FIND OUT IF YOU'RE A LOUSY SERVICE GARAGE CUSTOMER

Former race car driver, Horst Kroll has likely met
a few less-than-frank clients in his Toronto car repair shop.

By Brian Turner, Driving.ca - We're all human, even those of us in the automotive retail industry, and yes, sometimes just the right burr under our saddle can cause us to blow off some steam.  So, if you see any of your behaviours in the list below, it just may be a matter of time before you cause someone to slip a wrench.

JUST-ONE-MORE-THING MERV

Merv arrives late for his 10 o'clock oil change and tire-rotation appointment and asks to have just one more thing checked on his daily driver.  An innocent counter consultant says OK, and soon Merv has a shopping list of problems that have been pestering him for months, and he now wants to get them all checked and fixed while he waits.

Few shops of any type (dealership, national chain, small independents) operate with a lot of excess capacity in their daily schedules.  They book appointments to fill their days.  Good shops are almost always busy and with the increase in technician specialization, it's common that an average repair visit will mean more than one tech works on your vehicle.

Keeping your repair concerns a secret until you arrive at the shop means either making another appointment or not getting everything looked at.

GOT-TO-BE-UNDER-WARRANTY WALLY

Wally hasn't willingly paid for a repair, adjustment, and maintenance item on his chariot for five years.  "There must be some type of coverage!" he cries as he battles the evil forces of the service counter staff.

Wally, the people who set the terms and conditions of your vehicle manufacturer's warranty aren't the people who work at the dealership level.  They can't decide what's covered and what's not, nor change the time and distance limits at whim.  If you co-operate with your service provider, you might find they will be more willing to go to bat for you if a major problem occurs.  Meanwhile, pry open your wallet, let the moths out, and pay for your wiper blades.

MUST-BE-SOMEBODY-ELSE'S-FAULT FLO

(Cousin of Warranty Wally)  She brings in a 23-year-old compact beater with an oil leak, and right off the bat claims it must be the oil filter her shop failed to put on properly six months ago.  Not to say that human beings, even techs, don't make mistakes, but really.

You'll get a lot farther by simply asking for help rather than taking an offensive position right from the start.  If you really don't trust your shop to do things right, why are you still taking your vehicle there?

FRANK AND FRANNIE FUEL ECONOMY

Fortunately for independent shops, this pair of car crows only croon their miserable caw song at dealerships.  As predictable as rising pump prices on a long-weekend Friday afternoon, this type of client can always be expected at the service counter when pump prices soar, moaning about the fuel mileage on their SUV or quad-cab pickup and how it's nowhere near what was advertised when they bought it.

Face it, unless there's a "check engine" light on, or raw fuel is running out the tailpipe with belches of black smoke, there's precious little any shop can do to boost your vehicle's mileage and/or make up for your lack of eco-driving skills.

First, when you're shopping for vehicles, do some smart mileage homework.  Compare the U.S. EPA fuel economy ratings website versus NRCan's listings.  Just use a conversion table to display it in litres per 100 km.  Next, test it right.  Fill your chariot's tank to the first "off-click" of the fuel pump, drive at least 300 km and refill the tank in the same manner and check your fuel used versus distance travelled.

Finally, lighten up on the lead foot.  If you want power and speed, you won't get reord-setting fuel mileage.  Of all the mileage tests I've done for customers over the years, I've never had a problem in getting close to the NRCan or EPA ratings.

NORA AND NORMAN NOISE NUTS

This pair is a real mixed bag.  On the one hand we in the industry would hate to have a car owner ignore a noise that might develop into a serious safety or function problem, but we also have a big problem when someone brings in a vehicle for a noise and it's loaded with gear and stuff that rattles and bangs on every turn.

We've had vehicles with modified (read extremely loud) exhaust systems and off-road rock-crawling tires you can hear coming from four blocks away and the owner wants us to find some mysterious squeak noise coming from behind the instrument panel.

Advice to the Noise Nuts:  when the noise is consistent, make an appointment and bring the vehicle in empty of noisemakers.  Arrange to go for a road-test with the tech who will be working on the vehicle so that both sides are on the same noise page.

CANCELLING CLYDE/CLARA

These people drive just about any type of shop nuts.  An adviser will complete a detailed estimate after a tech has checked out the vehicle -- spending three times the average telephone chat answering all their questions before finally getting an approval.  The tech starts in on the job and 20 minutes later Clyde and/or Clara call back to cancel the job.

Clyde and Clara need to understand their vehicle was left on the hoist while the estimate was prepared.  As most such services mean replacing some part(s) or fluid, an efficient tech will start removing the required components to fill the order.  In 20 minutes or less a good tech can remove a lot of parts.

