cells from LG Chem, the automaker is investing in battery research and development. In June, GM opened a new battery lab in Warren and has partnered with the University of Michigan for research and development.
On Tuesday, GM said it estimates the Volt will get 230 m.p.g. in city driving based on draft methodology by the U.S. Environmental Protection Agency
GENERAL MOTORS FUTURE PRODUCTS GM unveils 2-year product plan around its four core brands
General Motors Co., trying to build confidence in the marketplace after
a stint in Bankruptcy Court, unveiled its two-year product plan today.
The highlights:
Chevrolet: A new small car, the Spark, will be positioned below the Aveo. The Volt plug-in hybrid is scheduled to arrive in November 2010.
? Buick: GM will rebuild the lineup with two new crossovers and two sedans smaller than the 2010 LaCrosse.
? GMC: A subcompact crossover is under study.
? Cadillac: A small model below the CTS is planned, along with a flagship to replace the DTS and STS. The CTS and the small model will get coupe versions.
During its 39-day bankruptcy, GM struck deals to sell the Saab, Hummer and Saturn brands. Pontiac is being killed this year.
What follows is GM's model-by-model plan for the remaining four brands for the 2010-12 model years. It was compiled from GM's presentation today and from company, supplier and industry sources. It will be published as part of our annual future product series in the August 17 print edition of Automotive News.
Buick's game plan: more style and vehicles
Here are highlights of Buick's product plans for the 2010-12 model years.
? Small sedan: Buick will market a compact car built on GM's global compact front-drive Delta platform. The platform will be shared with the Chevrolet Cruze and other GM models. Buick's model will have unique sheet metal and be slightly longer than the Cruze.
GM probably will sell the small Buick first in China as a 2011 model. The U.S. version is expected to be assembled in North America and marketed as a 2012 model.
Regal: Buick is resurrecting the Regal name for its version of the Opel Insignia, which it will get as a 2011 model.
The Insignia, Regal and 2010 Buick LaCrosse are based on GM's new global mid-sized, fwd vehicle platform, but the Regal and Insignia are 6.9 inches shorter than the 196.9-inch LaCrosse. The Regal is expected to be priced several thousand dollars less than the LaCrosse and offered only with a four-cylinder engine. The Regal is critical because GM expects the car to be the brand's top seller.
LaCrosse: GM is hoping the redesigned 2010 LaCrosse sedan will do for Buick what the Malibu has done for Chevrolet: raise transaction prices and sales volume. LaCrosse sales begin this month. The LaCrosse was developed on GM's new global mid-sized fwd vehicle platform.
GM sees this car as a key to Buick's renaissance. Prices start at $27,835, including transportation, and top out over $40,000. The LaCrosse will be Buick's flagship sedan when the Lucerne is discontinued.
Lucerne: The Lucerne will be discontinued in the next year or two because of poor sales.
? Small crossover: GM will offer Buick a small crossover developed on its next-generation global Gamma platform. That platform will be shared by the redesigned Chevrolet Aveo and other vehicles. The crossover is expected to appear in the 2012 model year.
? Compact crossover: Buick will get a version of the Saturn Vue, with a restyled front that will make it look like a Buick. The car will debut next year as a 2011 model. A plug-in hybrid will be added in 2011.
? Enclave: GM plans to freshen the Enclave for the 2012 model year. The Enclave is not in line to get a hybrid version because GM cannot fit the powertrain into the current model.
Cadillac aims to sell small, medium and large luxury
Here are highlights of Cadillac's plans for the 2010-12 model years.
? Small Cadillac: A small, entry-level Cadillac is expected for the 2012 model year. The car would be developed on GM's new global, rear-drive Alpha vehicle platform and positioned below the CTS. A hybrid version is being considered.
? CTS: The CTS added a wagon this year, called the Sport Wagon. A coupe is coming in the 2010 model year.
The next-generation CTS will be smaller and lighter, debuting in the 2013 model year or later.
DTS: Production will end in 2010 or 2011.
? XTS sedan: The 2012 XTS sedan will replace the DTS and STS.
GM's new global mid-sized, fwd vehicle architecture will be adopted for Cadillac. That architecture is used for the 2010 Buick LaCrosse, Opel Insignia and other vehicles. The platform for the Cadillac model will be widened 2.0 inches. GM executives determined that the interior would be too narrow to compete with the BMW 7 series or other luxury sedans.
The XTS -- if the name is kept -- will be approximately the same size as the 2010 Mercedes-Benz E-class sedan. All-wheel drive is expected to be optional or standard on the Cadillac; the final decision has not been made.
GM revealed a picture of the XTS at a dealer meeting. One dealer described it as "a smaller, more efficient package. It'll be glamorous and good value at the same time."
STS: Production is expected to end around 2011.
? Plug-in hybrid: GM unveiled the Converj concept at the Detroit auto show in January. It is uncertain whether the vehicle will go into production.
? SRX: The redesigned 2010 SRX is smaller than the previous generation, seating five instead of seven. Weight was reduced, and fuel economy was increased; a V-8 no longer is available. The 2010 SRX was developed on a blend of GM's fwd Theta and global mid-sized vehicle platforms, called Theta Premium. The previous SRX was rwd. A freshening is expected for the 2013 model year.
? Escalade, Escalade ESV, Escalade EXT: The Escalade family's future is on hold until GM determines how the new corporate average fuel economy regulations will affect GM's full-sized GMT900 truck program. The current Escalade model line is likely to continue into the 2011 model year, maybe 2012.
GM's next-generation trucks could appear in the 2013 or 2014 model year. Which Cadillac models if any will remain on the full-sized truck architecture has not been decided.
One option under review is extending the front-wheel-drive Lambda vehicle platform to develop one or two Escalade models, possibly for the 2012 or 2013 model year.
Chevy promises attractive small cars, crossovers
Camaro: The 2010 Camaro landed in dealerships this spring. A convertible, originally intended as a 2011 model, was pushed back to the 2012 model year because of problems with the roof supplier and GM's cost constraints. Now that GM has some operating cash after emerging from bankruptcy, insiders say, it will try to pull the convertible back to the 2011 model year.
A Camaro freshening is expected for the 2014 or 2015 model year.
? Corvette: Production of the next-generation Corvette, internally called C7, is expected to start in April 2012 for the 2013 model year. The front-engine layout will be maintained.
? Volt: GM's plug-in hybrid is on target for a November 2010 launch. GM plans to build only 200 to 400 cars in November and December 2010, as 2011 models. The production target for 2011 is about 10,000 Volts. A price approaching $45,000 is estimated.
A plug-in hybrid can charge its battery from the power grid, reducing the need for gasoline.
The Volt will share a fwd vehicle platform with the Chevrolet Cruze and Orlando and other GM vehicles.
? HHR: GM will discontinue the retro-styled wagon at the end of the 2011 model year.
GM is closing the Shreveport, La., plant that assembles the Colorado and GMC Canyon pickups in 2012. Sales have been disappointing for both vehicles. The Colorado and Canyon redesigns originally had been expected for the 2012 model year.
? Silverado 1500: GM put its full-sized pickup and SUV plans on hold when gasoline prices soared in the summer of 2008. Later, the tougher CAFE regulations were announced. GM's full-sized truck plans are expected to be made final in six to nine months. The delay means the next-generation pickups likely will be pushed back to 2013.
? Silverado 2500, 3500: The re-engineered heavy-duty pickups have been pushed back from the 2011 model year to the 2012 model year or later. One issue is how "heavy duty" will be defined in the new CAFE regulations.
? Express: No significant changes are expected in the next three years.
? Orlando: The 2012 Orlando is a small, seven-passenger crossover developed on the same platform as the Chevrolet Cruze. The Orlando will be powered by a four-cylinder engine and priced less than the Equinox.
? Equinox: The Equinox was restyled and re-engineered for the 2010 model year. Sales began in June. The previous generation offered only a V-6 engine, but the redesigned Equinox comes with a 2.4-liter, direct-injection, four-cylinder engine. The V-6 is optional. GM is counting on the more fuel-efficient engine to be a key selling point.
A freshening is expected for the 2013 model year.
? Traverse: No major changes are planned for the 2010-12 model years.
? Tahoe, Suburban: The full-sized SUVs were scheduled to be restyled and re-engineered for the 2012 model year. But GM put its full-sized SUV and pickup plans on hold when gasoline prices soared in the summer of 2008 and light-truck sales plummeted. Since then, the higher corporate average fuel economy regulations were announced, requiring an automaker's fleet average to be 35.5 mpg by 2016.
GM's plans for full-sized truck are expected to be made final in six to nine months. The next-generation trucks may appear in the 2013 or 2014 model year.
Several plans are being considered. The Tahoe may be dropped, or the next generation might be developed on the lighter fwd Lambda platform. The platform is used for the Chevrolet Traverse and three other crossovers.
The Suburban could survive sharing the Silverado platform because the SUV is used for a variety of commercial applications.
? Mid-sized pickup: A mid-sized, all-wheel-drive pickup developed on the fwd Lambda platform might replace the Avalanche. The vehicle would target Honda Ridgeline shoppers who need towing capacity but do not need a big body-on-frame truck. Timing has not been determined.
? Avalanche: The Avalanche will be killed by the 2013 model year because of poor sales, those familiar with GM's plans say. Through June, GM sold just 7,130 Avalanches, down 61.0 percent from 2008.
? Colorado: A global compact pickup platform is being developed by GM do Brasil. It is unclear whether GM will sell a pickup from that platform here as an import, will assemble it in North America or will abandon the compact pickup segment in the United States.
top
Chevrolet: A new small car, the Spark, will be positioned below the Aveo. The Volt plug-in hybrid is scheduled to arrive in November 2010.
? Buick: GM will rebuild the lineup with two new crossovers and two sedans smaller than the 2010 LaCrosse.
? GMC: A subcompact crossover is under study.
? Cadillac: A small model below the CTS is planned, along with a flagship to replace the DTS and STS. The CTS and the small model will get coupe versions.
During its 39-day bankruptcy, GM struck deals to sell the Saab, Hummer and Saturn brands. Pontiac is being killed this year.