Unless you want to pay the labour to reinstate worn parts (and keep in mind less robust auto parts will be damaged upon removal), you pretty much need to be certain of what you want before you say yes.

LEVI LEAVE-IT-EMPTY

I saved the best for last.  This character will bring in a vehicle running on fumes and the low-fuel light on when he or she knows the repair will require a road-test and then will raise a right-royal ruckus when presented with a bill for fuel (often inflated to cover the time of a tech or apprentice to drive to the fuel station).  I'm assuming Levi thinks that if the vehicle is under warranty and needs fuel for a road-test, then the automaker will cover the cost.  Wrong.  No car manufacturer will reimburse a dealership for fuel added to a customer's vehicle.  The great majority of dealerships and repair shops do not have fuel on site so it takes time to drive your vehicle to the gas station and add some fuel.

If you want it worked on and we have to drive it, don't bring it in empty.  If it were up to me and a tech came to the counter stating the vehicle he/she has to road-test has a low fuel light on, I'd instruct them to park it and notify the owner when he or she came in at the end of the day to pick it up that fuel and another appointment was required.

Thanks for letting us vent.  We really do love our jobs, but where's the aspirin?

AUTOWEEK BEST OF THE BEST/TRUCK - CHEVROLET SILVERADO

The High Country features a chrome grille with horizontal bars,
halogen projector headlights and body-color front and rear bumpers.

 

By Autoweek Editors - When we first saw the new Chevy Silverado, we thought, "Hmmm, styling's conservative, interior quality looks a bit better ... these things better drive well or Chevy's in a heap of trouble."  No doubt, the new Silverado is an outstanding full-size pickup, so much so we put one on our June 24 cover and said that it was "more refined than ever."  And that's really the story here.

In our Best of the Best testing, we found the Silverado to be as quiet, refined and smooth as one could ask from a full-size pickup.  Testers also were impressed with the body control (for a large truck) and outstanding ride.

"It's the best non-air suspension truck I've ever driven," was one logbook comment.  Another: "the ride is the best thing about the big Chevy."  And this: "On the freeway, it drives like a luxury car."  The 6.2-liter V8 (420 hp, 460 lb-ft of torque) that we tested offers plenty of power, and shifts from the six-speed transmission are imperceptible.

The Acura MDX and just-introduced Jeep Cherokee were the other truck finalists.  They were mostly capable, solid and enjoyable.

The new MDX finished second to the Chevy, and we found it a terrific all-'rounder.  It scored high in balance and handling.

The Jeep stood out for its good-looking and comfortable interior, not to mention its solid structure.

What ultimately pushed the Silverado over the top was that refinement.  The cockpit is well built from quality materials, the seats comfortable for long hauls; we literally spent days behind the wheel with nary a complaint.  And, of course, the Silverado will haul a ton of stuff.

From the logbook:  "If you're in the market for a truck, the question isn't whether you want a Silverado; the question is which one you should get."

Like the outgoing Silverado, you can configure this one in a virtually infinite number of ways.  Rear-wheel drive, four-wheel drive, V6, V8, crew cab/short box, crew cab/long box, double cab, regular cab ... it's mind-boggling.

Really, though, you can't go wrong with any of them.

AUTOWEEK BEST OF THE BEST/CAR - CHEVROLET CORVETTE

 

2014 Corvette takes our top new car honors
 

By Autoweek Editors - The Corvette beat two other stout new cars, the Mercedes-Benz S550 and Jaguar F-Type.  We haven't exactly been shy about our lust for Chevrolet's seventh-generation two-seater.  Corvette engineers were charged with developing a car that would exceed expectations of the Corvette faithful, one that would also be the greatest performance car for the dollar on the planet.  Oh, and they were also told to make sure it's good enough to compete around the world.  The team succeeded.

First, some quick stats:  The new Corvette is about an inch longer than the outgoing model.  While styling is new, there's no mistaking that it's a Corvette.  The C7's mighty 6.2-liter V8 develops 455 hp and 460 lb-ft of torque.  It is direct injected and features cylinder deactivation, a Corvette first.  You can get a Tremec seven-speed manual, with active rev matching for upshifts and downshifts, or a six-speed automatic.

The other finalists went down swinging.  We found the second-place S550 gorgeous to look at -- inside and out.  The technology level is astounding, making it a comfortable cruiser, but one that can really be hustled for such a big car.

The Jaguar, meanwhile, impressed us with its sexy body, terrific power and rockin' exhaust note.

So what pushed the Corvette past the S-class and the Jag?

Well, almost everything.