What follows is GM's model-by-model plan for the remaining four brands for the 2010-12 model years. It was compiled from GM's presentation today and from company, supplier and industry sources. It will be published as part of our annual future product series in the August 17 print edition of Automotive News.
Buick's game plan: more style and vehicles
Here are highlights of Buick's product plans for the 2010-12 model years.
? Small sedan: Buick will market a compact car built on GM's global compact front-drive Delta platform. The platform will be shared with the Chevrolet Cruze and other GM models. Buick's model will have unique sheet metal and be slightly longer than the Cruze.
GM probably will sell the small Buick first in China as a 2011 model. The U.S. version is expected to be assembled in North America and marketed as a 2012 model.
Regal: Buick is resurrecting the Regal name for its version of the Opel Insignia, which it will get as a 2011 model.
The Insignia, Regal and 2010 Buick LaCrosse are based on GM's new global mid-sized, fwd vehicle platform, but the Regal and Insignia are 6.9 inches shorter than the 196.9-inch LaCrosse. The Regal is expected to be priced several thousand dollars less than the LaCrosse and offered only with a four-cylinder engine. The Regal is critical because GM expects the car to be the brand's top seller.
LaCrosse: GM is hoping the redesigned 2010 LaCrosse sedan will do for Buick what the Malibu has done for Chevrolet: raise transaction prices and sales volume. LaCrosse sales begin this month. The LaCrosse was developed on GM's new global mid-sized fwd vehicle platform.
GM sees this car as a key to Buick's renaissance. Prices start at $27,835, including transportation, and top out over $40,000. The LaCrosse will be Buick's flagship sedan when the Lucerne is discontinued.
Lucerne: The Lucerne will be discontinued in the next year or two because of poor sales.
? Small crossover: GM will offer Buick a small crossover developed on its next-generation global Gamma platform. That platform will be shared by the redesigned Chevrolet Aveo and other vehicles. The crossover is expected to appear in the 2012 model year.
? Compact crossover: Buick will get a version of the Saturn Vue, with a restyled front that will make it look like a Buick. The car will debut next year as a 2011 model. A plug-in hybrid will be added in 2011.
? Enclave: GM plans to freshen the Enclave for the 2012 model year. The Enclave is not in line to get a hybrid version because GM cannot fit the powertrain into the current model.
Cadillac aims to sell small, medium and large luxury
Here are highlights of Cadillac's plans for the 2010-12 model years.
? Small Cadillac: A small, entry-level Cadillac is expected for the 2012 model year. The car would be developed on GM's new global, rear-drive Alpha vehicle platform and positioned below the CTS. A hybrid version is being considered.
? CTS: The CTS added a wagon this year, called the Sport Wagon. A coupe is coming in the 2010 model year.
The next-generation CTS will be smaller and lighter, debuting in the 2013 model year or later.
DTS: Production will end in 2010 or 2011.
? XTS sedan: The 2012 XTS sedan will replace the DTS and STS.
GM's new global mid-sized, fwd vehicle architecture will be adopted for Cadillac. That architecture is used for the 2010 Buick LaCrosse, Opel Insignia and other vehicles. The platform for the Cadillac model will be widened 2.0 inches. GM executives determined that the interior would be too narrow to compete with the BMW 7 series or other luxury sedans.
The XTS -- if the name is kept -- will be approximately the same size as the 2010 Mercedes-Benz E-class sedan. All-wheel drive is expected to be optional or standard on the Cadillac; the final decision has not been made.
GM revealed a picture of the XTS at a dealer meeting. One dealer described it as "a smaller, more efficient package. It'll be glamorous and good value at the same time."
STS: Production is expected to end around 2011.
? Plug-in hybrid: GM unveiled the Converj concept at the Detroit auto show in January. It is uncertain whether the vehicle will go into production.
? SRX: The redesigned 2010 SRX is smaller than the previous generation, seating five instead of seven. Weight was reduced, and fuel economy was increased; a V-8 no longer is available. The 2010 SRX was developed on a blend of GM's fwd Theta and global mid-sized vehicle platforms, called Theta Premium. The previous SRX was rwd. A freshening is expected for the 2013 model year.
? Escalade, Escalade ESV, Escalade EXT: The Escalade family's future is on hold until GM determines how the new corporate average fuel economy regulations will affect GM's full-sized GMT900 truck program. The current Escalade model line is likely to continue into the 2011 model year, maybe 2012.
GM's next-generation trucks could appear in the 2013 or 2014 model year. Which Cadillac models if any will remain on the full-sized truck architecture has not been decided.
One option under review is extending the front-wheel-drive Lambda vehicle platform to develop one or two Escalade models, possibly for the 2012 or 2013 model year.
Chevy promises attractive small cars, crossovers
Camaro: The 2010 Camaro landed in dealerships this spring. A convertible, originally intended as a 2011 model, was pushed back to the 2012 model year because of problems with the roof supplier and GM's cost constraints. Now that GM has some operating cash after emerging from bankruptcy, insiders say, it will try to pull the convertible back to the 2011 model year.
A Camaro freshening is expected for the 2014 or 2015 model year.
? Corvette: Production of the next-generation Corvette, internally called C7, is expected to start in April 2012 for the 2013 model year. The front-engine layout will be maintained.
? Volt: GM's plug-in hybrid is on target for a November 2010 launch. GM plans to build only 200 to 400 cars in November and December 2010, as 2011 models. The production target for 2011 is about 10,000 Volts. A price approaching $45,000 is estimated.
A plug-in hybrid can charge its battery from the power grid, reducing the need for gasoline.
The Volt will share a fwd vehicle platform with the Chevrolet Cruze and Orlando and other GM vehicles.
? HHR: GM will discontinue the retro-styled wagon at the end of the 2011 model year.
GM is closing the Shreveport, La., plant that assembles the Colorado and GMC Canyon pickups in 2012. Sales have been disappointing for both vehicles. The Colorado and Canyon redesigns originally had been expected for the 2012 model year.
? Silverado 1500: GM put its full-sized pickup and SUV plans on hold when gasoline prices soared in the summer of 2008. Later, the tougher CAFE regulations were announced. GM's full-sized truck plans are expected to be made final in six to nine months. The delay means the next-generation pickups likely will be pushed back to 2013.
? Silverado 2500, 3500: The re-engineered heavy-duty pickups have been pushed back from the 2011 model year to the 2012 model year or later. One issue is how "heavy duty" will be defined in the new CAFE regulations.
? Express: No significant changes are expected in the next three years.
? Orlando: The 2012 Orlando is a small, seven-passenger crossover developed on the same platform as the Chevrolet Cruze. The Orlando will be powered by a four-cylinder engine and priced less than the Equinox.
? Equinox: The Equinox was restyled and re-engineered for the 2010 model year. Sales began in June. The previous generation offered only a V-6 engine, but the redesigned Equinox comes with a 2.4-liter, direct-injection, four-cylinder engine. The V-6 is optional. GM is counting on the more fuel-efficient engine to be a key selling point.
A freshening is expected for the 2013 model year.
? Traverse: No major changes are planned for the 2010-12 model years.
? Tahoe, Suburban: The full-sized SUVs were scheduled to be restyled and re-engineered for the 2012 model year. But GM put its full-sized SUV and pickup plans on hold when gasoline prices soared in the summer of 2008 and light-truck sales plummeted. Since then, the higher corporate average fuel economy regulations were announced, requiring an automaker's fleet average to be 35.5 mpg by 2016.
GM's plans for full-sized truck are expected to be made final in six to nine months. The next-generation trucks may appear in the 2013 or 2014 model year.
Several plans are being considered. The Tahoe may be dropped, or the next generation might be developed on the lighter fwd Lambda platform. The platform is used for the Chevrolet Traverse and three other crossovers.
The Suburban could survive sharing the Silverado platform because the SUV is used for a variety of commercial applications.
? Mid-sized pickup: A mid-sized, all-wheel-drive pickup developed on the fwd Lambda platform might replace the Avalanche. The vehicle would target Honda Ridgeline shoppers who need towing capacity but do not need a big body-on-frame truck. Timing has not been determined.
? Avalanche: The Avalanche will be killed by the 2013 model year because of poor sales, those familiar with GM's plans say. Through June, GM sold just 7,130 Avalanches, down 61.0 percent from 2008.
? Colorado: A global compact pickup platform is being developed by GM do Brasil. It is unclear whether GM will sell a pickup from that platform here as an import, will assemble it in North America or will abandon the compact pickup segment in the United States.
DriveWays 2010 Chevrolet Equinox FWD
Posted: July 16, 2009
Even though the 2010 Chevrolet Equinox was developed by the old General Motors, it likely will come to be hailed as a hallmark of the new GM.
The all-new Equinox is a compact crossover utility vehicle (CUV) that is equal to or better than any of its competitors. It's a shame that it took such a long time coming.
Honda pioneered the small crossover a dozen years ago with the CR-V. It has since become the best-selling vehicle in its class, which also includes the Toyota RAV4, Ford Escape, Hyundai Tucson, Kia Rondo, Volkswagen Tiguan and Nissan Rogue.
A crossover is a car-based, tall utility wagon, usually with a unit-body, front-wheel or all-wheel drive and four- or six-cylinder power. SUVs generally are truck-based with rear-wheel or four-wheel drive, body-on-frame construction and V6 or V8 power.
In the early days of the CR-V, GM had an opportunity to enter the new category. It had Saturn's small sedans, which could have provided the underpinnings for a small car-based crossover. It could have provided a needed boost to Saturn's fortunes.
But GM dithered and the Equinox, along with its fraternal twin, the Pontiac Torrent, did not arrive until the 2005 and 2006 model years. Now Pontiac is on the way to oblivion and Saturn will no longer be part of the new company.
Fortunately, GM got its finger in the dike with the new Equinox. Like others in this class, it comes with front-wheel drive or all-wheel drive, four-cylinder or V6 power and a broad range of choices. The base LS four-cylinder front-driver starts at $23,185 but you can run the price north of $37,000 with a loaded all-wheel drive LTZ V6.
The tested Equinox was a mid-level front-drive 2LT version, which had a $26,190 starting price. With a credit for a substituted speaker system and only one option-a programmable power rear hatch-it topped out at $26,290.