The Chevy got high marks for its flexible engine -- "monster torque", wrote one staffer -- great brakes, and rock-solid chassis and handling.  "There's an eagerness here that a Corvette's never had," said one tester.  Other logbook comments included "amazing agility," "the engine is wonderful" and "jeez-o-pete, this car has NO body roll".

One staffer summed up his C7 experience thusly: "Every person who says they're a car enthusiast should have a new Corvette sitting in the garage".  We have never been able to say that about a Corvette before.

10 BEST ENGINES OF 2014 PICKED BY WARD'S AUTOMOTIVE

By Brandon Turkus, Autoblog.com - With the Car and Driver Ten Best decided, the North American Car and Truck of the Year finalists announced and Cadillac, Ram and Subaru chalking up wins with Motor Trend, it's fair to say that the automotive awards season is in full swing.  The next set of trophies to be handed out will be from Ward's Automotive, which has announced the winners of its 2014 10 Best Engines.

The latest contest was marked by the widespread emergence of diesel power and the continued success of turbocharged engines.  There was even an electric motor on this year's list.  In fact, only three of the ten winners were naturally aspirated and only two winners returned from last year.

"We weren't looking to throw the bums out, as they might say about an election.  We were just really impressed with the flood of new powertrains," said Ward's Automotive Editor-in-Chief Drew Winter.  Those new powertrains include the 83-kilowatt electric motor from the Fiat 500e, the 1.0-litre, EcoBoost three-cylinder from the Ford Fiesta and the 2.0-litre turbodiesel from the Chevrolet Cruze.

The carryovers from last year were Honda's 3.5-litre V6 from the Accord and Audi's excellent 3.0-litre, supercharged V6 from the S4 and S5.  Other big names to make the list include the 3.0-litre, turbodiesel six-cylinders from the BMW 535d and Ram 1500 EcoDiesel, as well as the new 6.2-litre V8 from the seventh-generation Chevy Corvette Stingray.  The Stingray and Cruze make Chevy the only brand to score two wins in this year's awards, although the Chrysler Group and Volkswagen Group had two awards among their sub-brands (Chrysler had Ram and Fiat, while VW Group had Audi and VW).

Read the entire press release from Ward's Automotive, which includes the complete list of winners as well as remarks on each engine.

Diesels, Turbos Dominate 2014 Ward's 10 Best Engines

By Tom Murphy

Three diesels, a tiny 3-cyl, turbo and a battery-electric vehicle are among the 2014 Ward's 10 Best Engines, illustrating the importance of fuel economy as automakers develop and market advanced new powertrains.

This is the 20th year for Ward's 10 Best Engines, a competition created to recognize outstanding powertrain achievement, world-class technologies and those rare engines or electric propulsion systems that are so compelling they help sell the vehicle.

The winners, which include eight engines using direct fuel injection and six with forced induction, emerged from a field of 44 powertrains evaluated by WardsAuto editors in October and November.

To be eligible, a new or significantly improved engine or propulsion system must be on sale in a production vehicle during the first quarter of 2014.  Base price is capped at $60,000, up from $55,000 last year.

This year's winners:

• 3.0L TFSI Supercharged DOHC V-6 (Audi S5)
• 3.0L Turbodiesel DOHC I-6 (BMW 535d)
• 3.0L Turbodiesel DOHC V-6 (Ram 1500 EcoDiesel)
• 83-kW Electric Motor (Fiat 500e)
• 1.0L EcoBoost DOHC I-3 (Ford Fiesta)
• 2.0L Turbodiesel DOHC I-4 (Chevrolet Cruze Diesel)
• 6.2L OHV V-8 (Chevrolet Corvette Stingray)
• 3.5L SOHC V-6 (Honda Accord)
• 2.7L DOHC H-6 boxer (Porsche Cayman)
• 1.8L Turbocharged DOHC I-4 (Volkswagen Jetta)

The Ward's 10 Best Engines competition pits the latest engines available in the U.S. market against the returning winners from the previous year.  Usually, at least four engines that won the prior year return to the winner's circle.  This year, only two are returning winners: Honda's 3.5L V-6 and Audi's 3.0L supercharged V-6.

"We weren't looking to throw the bums out, as they might say about an election.  We were just really impressed with a flood of new powertrains," says WardsAuto WorldEditor-in-Chief Drew Winter.  "What was great yesterday might be less impressive tomorrow because engine technology is changing so rapidly."

The arrival of six advanced diesel engines in multiple vehicle segments shook up the competition as all six scored well in the evaluations.  This is the first time more than two diesels have made the list in a single year.  The biggest decline this year comes in 4cyl. engines, as only two make the cut.  Last year, there were five:

Audi secures its fifth consecutive Ward's 10 Best Engines trophy for its 333-hp 3.0L supercharged V-6 tested in the S5 but also appearing in several other Audi luxury cars and CUVs.

Several new 6-cyl. engines have entered the market within the past five years, but few can match the Audi's brute strength, luscious torque and supreme refinement.

The last powerplant to rack up five straight Ward's 10 Best Engines trophies was Audi's 2.0L turbocharged I-4 in the A4, which was honored from 2006 to 2010.

BMW, the most recognized automaker with 30 trips to the 10 Best Engines podium over the past 20 years, returns with an amazingly quiet 3.0L turbodiesel inline 6-cyl. driven in the 535d sedan but also appearing in the X5 CUV.

An earlier version of this diesel made the list in 2009 and 2010, but it has been re-engineered.  The engine previously had two turbochargers, which have been replaced by a single variable-geometry turbocharger, resulting in slightly less power but significantly better fuel economy.

The torque peak of 413 lb.-ft. (560 Nm) arrives earlier now -- at 1,500 rpm, virtually eliminating turbo lag.  On the fuel-economy front, the 535d outperforms even some of the 4-cyl. diesels considered, topping 35 mpg (6.7 L/100 km) during some test drives.  That's better than the mileage we got with the earlier 3.0L diesel in the smaller 3-Series that won four years ago.

Another diesel making the list has been long overdue.  The 3.0L V-6 sourced from Fiat-owned VM Motori in Italy for the Ram 1500, is the first modern light-duty diesel engine for a fullsize pickup.  The engine also appears in the new Jeep Grand Cherokee SUV.

Ideally mated with a smooth-shifting 8-speed automatic transmission, the 3.0L turbodiesel goes about its business with little effort or humdrum and propels the 6,000 lb. (2,722-kg) truck with ease.

Some WardsAuto editors achieved better than 24 mpg (9.8 L/100 km) in mixed driving, which is remarkable in a truck this large.  Count on the Ram 1500 to deliver even better fuel economy during steady highway driving.  The EPA numbers are not yet available for the Ram diesel.

At the other end of the spectrum is the 500e electric city car, a first-time Ward's 10 Best Engines honor for the Fiat brand.

The 83-kW electric motor, fueled by a 24-kWh liquid-cooled lithium-ion battery pack, delivers 147 lb.-ft. (200 Nm) of torque at step-off, sending the 3,000-lb. (1,361-kg) 500e from the chute like a pinball.  The car repeatedly charged to 85 miles (137 km) of range, as advertised, but it consistently outperformed its indicated range.

Several EVs have been evaluated in recent years, but the 500e feels lighter, keeps up with highway traffic more capably, is loads of fun to drive and is reasonably affordable ($33,095 sticker).  Supplier Bosch contributed extensive engineering to the powertrain.

For now, the 500e is available only in California, where incentives reduce the price.  But a spike in fuel prices might have the rest of the country clamoring for it.

Ford manages to be the first automaker ever to win a Ward's 10 Best Engines trophy for a 3-cyl. engine, a tiny 1.0L powerplant with a cast-iron block small and light enough to fit in the overhead bin of a commercial jet.

The latest member of Ford's EcoBoost turbocharged direct-injected gasoline engine family is found now in the Fiesta subcompact with a base price of $16,050 and a highway fuel-economy rating of 45 mpg (5.2 L/100 km) with a 5-speed manual transmission.

Some WardsAuto editors report real-world mileage better than 37 mpg (6.3 L/100 km) in mixed suburban driving.

The 1.0L EcoBoost represents a technological achievement as well:  Clever engineering allows the engine to function without a balance shaft.  Instead, the flywheel and crank pulley are offset to counteract the odd firing sequence, which creates certain vibration challenges in a 3-cyl. engine.

The third diesel to make the list is General Motors' 2.0L 4-cyl. that makes the Chevrolet Cruze compact car a bona fide hybrid fighter while standing toe-to-toe with 4-cyl. diesels in German luxury cars that cost twice the price.

The only demerit comes for a slight grumble at low speed and idle, which is easily forgiven when the neck-snapping torque thrusts the Cruze onto the highway entrance ramp.

Test drives earlier in the year by Wards Auto editors confirmed the Cruze diesel can exceed its 46 mpg (5.1 L/100 km) highway fuel-economy rating.

During 10 Best Engines evaluations this fall, seven editors drove the Cruze around metro Detroit in short-route commuting and averaged nearly 37 mpg (6.3 L/100 km), besting a 2.1L 4-cyl. in the heavier luxury Mercedes E250 and running neck-and-neck with the 2.0L 4-cyl. in the BMW 328d.  Unlike the German cars, the Cruze Diesel stickers just over $28,000.