Full safety equipment is standard: stability and traction control, antilock brakes, tire-pressure monitoring, side air bags, side-curtain air bags and a rear-view camera. The price also included automatic climate control, Bluetooth and GM's OnStar communications, a premium audio system, satellite radio, remote locking and engine starting, cruise control, eight-way power driver's seat, auto-dimming inside mirror and a leather-wrapped steering wheel.
The front-drive tester was powered by a new 182-horsepower, 2.4-liter four-cylinder engine. Coupled to a six-speed automatic transmission, it delivers 22/32 miles to the gallon of gasoline on the EPA's city/highway cycle. The all-wheel drive version gets 20/29.
Moreover, there's enough power available to achieve a zero-to-60 miles an hour acceleration time of less than nine seconds, according to Chevrolet's test figures. If you absolutely must have more power, you can spend an extra $1,500 on the 264-horsepower, 3-liter V6 engine, which will shave about one second off the zero-to-60 time. But then your mileage will drop to 18/25 on the front-drive model and 17/24 with all-wheel drive.
Aside from the inherent smooth surge of power that is a characteristic of six-cylinder engines, about the only reason anyone might want the Equinox's V6 is for stronger towing capability. The four-cylinder models can tow up to 1,500 pounds, while the V6's can handle up to 3,500 pounds.
The new Equinox has pleasant exterior styling, especially viewed from the side with doors that cover the rocker panels. It won't offend anybody but doesn't draw attention either. From the front, you see Chevrolet's signature grille with its prominent bow-tie emblem, so it could be any Chevy. Straight-on from the rear, the generic look blends into the traffic.
Inside, however, the new Equinox shines. The test car had big and nicely bolstered front seats covered in a durable cloth that was more comfortable than the optional leather. In back, there's plenty of room, enhanced by a full eight inches of fore-and-aft seat travel. As usual, the two outboard passengers get more comfortable seating than the one in the middle.
Interior surfaces have nice textures and a quality look. Controls are ergonomically placed and the instruments are legible, although bright sunlight reflects glare off some surfaces at certain angles.
The first thing you notice on the road is the substantial feel of the Equinox. Feedback through the steering and suspension system imparts a sensation of driving a heavier vehicle. Next to the Equinox, the popular
Toyota RAV4 and Honda CR-V have a far lighter feel.
Obviously, the Equinox is no sports sedan, but the handling is capable. The ride is a mixed bag. Small bumps do not get through as the suspension system adroitly absorbs them. However, bigger road imperfections produce jiggles.
On smooth freeways, the Equinox cruises quietly, with minimal cabin intrusion of wind, road and mechanical noise. It makes for comfortable cruising over long distances.
Out back, there's a generous 31 cubic feet of cargo space-more if you adjust the back seat forward. The power hatch can be programmed to open to either of two different heights.
In the Chevrolet lineup, the Equinox slots in between the retro-look HHR wagon and the seven-passenger Traverse crossover.
top
Even though the 2010 Chevrolet Equinox was developed by the old General Motors, it likely will come to be hailed as a hallmark of the new GM.
The all-new Equinox is a compact crossover utility vehicle (CUV) that is equal to or better than any of its competitors. It's a shame that it took such a long time coming.
Honda pioneered the small crossover a dozen years ago with the CR-V. It has since become the best-selling vehicle in its class, which also includes the Toyota RAV4, Ford Escape, Hyundai Tucson, Kia Rondo, Volkswagen Tiguan and Nissan Rogue.
A crossover is a car-based, tall utility wagon, usually with a unit-body, front-wheel or all-wheel drive and four- or six-cylinder power. SUVs generally are truck-based with rear-wheel or four-wheel drive, body-on-frame construction and V6 or V8 power.
In the early days of the CR-V, GM had an opportunity to enter the new category. It had Saturn's small sedans, which could have provided the underpinnings for a small car-based crossover. It could have provided a needed boost to Saturn's fortunes.
But GM dithered and the Equinox, along with its fraternal twin, the Pontiac Torrent, did not arrive until the 2005 and 2006 model years. Now Pontiac is on the way to oblivion and Saturn will no longer be part of the new company.
Fortunately, GM got its finger in the dike with the new Equinox. Like others in this class, it comes with front-wheel drive or all-wheel drive, four-cylinder or V6 power and a broad range of choices. The base LS four-cylinder front-driver starts at $23,185 but you can run the price north of $37,000 with a loaded all-wheel drive LTZ V6.
The tested Equinox was a mid-level front-drive 2LT version, which had a $26,190 starting price. With a credit for a substituted speaker system and only one option-a programmable power rear hatch-it topped out at $26,290.
Full safety equipment is standard: stability and traction control, antilock brakes, tire-pressure monitoring, side air bags, side-curtain air bags and a rear-view camera. The price also included automatic climate control, Bluetooth and GM's OnStar communications, a premium audio system, satellite radio, remote locking and engine starting, cruise control, eight-way power driver's seat, auto-dimming inside mirror and a leather-wrapped steering wheel.
The front-drive tester was powered by a new 182-horsepower, 2.4-liter four-cylinder engine. Coupled to a six-speed automatic transmission, it delivers 22/32 miles to the gallon of gasoline on the EPA's city/highway cycle. The all-wheel drive version gets 20/29.
Moreover, there's enough power available to achieve a zero-to-60 miles an hour acceleration time of less than nine seconds, according to Chevrolet's test figures. If you absolutely must have more power, you can spend an extra $1,500 on the 264-horsepower, 3-liter V6 engine, which will shave about one second off the zero-to-60 time. But then your mileage will drop to 18/25 on the front-drive model and 17/24 with all-wheel drive.
Aside from the inherent smooth surge of power that is a characteristic of six-cylinder engines, about the only reason anyone might want the Equinox's V6 is for stronger towing capability. The four-cylinder models can tow up to 1,500 pounds, while the V6's can handle up to 3,500 pounds.
The new Equinox has pleasant exterior styling, especially viewed from the side with doors that cover the rocker panels. It won't offend anybody but doesn't draw attention either. From the front, you see Chevrolet's signature grille with its prominent bow-tie emblem, so it could be any Chevy. Straight-on from the rear, the generic look blends into the traffic.
Inside, however, the new Equinox shines. The test car had big and nicely bolstered front seats covered in a durable cloth that was more comfortable than the optional leather. In back, there's plenty of room, enhanced by a full eight inches of fore-and-aft seat travel. As usual, the two outboard passengers get more comfortable seating than the one in the middle.
Interior surfaces have nice textures and a quality look. Controls are ergonomically placed and the instruments are legible, although bright sunlight reflects glare off some surfaces at certain angles.
The first thing you notice on the road is the substantial feel of the Equinox. Feedback through the steering and suspension system imparts a sensation of driving a heavier vehicle. Next to the Equinox, the popular
Toyota RAV4 and Honda CR-V have a far lighter feel.
Obviously, the Equinox is no sports sedan, but the handling is capable. The ride is a mixed bag. Small bumps do not get through as the suspension system adroitly absorbs them. However, bigger road imperfections produce jiggles.
On smooth freeways, the Equinox cruises quietly, with minimal cabin intrusion of wind, road and mechanical noise. It makes for comfortable cruising over long distances.
Out back, there's a generous 31 cubic feet of cargo space-more if you adjust the back seat forward. The power hatch can be programmed to open to either of two different heights.
In the Chevrolet lineup, the Equinox slots in between the retro-look HHR wagon and the seven-passenger Traverse crossover.
G.M.'s new Chevrolet Camaro muscle car is winning over consumers
Amid the gloom of bankruptcy and a miserable market for new vehicles, G.M.'s new Chevrolet Camaro muscle car is winning over consumers looking for a little excitement in a bland landscape of look-alike sedans and watered-down sport utilities.
G.M. sold 9,300 Camaros during the month of June - more than either its entire Buick or Cadillac divisions could muster on their own.
And with G.M. expected to emerge Friday from bankruptcy as a newly constituted company, it is hardly surprising that the Camaro will play a starring role in the company's coming-out party and news conference at G.M.'s Detroit headquarters.
G.M.'s chief executive, Fritz Henderson, and new chairman, Edward Whitacre, plan to offer the Camaro as proof that a comeback is under way.
A product renaissance, of course, cannot be led solely by a retro-styled sports car that harks back to the horsepower hysteria of the 1960s. But in its short time on the market, the Camaro has brought some much-needed buzz to G.M. showrooms.
"You need excitement at G.M.," said Joseph Phillippi, a principal in the firm AutoTrends Consulting. "And you certainly need something new."
The latest edition of the Camaro is tapping into nostalgia some drivers have for the glory days of the American auto industry.
Its long hood, rakish grille and brawny fenders echo the powerful look of the Camaro in its heyday, when G.M., Ford and Chrysler turned out tire-squealing cars that defined Detroit.
While it comes with a big V-8 as an option, the base model has a 6-cylinder engine that gets 22 miles per gallon in combined city and highway driving.
It is also priced for the mainstream buyer - about $23,000 for the base version, and up to $32,000 for the loaded V-8 model.
G.M. began taking orders for the Camaro last fall, and buyers put down deposits on 14,000 of them before the first one was built in March at its plant in Oshawa, Ontario.
"The cars are coming into the dealerships, getting cleaned up and then delivered to customers almost immediately," said Karen K. Rafferty, a Chevrolet marketing executive.
She said that G.M. had a six-day supply of Camaros nationally; 60 days is considered the norm in the industry.
That level of demand is rare these days, as automakers choke on unsold inventories in the worst market for new vehicles in the United States in more than 25 years.
It has been some time since G.M. could lay claim to having the hottest new vehicle on dealer lots.
The company's sales in the United States during the first six months of the year were down 40 percent, compared with 35 percent for the overall market.
G.M. has also suffered through an avalanche of negative publicity since it first appealed for financial help from the federal government last fall.
The company has been subsisting on government loans since January, and filed for Chapter 11 bankruptcy on June 1. By the end of the year, the Obama administration is expected to have spent $50 billion on rescuing G.M.
G.M. will be radically smaller as a privately held, government-controlled company. Four of its eight divisions, including Saturn and Pontiac, will be sold or closed, and several car and truck models will be discontinued.
With G.M. shrinking, hot products like the Camaro become more critical to its survival.
Chevrolet executives said the car was already providing a halo effect for more conventional Chevrolet products, like the Equinox and Traverse S.U.V.'s (now often called "crossovers" because they are lighter and more fuel-efficient than older sport utility vehicles).
"The car is bringing in people to the showrooms," Ms. Rafferty said. "They're looking at a Camaro, but they may end up buying a Traverse."
The car has also gotten a marketing boost from its featured role in the current blockbuster film "Transformers: Revenge of the Fallen."
It has been a long road back for the Camaro, which had its debut in 1966 but was dropped from G.M.'s lineup in 2002.
G.M.'s product comeback could get help from a decision by Robert A. Lutz, its long-time car czar, to stay with the company rather than retire at the end of the year. Mr. Lutz, an early supporter of bringing back the Camaro, is expected to announce Friday that he will remain with G.M. in an unspecified executive capacity, according to a person familiar with his decisions.
G.M. has consistently declined to reveal its sales targets for the Camaro, which ranked as the 13th-best-selling car in the country in June and outsold its traditional rival, the Ford Mustang.
G.M.'s senior executives are loath to make sales projections, particularly for a niche car like the Camaro that can fall out of favor just as quickly.
"We've been told rather strongly by top management not to put a number out there," said Terry Rhadigan, a G.M. spokesman.
But G.M.'s dealers are less reserved.
"Interest has been phenomenal," said Paul W. Doddridge, owner of Connell Chevrolet in Costa Mesa, Calif. "It's the best car they have come out with in years."
One of his first customers was Scott Wilbur, a 40-year-old elementary school principal who bought a silver V-8 Camaro in June.
Mr. Wilbur had not purchased a G.M. vehicle in a decade, and traded in his Honda Civic hybrid to buy the Camaro.
He even gave up his California-issued sticker to drive in hybrid-only carpool lanes to get behind the wheel of his new muscle car.
"I might not be as environmentally friendly, but at this point I don't mind waiting in traffic to drive this," he said.
Mr. Wilbur said the Camaro has improved his impression of G.M. to the point where he has put a deposit down on a Chevrolet Volt, the hybrid-electric model due out next year.
top
G.M. sold 9,300 Camaros during the month of June - more than either its entire Buick or Cadillac divisions could muster on their own.
And with G.M. expected to emerge Friday from bankruptcy as a newly constituted company, it is hardly surprising that the Camaro will play a starring role in the company's coming-out party and news conference at G.M.'s Detroit headquarters.
G.M.'s chief executive, Fritz Henderson, and new chairman, Edward Whitacre, plan to offer the Camaro as proof that a comeback is under way.
A product renaissance, of course, cannot be led solely by a retro-styled sports car that harks back to the horsepower hysteria of the 1960s. But in its short time on the market, the Camaro has brought some much-needed buzz to G.M. showrooms.
"You need excitement at G.M.," said Joseph Phillippi, a principal in the firm AutoTrends Consulting. "And you certainly need something new."
The latest edition of the Camaro is tapping into nostalgia some drivers have for the glory days of the American auto industry.
Its long hood, rakish grille and brawny fenders echo the powerful look of the Camaro in its heyday, when G.M., Ford and Chrysler turned out tire-squealing cars that defined Detroit.
While it comes with a big V-8 as an option, the base model has a 6-cylinder engine that gets 22 miles per gallon in combined city and highway driving.
It is also priced for the mainstream buyer - about $23,000 for the base version, and up to $32,000 for the loaded V-8 model.
G.M. began taking orders for the Camaro last fall, and buyers put down deposits on 14,000 of them before the first one was built in March at its plant in Oshawa, Ontario.
"The cars are coming into the dealerships, getting cleaned up and then delivered to customers almost immediately," said Karen K. Rafferty, a Chevrolet marketing executive.
She said that G.M. had a six-day supply of Camaros nationally; 60 days is considered the norm in the industry.
That level of demand is rare these days, as automakers choke on unsold inventories in the worst market for new vehicles in the United States in more than 25 years.
It has been some time since G.M. could lay claim to having the hottest new vehicle on dealer lots.
The company's sales in the United States during the first six months of the year were down 40 percent, compared with 35 percent for the overall market.
G.M. has also suffered through an avalanche of negative publicity since it first appealed for financial help from the federal government last fall.
The company has been subsisting on government loans since January, and filed for Chapter 11 bankruptcy on June 1. By the end of the year, the Obama administration is expected to have spent $50 billion on rescuing G.M.
G.M. will be radically smaller as a privately held, government-controlled company. Four of its eight divisions, including Saturn and Pontiac, will be sold or closed, and several car and truck models will be discontinued.
With G.M. shrinking, hot products like the Camaro become more critical to its survival.
Chevrolet executives said the car was already providing a halo effect for more conventional Chevrolet products, like the Equinox and Traverse S.U.V.'s (now often called "crossovers" because they are lighter and more fuel-efficient than older sport utility vehicles).
"The car is bringing in people to the showrooms," Ms. Rafferty said. "They're looking at a Camaro, but they may end up buying a Traverse."
The car has also gotten a marketing boost from its featured role in the current blockbuster film "Transformers: Revenge of the Fallen."
It has been a long road back for the Camaro, which had its debut in 1966 but was dropped from G.M.'s lineup in 2002.
G.M.'s product comeback could get help from a decision by Robert A. Lutz, its long-time car czar, to stay with the company rather than retire at the end of the year. Mr. Lutz, an early supporter of bringing back the Camaro, is expected to announce Friday that he will remain with G.M. in an unspecified executive capacity, according to a person familiar with his decisions.
G.M. has consistently declined to reveal its sales targets for the Camaro, which ranked as the 13th-best-selling car in the country in June and outsold its traditional rival, the Ford Mustang.
G.M.'s senior executives are loath to make sales projections, particularly for a niche car like the Camaro that can fall out of favor just as quickly.
"We've been told rather strongly by top management not to put a number out there," said Terry Rhadigan, a G.M. spokesman.
But G.M.'s dealers are less reserved.
"Interest has been phenomenal," said Paul W. Doddridge, owner of Connell Chevrolet in Costa Mesa, Calif. "It's the best car they have come out with in years."
One of his first customers was Scott Wilbur, a 40-year-old elementary school principal who bought a silver V-8 Camaro in June.
Mr. Wilbur had not purchased a G.M. vehicle in a decade, and traded in his Honda Civic hybrid to buy the Camaro.
He even gave up his California-issued sticker to drive in hybrid-only carpool lanes to get behind the wheel of his new muscle car.
"I might not be as environmentally friendly, but at this point I don't mind waiting in traffic to drive this," he said.
Mr. Wilbur said the Camaro has improved his impression of G.M. to the point where he has put a deposit down on a Chevrolet Volt, the hybrid-electric model due out next year.
Chevy works on Volt's engine sound
Noise, feel are areas being
tweaked, chief engineer says
The Chevrolet Volt, a plug-in hybrid touted as a high-tech image-changer for General Motors, recently passed a milestone when Andrew Farah, the car's chief engineer, drove the first prototype of the production version. He said GM engineers are working to reduce road and wind noise and tweak the sound of the drivetrain. Farah spoke with Automotive News Staff Reporter Richard Truett about the Volt's progress toward its November 2010 production date.
What is it like when you step on the accelerator with the engine running? Since it is not connected to the wheels, it must be a strange sensation.
You get immediate response from the foot pedal - I am reluctant to call it the throttle because it is not, in the traditional sense. But you get immediate response because the Volt is always driven electrically. You don't even notice the difference there. The gasoline engine's rpms then follow. The engine, not being directly connected to the foot, is one of the things we continue to tune. We don't want it to be discomforting to people. There is an expectation of what happens when you put your accelerator to the floor in the way the car sounds and feels. We've got the feel. We've got the feel of a sports car. The sound part and the way the engine plays into that perception is one of the areas we have to work on.
How is the noise, vibration and harshness?
Realistically, we still have some work to do. During my ride, I was very pleased with the first steps. It was great. We are using a liquid applied sound deadener that allows us to put sound where we want it to be. We have packaged-in sound suppression items in the front of the dash and glass. We are going to make final calls on how much of that to execute.
But the decisions have been made on how you want the car to sound, right?
We want the EV portion of the ride to be exactly that. We are not looking for the wind noise to be objectionable. Our biggest concerns are wind noise and road noise, mostly conducted road noise. Those are the things we are shooting for. Do we want it to be Cadillac library quiet? We aren't sure we want it to be that quiet. It might be disconcerting.
You've got the powertrain in the right chassis and with the right body and interior. How did the packaging of the car work out?
Well, first everyone likes to say that everything can be done on the computer. It can't. We did have some interference with the instrument panel that we didn't expect. It was a minor one, but still unexpected. We all kind of scratched our heads and said, "How did that happen?" We made a little change, and off we went.
Here's a car with a full electric powertrain and a gasoline engine. Does it feel heavy?
Here's the thing to remember: When you put the battery in, it actually lowers the center of gravity of the car. There are a thousand reasons why heavy is bad, but a few why it is good. And so we are getting those advantages of the good heavy, and the disadvantages we are managing. When it comes to the ride and handling, I won't tell you that there are no detriments, but I will tell you that we are taking the best of the advantages.
What testing still needs to be done?
This is really just the beginning of all the final tuning. We are at the 50 percent point. Fundamentally, we've got everything directionally correct, but now we've got all the tuning yet to do.
top
The Chevrolet Volt, a plug-in hybrid touted as a high-tech image-changer for General Motors, recently passed a milestone when Andrew Farah, the car's chief engineer, drove the first prototype of the production version. He said GM engineers are working to reduce road and wind noise and tweak the sound of the drivetrain. Farah spoke with Automotive News Staff Reporter Richard Truett about the Volt's progress toward its November 2010 production date.
What is it like when you step on the accelerator with the engine running? Since it is not connected to the wheels, it must be a strange sensation.