For the first time since 2008, GM has two engines on the list.  The second needs little introduction: the 90-degree small-block V-8 that has been in production since 1955 in race cars and production cars and trucks.

The clean-sheet fifth-generation small-block maintains the pushrod legacy while integrating a host of new technologies, such as direct injection and standard cylinder deactivation (marketed as Active Fuel Management), which work in tandem to deliver outstanding real-world fuel economy.

WardsAuto recognizes the 460-hp LT1 6.2L V-8 in the ferocious Chevrolet Corvette Stingray and finds its cousin, the L86 6.2L EcoTec3 V-8 in the GMC Sierra Denali, to be the most compelling of the three small-block truck engines.

The 6.2L engines share blocks, cylinder heads, crankshafts and other hardware but require unique intake, exhaust and lubrication systems and tuning.

Honda has a repeat winner, the Accord's 3.5L SOHC V-6, which has been a favorite of Ward's 10 Best Engines judges over the years.

This unflappable V-6 is the best naturally aspirated 6-cyl. engine in a mainstream vehicle at a time when most automakers are switching instead to turbocharged direct-injected 4-cyl. powerplants for better fuel efficiency.

Even using conventional port fuel injection, Honda's 3.5L V-6 beats most turbo-4s by routinely delivering 28 mpg (8.4 L/100 km) during our evaluations, same as it did last year, thanks in part to cylinder deactivation.

This latest award represents the 3.5L engine's fifth trophy since 2005.  Include earlier awards when the engine displaced 3.0L, and this SOHC architecture has earned eight trophies since 2003.

Porsche returns to the Ward's 10 Best Engines list after an 11-year hiatus, dazzling the judges with a 2.7L mid-mounted DOHC boxer that feels a lot more powerful than its rated 275 hp and 213 lb.-ft. (289 Nm) of torque in the Cayman 2-seat coupe.

Tipping the scales at a mere 2,888 lbs. (1,310 kg), the rear-wheel-drive Cayman begs to be driven hard and sounds spectacular in the process.

Nonetheless, WardsAuto editors routinely returned an impressive 23 mpg (10.2 L/100 km) thanks to the use of direct injection, stop/start, VarioCam Plus variable valve timing and lift on the intake camshafts and the ability to coast while consuming minimal fuel.

This is Porche's fourth Ward's 10 Best Engines trophy.  The automaker's last award came in 2002 for an earlier version of the 2.7L flat-6 in the Boxster.

Volkswagen wins its ninth Ward's 10 Best Engines award for its 1.8L turbocharged 4-cyl., which springs from the automaker's all-new third-generation EA888 engine family.

In the affordably priced Jetta, the 1.8L is quiet, efficient and a riot to drive in sport mode, happily popping off the line even with a 6-speed automatic transmission.  Several editors logged close to 30 mpg (7.8 L/100 km) in mixed driving, thanks in part to a subtle stop/start system, and the EPA says 36 mpg (6.5 L/100 km) is possible on the highway.

There are several excellent 4-cyl. turbocharged engines in the U.S. market, but VW's re-engineered 1.8L represents the new benchmark.

Eight WardsAuto editors chose the winners after spending October and November evaluating 44 new or significantly upgraded engines in their routine daily commutes around metro Detroit.  Editors score each engine based on power, torque, technology, observed fuel economy, relative competitiveness and noise, vibration and harshness characteristics.

The awards will be presented at a Jan. 15 ceremony in Detroit during the North American International Auto Show.

2014 CHEVROLET SS

By Jeremy Korzeniewski, Autoblog.com - As the year of 1972 was drawing to a close, my father had finally saved up enough money to buy himself his first new car, and his heart was set on a Chevrolet Chevelle SS.  And no wonder -- the midsize Chevy Super Sport had earned a reputation for performance with rugged good looks to match.  Its twin stripes and domed hood hid a 402-cubic-inch V8 engine (though Chevy still called it a 396, owing to that mill's muscle car heritage), and, though down on power from the horsepower heyday of 1970, it sent tons of American grunt to the rear wheels in the very best tire-melting fashion.

Then 1973 rolled around, and General Motors completely remade its midsize offerings, eschewing the chiseled good looks of past models for what many, including my father, thought was a bloated, squared-off design that didn't look very muscular.  Good old Dad did the right thing -- he bought a '73 Firebird, and thus became a Pontiac man for life.  And that's how my family grew up with a long slew of Pontiac machinery that included a Grand Prix or three, several Trans Ams and a barn full of GTO convertibles in various states of repair and disrepair.