You get immediate response from the foot pedal - I am reluctant to call it the throttle because it is not, in the traditional sense. But you get immediate response because the Volt is always driven electrically. You don't even notice the difference there. The gasoline engine's rpms then follow. The engine, not being directly connected to the foot, is one of the things we continue to tune. We don't want it to be discomforting to people. There is an expectation of what happens when you put your accelerator to the floor in the way the car sounds and feels. We've got the feel. We've got the feel of a sports car. The sound part and the way the engine plays into that perception is one of the areas we have to work on.
How is the noise, vibration and harshness?
Realistically, we still have some work to do. During my ride, I was very pleased with the first steps. It was great. We are using a liquid applied sound deadener that allows us to put sound where we want it to be. We have packaged-in sound suppression items in the front of the dash and glass. We are going to make final calls on how much of that to execute.
But the decisions have been made on how you want the car to sound, right?
We want the EV portion of the ride to be exactly that. We are not looking for the wind noise to be objectionable. Our biggest concerns are wind noise and road noise, mostly conducted road noise. Those are the things we are shooting for. Do we want it to be Cadillac library quiet? We aren't sure we want it to be that quiet. It might be disconcerting.
You've got the powertrain in the right chassis and with the right body and interior. How did the packaging of the car work out?
Well, first everyone likes to say that everything can be done on the computer. It can't. We did have some interference with the instrument panel that we didn't expect. It was a minor one, but still unexpected. We all kind of scratched our heads and said, "How did that happen?" We made a little change, and off we went.
Here's a car with a full electric powertrain and a gasoline engine. Does it feel heavy?
Here's the thing to remember: When you put the battery in, it actually lowers the center of gravity of the car. There are a thousand reasons why heavy is bad, but a few why it is good. And so we are getting those advantages of the good heavy, and the disadvantages we are managing. When it comes to the ride and handling, I won't tell you that there are no detriments, but I will tell you that we are taking the best of the advantages.
What testing still needs to be done?
This is really just the beginning of all the final tuning. We are at the 50 percent point. Fundamentally, we've got everything directionally correct, but now we've got all the tuning yet to do.
2010 Chevy Camaro reinvents dream machine
The 2010 Chevrolet Camaro makes the pursuit of happiness much easier -- or at least much quicker.
Sure, you can chase the American Dream in a sedan or crossover, but who really wants to tool down the highway of life in a minivan with 15-inch steel wheels? This Chevy is good times on 20-inch rims -- and as American as baseball, hot dogs and apple pies on the Fourth of July.
This car is what the Founding Fathers meant when they wrote about the inalienable right to burn rubber 233 years ago. No doubt, if they lived today, Thomas Jefferson would have a Camaro LT in his barn and Ben Franklin would invent traffic lights to justify launching his SS.
The return of the Camaro, at dealerships now, has stirred up quite the hubbub -- it's the last of the Big Three muscle cars -- going head-to-head-to-head with the Dodge Challenger and Ford Mustang. It deserves every hub and bub. Fast and fun, the Camaro is coupe erotica in a parking lot of Puritan putt-putts. Yeah, I like it.
Arriving in a giant gold bow tie, the Camaro brings a look like no other car on the road. Big and brawny, it's the futuristic interpretation of a 1967 SS, and it turns more heads than an unexpected fireworks finale.
The body looks buff with rippling muscles stuffed into sheet metal two sizes too small. The long hood, short deck and bulging fenders denote the power under the hood. The small windows and giant wheels (20 inch wheels are standard on the SS) exaggerate its proportions in a way that feels right. The Camaro is beautiful at every angle.
And it's fast. During a week of test driving the Camaro 2LT, I couldn't get enough of its quick acceleration. Highway entrances and exits became my favorite part of my daily commute and, a few times, I took exits just to get back on the highway.
Plenty of power to please
Times have changed, too. Instead of lusting after a big honking V-8, I was pushed back into my seat by General Motors Corp.'s 3.6-liter direct injection V-6, which makes pedal mashing fun.
My test Camaro lacked that V-8 rumble, but it didn't lack power. The V-6 produces 304 horsepower and 273 pound-feet of torque, which is more than enough ponies to push this 3,700-pound machine.
For those in need of more power, the SS comes with a 6.2-liter V-8 that pushes 426 horsepower, 410 pound-feet of torque and will go from zero to 60 mph faster than you can read this sentence. That's Old School power.
But the Camaro carries a lot of new-world technology. The SS get 25 miles per gallon on the highway. My V-6 test vehicle, which gets an EPA estimate of 18 mpg in the city and 29 mpg on the highway, averaged 22 mpg during my week of testing. That's a very respectable number, especially considering the lead-soled Pilotis I wore to drive it.
All versions of the Camaro come with either a six-speed manual or six-speed automatic transmission. In previous models I've tested, the automatic felt very smooth and adjusted quickly to aggressive driving, holding the gear to grab as much torque as possible before shifting. There's also a manual mode that allows you to decide when to shift.
The manual feels more natural (despite getting 1 mile per gallon less in city driving) and fortunately, my test vehicle came with the manual: Vroooommm, click, vroooooooom, click. A Hurst short throw shifter is also available.
The independent suspension provides a very good ride on both the highway and around town. And while Camaros of lore may have had only good straight line performance, the new model holds its own on twisty roads.
The rack-and-pinion steering does feel a little disconnected from the road through big turns. I wanted stiffer feedback, but every time I barreled through a corner, the smile never left my face, thanks to this nicely balanced machine.
Really, there are few complaints about the Camaro's performance. The lines of sight in the car are bad, however. Backing up, you can see nothing behind you, and the blind spot out to the front right could mean a lot of 1-year-old Camaros will have scratch marks from nicking a curb, pole or garage.
Two-toned leather attractive
In the previous models I've driven, the all-black interiors made the interior feel like a cave, but the new Camaro had two-tone leather with lighter tones, which looked much nicer. Chevy continues to improve its seats, and these were some of the most comfortable I've tried, with nice bolsters to hold you in place.
There were some things in the cabin that felt unfinished, such as the recessed gauges and the giant swath of plastic on the dash in front of the passenger's seat, but overall the interior was good. The brushed nickel trim and optional four-gauge cluster mounted at the base of the center stack feel right in this car. The simple stereo and heater controls are intuitive and easy to use.
At night, the interior shines with its LED ambient lighting package. It's a small detail that warms the interior in cool blue lighting.
Chevy has also included a lot of technology, including Bluetooth connectivity, USB connection, 245-watt Boston Acoustics nine-speaker stereo and remote start. The one thing you can't get in a Camaro is a navigation system.
And if you were hoping to cram three people in the back, you can't. It seats only two in the second row, and those people need to be small. While there is 42.4 inches of leg room up front, there is just 29.9 inches in the back. I managed to climb back there, but didn't want to stay very long.
The trunk has lots of space -- 11.3 cubic feet -- but has an odd opening that looks like it belongs on a submarine. It makes it difficult to load big things. Of course, this car was never meant as a grocery getter.
Behind the wheel, the Camaro is extremely comfortable and on the road it's a true looker.
It will certainly get anyone noticed -- all of the people giving me thumbs up along the highway are evidence of that. At least that's the digit I think they were flashing my way.
But driving obliviously happy is a truth that the Camaro makes self-evident, and if you're going to pursue happiness, you should at least be in a vehicle that can let you catch it.
top
Sure, you can chase the American Dream in a sedan or crossover, but who really wants to tool down the highway of life in a minivan with 15-inch steel wheels? This Chevy is good times on 20-inch rims -- and as American as baseball, hot dogs and apple pies on the Fourth of July.
This car is what the Founding Fathers meant when they wrote about the inalienable right to burn rubber 233 years ago. No doubt, if they lived today, Thomas Jefferson would have a Camaro LT in his barn and Ben Franklin would invent traffic lights to justify launching his SS.
The return of the Camaro, at dealerships now, has stirred up quite the hubbub -- it's the last of the Big Three muscle cars -- going head-to-head-to-head with the Dodge Challenger and Ford Mustang. It deserves every hub and bub. Fast and fun, the Camaro is coupe erotica in a parking lot of Puritan putt-putts. Yeah, I like it.
Arriving in a giant gold bow tie, the Camaro brings a look like no other car on the road. Big and brawny, it's the futuristic interpretation of a 1967 SS, and it turns more heads than an unexpected fireworks finale.
The body looks buff with rippling muscles stuffed into sheet metal two sizes too small. The long hood, short deck and bulging fenders denote the power under the hood. The small windows and giant wheels (20 inch wheels are standard on the SS) exaggerate its proportions in a way that feels right. The Camaro is beautiful at every angle.
And it's fast. During a week of test driving the Camaro 2LT, I couldn't get enough of its quick acceleration. Highway entrances and exits became my favorite part of my daily commute and, a few times, I took exits just to get back on the highway.
Plenty of power to please
Times have changed, too. Instead of lusting after a big honking V-8, I was pushed back into my seat by General Motors Corp.'s 3.6-liter direct injection V-6, which makes pedal mashing fun.
My test Camaro lacked that V-8 rumble, but it didn't lack power. The V-6 produces 304 horsepower and 273 pound-feet of torque, which is more than enough ponies to push this 3,700-pound machine.
For those in need of more power, the SS comes with a 6.2-liter V-8 that pushes 426 horsepower, 410 pound-feet of torque and will go from zero to 60 mph faster than you can read this sentence. That's Old School power.
But the Camaro carries a lot of new-world technology. The SS get 25 miles per gallon on the highway. My V-6 test vehicle, which gets an EPA estimate of 18 mpg in the city and 29 mpg on the highway, averaged 22 mpg during my week of testing. That's a very respectable number, especially considering the lead-soled Pilotis I wore to drive it.
All versions of the Camaro come with either a six-speed manual or six-speed automatic transmission. In previous models I've tested, the automatic felt very smooth and adjusted quickly to aggressive driving, holding the gear to grab as much torque as possible before shifting. There's also a manual mode that allows you to decide when to shift.
The manual feels more natural (despite getting 1 mile per gallon less in city driving) and fortunately, my test vehicle came with the manual: Vroooommm, click, vroooooooom, click. A Hurst short throw shifter is also available.