While the Pontiac nameplate has since ascended to the great automotive graveyard in the sky, there's a direct link between the old Chevelle of yesteryear through the last Pontiac GTO and its spiritual successor, the G8, and the brand-spankin'-new 2014 Chevy SS that is today's subject du jour.  And, somewhat surprisingly, that link has long since left North America, diverting its way through Australia instead.  Allow us to explain.

 

Under its skin, the 2014 Chevy SS is a Holden Commodore.  Although this means that the vast majority of development work on this seemingly most North American of performance sedans was actually done by the Aussies, it also means that the SS rides and handles rather well.  This comes as little surprise, considering that this isn't the first time GM has released a Holden on North America, and each time the result has been an excellent vehicle to drive.  First was the 2004 Pontiac GTO, a vehicle that was appreciated by enthusiasts but mostly unloved in the marketplace due to its tepid styling and questionable link to the iconic model with which it shared its name.  Next was the 2008 Pontiac G8.  It, too, was somewhat dourly styled, and although it was received with a more fervent welcome than the reborn GTO, the baby that was the G8 sedan was thrown out with Pontiac's excitement-tinged bathwater when the brand was killed off in 2010.

This isn't the first time GM has released a Holden on North America

Third time the charm, then?  GM certainly hopes so, as this new SS sedan from Chevrolet is the latest model to be designed and built in Australia and shipped to the United States (we're still waiting on whether or not us in Canada will get the privilege of having this beast sold here) as a performance sedan.  And the more things change, the more they stay the same -- it could certainly be argued that the SS lacks visual excitement.  I happen to like its understated design, but I also liked the somewhat slow-selling G8.

Up front, the SS carries a familial front fascia that would look equally at home on the Cruze or Malibu as it does here, and that's not exactly a ringing endorsement for a car called Super Sport.  In profile, the SS again carries a basic shape that says 'family car' more than it says sport sedan.  There's a vent in the front fender and a mild ground effects package that spices things up a bit, and the sheet metal is pulled nicely taut around the wide, 19-inch wheels.  At the rear, the story remains the same, with simple but attractive lines.  Dual exhaust tips and a petite spoiler are the only concessions to extroverts who'd like everyone else to know how fast their car is, but by the time they see those bits at the rear, they'll already have been passed.

This brings up a positive aspect of the SS:  since it looks mostly nondescript, few others on the road will be expecting the 415-horsepower 6.2-litre V8 engine underhood.  Unless, of course, you use its 415 pound-feet of torque to roast the rear tires at every stoplight, which is an extremely easy task in the SS.

 

The next time we hang with the Holdenites, the first round of Fosters is on us

 

Put the power to the ground properly and the SS will scoot from 0-60 mph (0-96 km/h) in about five seconds, says the folks from Chevy, and it's easy to believe them.  Hold your foot to the floor for about 13 seconds and you'll see a quarter mile pass right on by.  Those are excellent performance figures, and they are within spitting distance of the high-four-second 0-60 mph (0-96 km/h) time of the Dodge Charger SRT8 (and its sibling, the Chrysler 300 SRT8).  Acceleration, though, is only part of the car's performance envelope.

General Motors and its Holden division have done an excellent job tuning the Chevy SS.  The electric power steering is nicely weighted and knows that straight ahead sits, well, straight ahead -- meaning it's not afflicted with the maladies commonly attributed to electric power steering setups.  The next time we hang with the Holdenites, the first round of Fosters is on us.

Ride and handling is another area where the SS excels.  Grip from the 245/40ZR19 front and 275/35ZR19 rear Bridgestone Potenza RE050A tires is plentiful, and its ability to stick in a corner doesn't result in a harsh ride.  Instead, the SS is firm, comfortable and never floaty on the road, and I never hit any bumps large enough to upset its chassis.  The actual oily bits aren't terribly high-tech -- MacPherson strut front and multi-link independent rear -- but they are very well engineered.

The most notable nit to pick with the driving experience is the SS's six-speed automatic transmission.  Not only is GM's unit a few gears short of most of its competitors, the Hydra-Matic 6L80 can sometimes be a bit slow to shift, either when left in Drive or when using the TAPSHift paddles.  In order to make the gearbox shift up at the perfect time ahead of redline, the driver needs to pull the paddle, which is cast from an unfortunately flimsy plastic, a split-second earlier than expected, else the LS3 V8 (borrowed from the C6 Corvette) will bounce off its hard rev limiter a bit past its 6,000-rpm redline.  This behavior is especially noticeable because the engine loves to rev with a quickness foretold by its 415-horse peak that isn't attained until a lofty 5,900 rpm.