The independent suspension provides a very good ride on both the highway and around town. And while Camaros of lore may have had only good straight line performance, the new model holds its own on twisty roads.
The rack-and-pinion steering does feel a little disconnected from the road through big turns. I wanted stiffer feedback, but every time I barreled through a corner, the smile never left my face, thanks to this nicely balanced machine.
Really, there are few complaints about the Camaro's performance. The lines of sight in the car are bad, however. Backing up, you can see nothing behind you, and the blind spot out to the front right could mean a lot of 1-year-old Camaros will have scratch marks from nicking a curb, pole or garage.
Two-toned leather attractive
In the previous models I've driven, the all-black interiors made the interior feel like a cave, but the new Camaro had two-tone leather with lighter tones, which looked much nicer. Chevy continues to improve its seats, and these were some of the most comfortable I've tried, with nice bolsters to hold you in place.
There were some things in the cabin that felt unfinished, such as the recessed gauges and the giant swath of plastic on the dash in front of the passenger's seat, but overall the interior was good. The brushed nickel trim and optional four-gauge cluster mounted at the base of the center stack feel right in this car. The simple stereo and heater controls are intuitive and easy to use.
At night, the interior shines with its LED ambient lighting package. It's a small detail that warms the interior in cool blue lighting.
Chevy has also included a lot of technology, including Bluetooth connectivity, USB connection, 245-watt Boston Acoustics nine-speaker stereo and remote start. The one thing you can't get in a Camaro is a navigation system.
And if you were hoping to cram three people in the back, you can't. It seats only two in the second row, and those people need to be small. While there is 42.4 inches of leg room up front, there is just 29.9 inches in the back. I managed to climb back there, but didn't want to stay very long.
The trunk has lots of space -- 11.3 cubic feet -- but has an odd opening that looks like it belongs on a submarine. It makes it difficult to load big things. Of course, this car was never meant as a grocery getter.
Behind the wheel, the Camaro is extremely comfortable and on the road it's a true looker.
It will certainly get anyone noticed -- all of the people giving me thumbs up along the highway are evidence of that. At least that's the digit I think they were flashing my way.
But driving obliviously happy is a truth that the Camaro makes self-evident, and if you're going to pursue happiness, you should at least be in a vehicle that can let you catch it.
The End of "Good Enough for Chevy"
Motor Trend - First Drive: 2010 Chevrolet Equinox
The End Of "Good Enough For Chevy"
By Mike Connor
Chevrolets at their best offered "more than expected." This separated the revolutionary 1955 Bel Air from its popularly priced rivals at Ford and Plymouth. It defined the first two generations of Chevelles and the downsized 1977 Caprice. But as GM moved into the troubled 1980s and '90s, the clarion call at Chevrolet became "Good enough for Chevy." This sad phrase steered product planners, designers, and engineers into producing a generation of Chevrolets that were little more than segment placeholders, something to give the brand a presence in a category.
The original Equinox embodied this attitude to the hilt. On paper the specs were on target: a standard V-6 and automatic transmission, independent suspension, and discs at all four corners along with a roomy, reconfigurable interior for five. Dynamically and aesthetically, the vehicle was far less than the sum of its parts. Following in the path of a series of upgraded Chevrolets (the Malibu and GMT900 full-size trucks), the 2010 Equinox has eschewed the good-enough-for-Chevy attitude and has become a transformed crossover in the process.
After a deep-dive into the compact-crossover segment Chevy came to significant revelations. First was that owners of these vehicles appreciate and seek refined, comfortable products. Buyers told Chevy V-6 engines are not a high priority. Most important, Chevrolet decided if it was going to play in the CR-V, Escape, and RAV4 sandbox it must try to beat the best.
Of course, manufacturers have claimed this countless times in the past. Starting with the architecture of the first Equinox, the stage was set for another case of overpromising and underdelivering. Overall width is up a fraction over an inch and vehicle length has been shortened an inch. Powertrain offerings were rethought and both the old-fashioned "high-value" 185-horsepower, 3.4-liter OHV V-6 and the modern "high-feature" 264-horsepower, 3.6-liter DOHC V-6 are no longer offered. The Equinox Sport has been axed along with the 3.6.
Instead, a 182-horsepower direct-injected 2.4-liter DOHC I-4 is standard in all Equinox models and a 3.0-liter direct-injection version of the high-feature DOHC V-6 making the 3.6's 264 horsepower is available on LT and LTZ trim levels. Either engine is available with front or all-wheel drive and GM's six-speed automatic is standard across the board. The 3.0 in a front-drive Equinox is estimated at 18/25 mpg, 1 mpg better than the 3.6 in city and highway mileage.
When mated to the I-4, a driver-selectable "eco mode" is added to the six-speed automatic, which allows the torque converter clutch to lock up at lower speeds and changes shift points to improve fuel economy. The result is a front-drive compact crossover estimated to deliver 22 mpg in the EPA city cycle and 32 mpg highway. That beats the Ford Escape Hybrid's number, making the 2.4-liter Equinox the segment highway fuel economy leader.
Government 5-star and IIHS "good" crash ratings were a program target from the outset and base curb weight is up over the previous model. However, improved impact performance doesn't tell the whole story of the 110-pound mass rise.
With its interior of amusingly grained hard plastic, the original Equinox was a real boom box inside. Playing for segment leadership rather than mere participation made silencing the 2010 Equinox a gilt-edge priority. GM employed Active Noise Cancellation for the first time on any of its production vehicles. The system (on 2.4-liter models exclusively) employs two microphones to detect low-frequency sounds in the cabin and then uses the car's audio system speaker, including the subwoofer when fitted, to generate canceling sound. The noise-cancellation system also allowed engineers to drop the idle speed of the I-4, which yielded about 0.1-mpg-better fuel economy. Further noise mitigation is attained through the use of laminated acoustic glass for the windshield and front side windows as well as triple seals on all four doors. Additionally, the level of interior materials is significantly upgraded to the point where the Equinox cabin is measurably better than Chevy's own Malibu. Yes, there are still some large hard-plastic components, but they've been moved out of the driver's primary touch zones or have been covered with soft (or soft-touch) trim. Compare interiors side by side with the chief competition, Ford Escape, Jeep Liberty, Honda CR-V, Hyundai Santa Fe, and Toyota RAV4, and the Chevy eats 'em up and spits 'em out.
Climbing into an AWD 2.4-liter Equinox LT during a rainstorm, we almost hot cranked the ignition. The engine was running, but the sound of rain falling on the sunroof drowned it out, and its idle didn't vibrate through the toe-pan, seat, or steering column. And the triple door seals, acoustic glass windshield, and front-door windows have pretty much eliminated -- eliminated -- A-pillar, wiper, and mirror-patch wind noise at speeds up to about 65 mph.
According to Chevrolet, the front-drive 2.4-liter Equinox is good for a 0-to-60-mph time of 8.7 seconds. The V-6 shaves nine-tenths off that time.
Setting the I-4 Equinox transmission into Eco Mode doesn't significantly change the driving experience when puttering around. Even though the converter clutch engages a lower speed, there's no appreciable added roughness. The Eco Mode's revised shift points are not quite so transparent. At part throttle, acceleration becomes more leisurely, not to where the Equinox feels doggy, but apparent enough to a sensitive driver. The majority of drivers in the segment would be hard-pressed to feel the slight decrease in performance.
To the enthusiast, discussing vehicle dynamics in this segment seems irrelevant. If you're looking to carve up a canyon road in a CR-V rather than a Civic, for example, you've got one strange set of priorities. With that in mind, the 2010 Equinox is a less than optimal choice for said twisty driving than a Cobalt SS. But when the road becomes more challenging than a thoroughfare, the Equinox will do nothing untoward or dangerous unless provoked by a madman. The base P225/65R17 all-season Michelins are optimized for reduced rolling resistance and good tread life. They become the "fusible link" when pushing the Equinox very hard, giving the driver plenty of audible notice before they let go of the road in complete frustration. The ride/handling compromise has been biased in favor of comfort and predictability, the segment rule. Compliance and road isolation is the order of the day for driver comfort and reduced cabin noise. Cars with the optional P235/55R19 Hankooks generate considerably more tire sound than those equipped with 17- or 18-inch rubber.
Power steering with the V-6 is a hydraulic system, while the I-4s get a new rack-mounted electric power-steering system. Steering feel is noteworthy for a direct-acting electric rack, better than some electronically controlled hydraulic systems.
The 2010 Equinox LS carries a base MSRP of $23,185, with power driver's seat, tilt and telescope steering column, power windows and locks, air conditioning, and alloy wheels among the standard equipment. Mid-range 1LT model starts at $24,105, adding privacy glass, roof rails, and an electronic compass. Higher-end 2LT further adds auto climate-control A/C, Bluetooth, USB connection, rearview camera, foglights, and upgraded audio with steering-wheel controls, and starts at $26,190. The topline $28,790 LTZ throws in a memory seat and mirrors for the driver, heated leather seats, sonar rear park assist, exterior chrome package, and power tailgate. Pricing may be the biggest news of all since a 2010 Equinox LS undercuts the previous version by a hefty $1825. The mid-range 1LT carries an MSRP $905 less than that of the 2009 base version.
With the 2010 Equinox, Chevrolet has a product that genuinely outperforms its best competitors in the areas of NVH, accommodation, and fuel economy. That it does so with better content and more than competitive pricing marks a return to the "more than expected" philosophy that brought about Chevrolet's postwar golden age. Just as important as how it performs in the market, the Equinox should be the final nail in the coffin of the jaded GM concept of "Good Enough for Chevy."
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The End Of "Good Enough For Chevy"
By Mike Connor
Chevrolets at their best offered "more than expected." This separated the revolutionary 1955 Bel Air from its popularly priced rivals at Ford and Plymouth. It defined the first two generations of Chevelles and the downsized 1977 Caprice. But as GM moved into the troubled 1980s and '90s, the clarion call at Chevrolet became "Good enough for Chevy." This sad phrase steered product planners, designers, and engineers into producing a generation of Chevrolets that were little more than segment placeholders, something to give the brand a presence in a category.
The original Equinox embodied this attitude to the hilt. On paper the specs were on target: a standard V-6 and automatic transmission, independent suspension, and discs at all four corners along with a roomy, reconfigurable interior for five. Dynamically and aesthetically, the vehicle was far less than the sum of its parts. Following in the path of a series of upgraded Chevrolets (the Malibu and GMT900 full-size trucks), the 2010 Equinox has eschewed the good-enough-for-Chevy attitude and has become a transformed crossover in the process.
After a deep-dive into the compact-crossover segment Chevy came to significant revelations. First was that owners of these vehicles appreciate and seek refined, comfortable products. Buyers told Chevy V-6 engines are not a high priority. Most important, Chevrolet decided if it was going to play in the CR-V, Escape, and RAV4 sandbox it must try to beat the best.
Of course, manufacturers have claimed this countless times in the past. Starting with the architecture of the first Equinox, the stage was set for another case of overpromising and underdelivering. Overall width is up a fraction over an inch and vehicle length has been shortened an inch. Powertrain offerings were rethought and both the old-fashioned "high-value" 185-horsepower, 3.4-liter OHV V-6 and the modern "high-feature" 264-horsepower, 3.6-liter DOHC V-6 are no longer offered. The Equinox Sport has been axed along with the 3.6.
Instead, a 182-horsepower direct-injected 2.4-liter DOHC I-4 is standard in all Equinox models and a 3.0-liter direct-injection version of the high-feature DOHC V-6 making the 3.6's 264 horsepower is available on LT and LTZ trim levels. Either engine is available with front or all-wheel drive and GM's six-speed automatic is standard across the board. The 3.0 in a front-drive Equinox is estimated at 18/25 mpg, 1 mpg better than the 3.6 in city and highway mileage.
When mated to the I-4, a driver-selectable "eco mode" is added to the six-speed automatic, which allows the torque converter clutch to lock up at lower speeds and changes shift points to improve fuel economy. The result is a front-drive compact crossover estimated to deliver 22 mpg in the EPA city cycle and 32 mpg highway. That beats the Ford Escape Hybrid's number, making the 2.4-liter Equinox the segment highway fuel economy leader.
Government 5-star and IIHS "good" crash ratings were a program target from the outset and base curb weight is up over the previous model. However, improved impact performance doesn't tell the whole story of the 110-pound mass rise.
With its interior of amusingly grained hard plastic, the original Equinox was a real boom box inside. Playing for segment leadership rather than mere participation made silencing the 2010 Equinox a gilt-edge priority. GM employed Active Noise Cancellation for the first time on any of its production vehicles. The system (on 2.4-liter models exclusively) employs two microphones to detect low-frequency sounds in the cabin and then uses the car's audio system speaker, including the subwoofer when fitted, to generate canceling sound. The noise-cancellation system also allowed engineers to drop the idle speed of the I-4, which yielded about 0.1-mpg-better fuel economy. Further noise mitigation is attained through the use of laminated acoustic glass for the windshield and front side windows as well as triple seals on all four doors. Additionally, the level of interior materials is significantly upgraded to the point where the Equinox cabin is measurably better than Chevy's own Malibu. Yes, there are still some large hard-plastic components, but they've been moved out of the driver's primary touch zones or have been covered with soft (or soft-touch) trim. Compare interiors side by side with the chief competition, Ford Escape, Jeep Liberty, Honda CR-V, Hyundai Santa Fe, and Toyota RAV4, and the Chevy eats 'em up and spits 'em out.
Climbing into an AWD 2.4-liter Equinox LT during a rainstorm, we almost hot cranked the ignition. The engine was running, but the sound of rain falling on the sunroof drowned it out, and its idle didn't vibrate through the toe-pan, seat, or steering column. And the triple door seals, acoustic glass windshield, and front-door windows have pretty much eliminated -- eliminated -- A-pillar, wiper, and mirror-patch wind noise at speeds up to about 65 mph.
According to Chevrolet, the front-drive 2.4-liter Equinox is good for a 0-to-60-mph time of 8.7 seconds. The V-6 shaves nine-tenths off that time.
Setting the I-4 Equinox transmission into Eco Mode doesn't significantly change the driving experience when puttering around. Even though the converter clutch engages a lower speed, there's no appreciable added roughness. The Eco Mode's revised shift points are not quite so transparent. At part throttle, acceleration becomes more leisurely, not to where the Equinox feels doggy, but apparent enough to a sensitive driver. The majority of drivers in the segment would be hard-pressed to feel the slight decrease in performance.
To the enthusiast, discussing vehicle dynamics in this segment seems irrelevant. If you're looking to carve up a canyon road in a CR-V rather than a Civic, for example, you've got one strange set of priorities. With that in mind, the 2010 Equinox is a less than optimal choice for said twisty driving than a Cobalt SS. But when the road becomes more challenging than a thoroughfare, the Equinox will do nothing untoward or dangerous unless provoked by a madman. The base P225/65R17 all-season Michelins are optimized for reduced rolling resistance and good tread life. They become the "fusible link" when pushing the Equinox very hard, giving the driver plenty of audible notice before they let go of the road in complete frustration. The ride/handling compromise has been biased in favor of comfort and predictability, the segment rule. Compliance and road isolation is the order of the day for driver comfort and reduced cabin noise. Cars with the optional P235/55R19 Hankooks generate considerably more tire sound than those equipped with 17- or 18-inch rubber.
Power steering with the V-6 is a hydraulic system, while the I-4s get a new rack-mounted electric power-steering system. Steering feel is noteworthy for a direct-acting electric rack, better than some electronically controlled hydraulic systems.
The 2010 Equinox LS carries a base MSRP of $23,185, with power driver's seat, tilt and telescope steering column, power windows and locks, air conditioning, and alloy wheels among the standard equipment. Mid-range 1LT model starts at $24,105, adding privacy glass, roof rails, and an electronic compass. Higher-end 2LT further adds auto climate-control A/C, Bluetooth, USB connection, rearview camera, foglights, and upgraded audio with steering-wheel controls, and starts at $26,190. The topline $28,790 LTZ throws in a memory seat and mirrors for the driver, heated leather seats, sonar rear park assist, exterior chrome package, and power tailgate. Pricing may be the biggest news of all since a 2010 Equinox LS undercuts the previous version by a hefty $1825. The mid-range 1LT carries an MSRP $905 less than that of the 2009 base version.
With the 2010 Equinox, Chevrolet has a product that genuinely outperforms its best competitors in the areas of NVH, accommodation, and fuel economy. That it does so with better content and more than competitive pricing marks a return to the "more than expected" philosophy that brought about Chevrolet's postwar golden age. Just as important as how it performs in the market, the Equinox should be the final nail in the coffin of the jaded GM concept of "Good Enough for Chevy."
Coughlin Automotve - 18 Years and Going Strong!
In the current economic climate, there is uncertainty about the longevity of automotive dealerships and whether they will be there for you for the long haul.
Rest assured that Coughlin Automotive will continue to offer the same great level of service and selection that you've come to expect from us - today, tomorrow and for many years to come.
Since 1991, we've grown to 5 locations with 10 different brands. We are Licking County's largest dealer and will continue to expand operations to serve the automotive needs of Central Ohio and surrounding areas.
Thank you from all of us at Coughlin Automotive.
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Rest assured that Coughlin Automotive will continue to offer the same great level of service and selection that you've come to expect from us - today, tomorrow and for many years to come.
Since 1991, we've grown to 5 locations with 10 different brands. We are Licking County's largest dealer and will continue to expand operations to serve the automotive needs of Central Ohio and surrounding areas.
Thank you from all of us at Coughlin Automotive.
General Motors Mark of Excellence
General Motors annually recognizes superior performance and takes great pride in rewarding dealerships for hard work and dedication. This year, Coughlin Chevrolet in Pataskala received the 2007 General Motors Mark of Excellence Award.
The two-year old dealership located at
The award is based on Superiority in three criteria:
1. Customer Satisfaction Ratings
2. Certification of all sales and service associates through rigorous General Motors Training
3. Superior Sales Performance
“It is a big accomplishment,” said Patrick Stark, Chevrolet Zone Manager for central
“As tough as this economy is, we work hard at offering a wide variety of vehicles and services to meet the needs of every potential customer,”
Coughlin Automotive is owned and operated by brothers Al Coughlin and
THE ENVIRONMENT AND YOUR COMMUTE: CAN'T WE ALL JUST GET ALONG?
Making a difference in our environment is as simple as driving a more fuel-efficient vehicle. That's why Chevy currently offers eight models with an EPA estimated 30 MPG highway or better.(1) Aveo Sedan, Aveo5, Cobalt, Cobalt XFE, Malibu Hybrid, and select models of Malibu, HHR, and HHR Panel all fall into the 30 MPG or better club.
A few things to think about: Malibu offers better highway fuel economy than any other midsize sedan.(2) Cobalt XFE offers best-in-class standard highway fuel economy with an EPA estimated 37 MPG highway. That's better than Toyota Corolla, better than Honda Civic.(3)
But it's a bigger story than just our cars. Looking for fuel efficiency, but also have a lot of people and gear to carry? With an EPA estimated 24 MPG highway, the all new Traverse offers the best fuel economy of any 8-passenger crossover.(4) Chevy Silverado offers the best V8 fuel economy of any full-size pickup,(5) and the full-size Tahoe SUV delivers best-in-class fuel economy.(6) New technology like Chevy's Active Fuel Management has played a role in achieving greater fuel economy. Active Fuel Management deactivates half the engine cylinders when they are not needed and seamlessly reactivates them when you need the extra power.
And there's more! Every 2008 Chevy car, half-ton truck and SUV is equipped with a Tire Pressure Monitor that automatically alerts you when your tire pressure is low. Properly inflated tires can improve gas mileage by up to 3%.(7) Seems small, but if everyone in the U.S. had properly inflated tires, we could save millions of gallons of gas each year.