The transmission's lack of ratios is reflected in its lackluster fuel economy figures of 16.8 city and 11.2 L/100 km on the highway (14 miles per gallon in the city and 21 on the highway).  The more powerful SRT8 models from Chrysler manage 16.8/10.2 L/100 km (14/23 mpg), though they require premium gas, while the Hyundai Genesis R-Spec Sedan earns ratings of 14.7/9.4 L/100 km (16/25 mpg) while putting out 429 horsepower and 376 lb-ft.  Each of these competitors features an eight-speed auto.

Standard braking hardware consists of vented, 14-inch (355-mm) two-piece rotors and four-piston calipers from Brembo up front and 12.7-inch solid rotors at the rear, and they perform admirably bringing the 1,803 kilogram (3,975-pound) sedan down from speed.  Initial bite is good, and while I didn't do any driving on a track, I never experienced anything resembling fade on the road.

There isn't much brand-new technology in the SS, although it does represent Chevy's first use of Automatic Parking Assist.  This system is capable of parking the vehicle without much intervention from the driver.  Using ultrasonic sensors, it can perform its duties moving either forward or in reverse, and it can parallel park.  As we'd expect, the SS comes standard with electronic braking assist, forward collision alert, lane-departure warning, blind zone alert, rear cross-traffic alert, a rearview camera and OnStar.  That fully stocked suite of safety tech joins Chevrolet's latest MyLink infotainment system on an eight-inch screen, covering navigation, phone pairing, music apps and more.

 

The SS outdoes all comers in its class is spaciousness.

 

With butt firmly planted in seat, the interior of the SS is a nice place to spend some time.  Seats are comfortable, if a little short on lateral bolstering, and all the gauges are right in front where the driver would expect.  There aren't any funky sight lines, and, unlike the Camaro with which the SS shares its Zeta platform, you can actually see out of this performance sedan in all directions.  The dash is covered in leather and suede (or at least convincing facsimiles of the real thing) and feels of quality.  The same can be said of the center stack, though some may find its two-tone metal finish a bit too blingy.

The SS outdoes all comers in its class is spaciousness.  The EPA considers the SS, 300 SRT8 and Genesis R-Spec as large cars, but the Chevy's interior volume of 3,171 litres (112 cubic feet) and 464 litre (16.4 cubic-foot) trunk lead the 300 and Genesis.  Numbers only tell part of the story, though.  The SS boasts an airy cockpit that's lacking in the SRT8 sedans, and is seemingly tailor-made for fullsize North American frames.  There's plenty of room for four adults, and a third in the back seat can tolerate more than just brief trips so long as they aren't in the 90th percentile.

 

It's telling that Chevy lists the BMW 5 Series as a key combatant.

 

Speaking of competitors, it's telling that Chevy lists the BMW 5 Series as a key combatant.  It may not be fair to compare a six-cylinder sedan from an upscale German brand with a bread-and-butter machine from Chevrolet, and I doubt many potential buyers will be cross shopping them, but since Chevy threw the dart, let's play.  In pure performance terms, there's little doubt the SS could keep pace with the 535i, which costs a cool US$10k more with a twin-turbo six-cylinder engine.  That said, and despite the fact that, at US$44,470 and with just two available options (a sunroof and a fullsize spare tire), this is clearly the most upscale sedan from Chevy in quite some time, it's no BMW.  Interior finishes are of high enough quality, and the fit and finish is generally good, but the SS is lacking the taut lines and techy feel of the Bimmer, and there aren't many consumers who'd trade a Roundel for a Bowtie.

It's most appropriate to line the SS up against the aforementioned SRT8 sedans from Chrysler and Dodge and the Hyundai Genesis R-Spec, along, we suppose, with the Ford Taurus SHO.  And in this company, the SS has the best reflexes and tuning, the roomiest cabin and a torque-rich engine that pulls hard enough to make you forget that it's down on power to the big Hemi.  Remember, though, that Chevy is selling its sedan in just one mostly loaded trim, while the Chryslers have pricier models and many an option pack on the options list.

The 2014 Chevy SS would benefit from an eight-speed automatic transmission, or even a manual (the seven-speed rev-matching box from the Corvette Stingray would be perfect), along with direct injection, variable valve timing and cylinder deactivation for more power and better fuel economy.  Again, the latest 'Vette's LS3 engine would be delightful.  If the SS were indeed blessed with the powertrain of the Stingray, I'd call it a bargain at its purchase price.  And finally, though looks are subjective, some of us wouldn't turn down just a little more eye candy.

A four-door Corvette it's not, and neither is it a retro nod to the aforementioned Chevelle SS of the past.  But that's okay.  Because what the SS is -- a credible performance sedan capable of lining up against the best of the rest the world has to offer -- is plenty enough to make this Australian-American a winner that doesn't need gimmicks to impress ... at least for a few thousand people per year, which is all that The General is planning to sell, anyway.