1 Based on EPA estimates and segmentation.
2 Based on 2008 GM Mid-Car Sedan segment and EPA est. 33 MPG hwy. (gas), 34 hwy. (hybrid). Excludes other GM vehicles.
3 Based on 2008 GM Compact Car 3-dr Coupe and Sedan segments. EPA est. 37 MPG hwy. for Cobalt XFE; Honda Civic 34; and Toyota Corolla 35. Excludes other GM vehicles.
4 Based on 2008 GM Mid Utility-Crossover segment and Traverse FWD with EPA est. MPG 17 city, 24 hwy. Excludes other GM vehicles.
5 2008 Silverado 2WD with available 5.3L engine has EPA est. MPG 15 city/20 hwy.
6 Based on 2007 GM Large Utility segment and 2008 EPA estimates. Tahoe 2WD with available 5.3L V8 has EPA est. MPG 14 city/20 hwy. Excludes other GM vehicles.
7 Source: fueleconomy.gov. All claims exclude other GM vehicles.
GM, Ford gain in reliability
Consumer Reports magazine said several Detroit-made vehicles top foreign competitors…. the Chevrolet Malibu LTZ with the V-6 engine as the best American car
Bryce G. Hoffman / The Detroit News
A new analysis by Consumer Reports magazine shows that two of Detroit's automakers -- Ford Motor Co. and General Motors Corp. -- are making "real progress" against foreign rivals while Chrysler LLC continues to lag behind the rest of the industry.
The report, which is featured in the magazine's February issue, shows that Ford now offers several cars with reliability "on par with Japanese models" and says it is now "in front of the class."
Newer GM models also have performed well in Consumer Reports' testing, but the magazine said "the reliability of some still falls short."
The influential magazine has compiled a list of the best American automobiles based on data from its own testing and reader surveys. To be included in the ranking, a vehicle had to have at least average reliability and perform adequately in crash tests.
It ranks :
Chevrolet Malibu LTZ with the V-6 engine as the best American car,
followed by:
• Ford Fusion SEL (V6) and Mercury Milan Premier (V6)
• Lincoln MKZ
• Cadillac DTS
• Ford Taurus and Mercury Sable
• Ford Taurus X
No Chrysler vehicles made the cut.
The magazine called Chrysler's lineup "very disappointing with little promise on the horizon."
"Detroit has been lagging behind leading foreign automakers like Honda and Toyota for a long time, but forward-thinking leadership, better design and improved quality would do much to drive the recovery that we are all hoping for," said Rik Paul, automotive editor for Consumer Reports. "Despite the inconsistencies across model lines, there are still some top performers that get an 'A' from owners as well as our testers.
"All three automakers should benchmark future product against these winners."
The magazine goes on sale at newsstands today
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Bryce G. Hoffman / The Detroit News
A new analysis by Consumer Reports magazine shows that two of Detroit's automakers -- Ford Motor Co. and General Motors Corp. -- are making "real progress" against foreign rivals while Chrysler LLC continues to lag behind the rest of the industry.
The report, which is featured in the magazine's February issue, shows that Ford now offers several cars with reliability "on par with Japanese models" and says it is now "in front of the class."
Newer GM models also have performed well in Consumer Reports' testing, but the magazine said "the reliability of some still falls short."
The influential magazine has compiled a list of the best American automobiles based on data from its own testing and reader surveys. To be included in the ranking, a vehicle had to have at least average reliability and perform adequately in crash tests.
It ranks :
Chevrolet Malibu LTZ with the V-6 engine as the best American car,
followed by:
• Ford Fusion SEL (V6) and Mercury Milan Premier (V6)
• Lincoln MKZ
• Cadillac DTS
• Ford Taurus and Mercury Sable
• Ford Taurus X
No Chrysler vehicles made the cut.
The magazine called Chrysler's lineup "very disappointing with little promise on the horizon."
"Detroit has been lagging behind leading foreign automakers like Honda and Toyota for a long time, but forward-thinking leadership, better design and improved quality would do much to drive the recovery that we are all hoping for," said Rik Paul, automotive editor for Consumer Reports. "Despite the inconsistencies across model lines, there are still some top performers that get an 'A' from owners as well as our testers.
"All three automakers should benchmark future product against these winners."
The magazine goes on sale at newsstands today
A Time for Turbos: Chevrolet Cobalt SS
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J.D. Power and Associates 2009 Initial Quality Study (IQS)
topChevy Equinox - The compact crossover with great gas mileage, room for six
By Tom Strongman The Kansas City Star
Ed Peper, North American vice president of Chevrolet, said the new General Motors is "open for business and here to stay," as he recently introduced Chevrolet's 2010 Equinox to auto writers.
The second-generation Equinox, he said, will "redefine the compact segment."
Compact crossovers are a sensible choice for those who need seating for six or the ability to tow heavy loads. Target buyers are young couples, empty nesters and retired people.
The Equinox, which rides on the same wheelbase as its predecessor, comes in front- or all-wheel drive, with a 2.4-liter four-cylinder or a 3.0-liter V-6. There are four trim levels. Prices begin at $23,185 for the LS, $24,105 for the 1LT, $26,190 for the 2LT and $28,790 for the LTZ.
Anti-lock brakes, vehicle stability control and traction control are standard.
The Equinox is handsome. The signature grille is similar to that found on the Malibu and Traverse, and the profile is lean and clean. The greenhouse, or window area, is low and streamlined.
The big news, however, is that the 182-horsepower, 2.4-liter, direct-injection four-cylinder engine has a highway fuel economy rating of 32 miles per gallon. That's not only a 33 percent improvement over the previous Equinox, but it is better than the rating of its competitors. City mileage is 22 mpg. The all-wheel drive model is rated at 20 city and 29 highway. The front-wheel-drive model is capable of going 550 miles on one tank of gas.
A direct-injection 3.0-liter V-6 also is available. The V-6 is rated at 18 mpg in the city and 25 on the highway.
The four-cylinder performs well and is expected to be the engine of choice for about 70-percent of buyers due to its fuel economy. Throttle tip-in is a bit soft, and initial acceleration is not quite as lively as its competitors.
Each engine has its own specific six-speed automatic transmission.
Other standard features include six standard airbags, including side-curtain airbags and pelvic/thorax seat-mounted side airbags.
The Equinox is characterized by refinement. The design, fit and finish and quality of materials, especially inside, are easily the best in class. Wind and road noise are minimal.
Brushed silver accents highlight the well-designed cabin's instrument panel. The center stack contains flush-mounted buttons for the audio and climate-control system. Blue ambient lighting highlights the console and cup holders.
The steering wheel controls for cruise and audio have rotary knobs that can be rolled with a thumb, and they're simple and intuitive.
Rear-seat legroom is quite generous, thanks to the back seat that can be moved backward and forward 8 inches. Put the seat forward and it is easy for front-seat passengers to reach an infant in a child seat. Put it back, and the legroom is like a limousine.
One drawback is that the rear cargo area is a bit narrow, and the low roof means some large items, such as a bicycle, might not fit easily.
Options include Bluetooth phone connectivity, a rear-vision camera, programmable power liftgate, navigation system, premium audio, and a rear-seat entertainment system with two 8-inch LCD screens, one on the back of each front seat.
PRICE
I drove a 2LT with a rear-seat entertainment center. Its sticker price was $31,420.
WARRANTY
Three years or 36,000 miles with a five-year, 100,000-mile powertrain warranty.
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Ed Peper, North American vice president of Chevrolet, said the new General Motors is "open for business and here to stay," as he recently introduced Chevrolet's 2010 Equinox to auto writers.
The second-generation Equinox, he said, will "redefine the compact segment."
Compact crossovers are a sensible choice for those who need seating for six or the ability to tow heavy loads. Target buyers are young couples, empty nesters and retired people.
The Equinox, which rides on the same wheelbase as its predecessor, comes in front- or all-wheel drive, with a 2.4-liter four-cylinder or a 3.0-liter V-6. There are four trim levels. Prices begin at $23,185 for the LS, $24,105 for the 1LT, $26,190 for the 2LT and $28,790 for the LTZ.
Anti-lock brakes, vehicle stability control and traction control are standard.
The Equinox is handsome. The signature grille is similar to that found on the Malibu and Traverse, and the profile is lean and clean. The greenhouse, or window area, is low and streamlined.
The big news, however, is that the 182-horsepower, 2.4-liter, direct-injection four-cylinder engine has a highway fuel economy rating of 32 miles per gallon. That's not only a 33 percent improvement over the previous Equinox, but it is better than the rating of its competitors. City mileage is 22 mpg. The all-wheel drive model is rated at 20 city and 29 highway. The front-wheel-drive model is capable of going 550 miles on one tank of gas.
A direct-injection 3.0-liter V-6 also is available. The V-6 is rated at 18 mpg in the city and 25 on the highway.
The four-cylinder performs well and is expected to be the engine of choice for about 70-percent of buyers due to its fuel economy. Throttle tip-in is a bit soft, and initial acceleration is not quite as lively as its competitors.
Each engine has its own specific six-speed automatic transmission.
Other standard features include six standard airbags, including side-curtain airbags and pelvic/thorax seat-mounted side airbags.
The Equinox is characterized by refinement. The design, fit and finish and quality of materials, especially inside, are easily the best in class. Wind and road noise are minimal.
Brushed silver accents highlight the well-designed cabin's instrument panel. The center stack contains flush-mounted buttons for the audio and climate-control system. Blue ambient lighting highlights the console and cup holders.
The steering wheel controls for cruise and audio have rotary knobs that can be rolled with a thumb, and they're simple and intuitive.
Rear-seat legroom is quite generous, thanks to the back seat that can be moved backward and forward 8 inches. Put the seat forward and it is easy for front-seat passengers to reach an infant in a child seat. Put it back, and the legroom is like a limousine.
One drawback is that the rear cargo area is a bit narrow, and the low roof means some large items, such as a bicycle, might not fit easily.
Options include Bluetooth phone connectivity, a rear-vision camera, programmable power liftgate, navigation system, premium audio, and a rear-seat entertainment system with two 8-inch LCD screens, one on the back of each front seat.
PRICE
I drove a 2LT with a rear-seat entertainment center. Its sticker price was $31,420.
WARRANTY
Three years or 36,000 miles with a five-year, 100,000-mile powertrain warranty.