2015 CHEVY CORVETTE Z06 CONFIRMED FOR DETROIT AUTO SHOW DEBUT

By Noah Joseph, Autoblog.com - As capable as the new Corvette Stringray is, and as many as Chevy has sold so far, we all knew it was only the beginning.  The Stingray Convertible goes on sale later this month, but the version enthusiasts have really been looking forward to is the Z06.  And soon the wait will be over.

Although Chevrolet hasn't released much in the way of details to go with the teaser shot shown here, it has confirmed that the new Corvette Z06 will be unveiled in full at the Detroit Auto Show next month.  All we can really glean from the teaser image are the low-profile Michelin Pilot Sport Cup tires on lightweight-looking alloys, as well as carbon-fibre side skirt and fender-flare extensions.  Promised to be "the most track-capable Corvette ever," the new Z06 (not Z07 as previously speculated) was "designed to deliver supercar levels of performance through unique powertrain, chassis and aerodynamic features".

Once production gets under way late next year, it will join a growing family of performance Chevys, alongside the Camaro range, the new SS performance sedan, and of course the rest of the Corvette lineup.  Scope out the press release below for full text.

 

Chevrolet to Introduce 2015 Corvette Z06 at Detroit Show
Most-capable Corvette ever will lead industry's broadest range of performance cars

DETROIT -- Chevrolet will introduce the 2015 Corvette Z06 next month at the North American International Auto Show, in Detroit.  It will be the most track-capable Corvette ever, designed to deliver supercar levels of performance through unique powertrain, chassis and aerodynamic features.

The debut of the Corvette Z06 will complete Chevrolet's performance-car lineup, which will also see the addition of the Corvette Stingray convertible, Camaro Z/28 and SS sedan.

"Chevrolet is America's favorite performance car brand, and for 2014 we are going to offer enthusiasts more choices than ever before," said Alan Batey, senior vice-president, Global Chevrolet.  "No other manufacturer will be able to match the breath of performance cars from Chevrolet."

Chevrolet Sells One Out of Four Performance Cars in 2013

For the first 11 months of 2013, Chevrolet has accounted for approximately 25 percent of all performance car sales in the U.S. as Corvette and Camaro continue to lead their respective segments.

Corvette outsold its closest competitor, the Porsche 911, for the first 11 months of 2013.  This is all the more remarkable given Corvette production was halted for six-months, in order to upgrade the Bowling Green, Ky., assembly plant to build the 2014 Corvette Stingray.  In November, Corvette sales jumped 229 percent year-over-year, as demand for the new Stingray continues to outstrip supply.

Camaro also outsold its closest competitor, the Ford Mustang, for the first 11 months of 2013.  Camaro enters December with a 4,093-unit lead in total sales.  More importantly, Camaro has an estimated 10,000-unit lead in retail sales.  If that lead continues through the end of the year, 2013 will be the fourth consecutive year Camaro has been the best-selling sports car in the U.S.

Four new Performance Cars for 2014

The sales lead for Chevrolet is expected to accelerate as the brand adds four new performance cars to the lineup, including:

• First full calendar year of sales for the 2014 Chevrolet SS sedan: The all-new SS, which went onsale in October of 2013, is based on a race-proven, global platform that underpins the Camaro, Caprice police vehicle and, in Australia, the high-performance Holden VF Commodore.  Elements including lightweight aluminum hood and deck lid panels help give the SS a nearly 50/50 weight balance, while the performance of its 6.2L V-8 -- rated at 415 horsepower- and six-speed automatic transmission enables 0-60 mph acceleration in five seconds flat.
• First full year of sales for the 2014 Corvette Stingray Convertible: The Stingray Convertible, which goes on sale this month, shares identical chassis tuning and performance technologies with the coupe, with structural changes limited to accommodations for the folding top and repositioned safety belt mounts.  As such, the Stingray Convertible requires no sacrifices for a drop-top driving experience, offering up to 460 horsepower /465 lb.-ft. with the available performance exhaust system; capable of more than 1 g in cornering; and sprinting from 0-60 in under 4 seconds.
• Arrival of the 2014 Camaro Z/28: The Camaro Z/28, which arrives in dealers in the second-quarter of 2014, will be the most track-capable Camaro ever.  Recently, the Z/28 logged a 7:37.40 lap on Germany's legendary Nurburgring road course, a time comparable with some of the world's most prestigious sports cars -- and the Z/28 lap was completed in the rain.
• Debut of the 2015 Corvette Z06: The all-new Corvette Z06 will make its public debut at the 2014 North American International Auto Show in Detroit in January. Production is expected to begin in late 2014.