COMPACT CORPORATE SAVIOUR? WE FINALLY DRIVE U.S. SPEC CHEVY COMPACT

By Frank Markus, Motor Trend - Over a year ago, we sampled a Korean-built, Euro-spec Cruze and declared it the car that must save GM. Since then we've been bombarded with rhetoric about how THIS global compact will be different, conceived from the start as a world-beater that will sell in the U.S. as an aspirational compact (oxymoron alert!). We've been assured the proof of the pudding would be in the tasting, and today the chefs have called us into the kitchen to lick some beaters as the chefs add the final pinches of tuning calibration and dashes of refinement before the Cruze comes out of the oven this September.

On hand for our taste test were two competitive benchmark vehicles, the COTY-winning Honda Civic and the Toyota Corolla (both 1.8 liters), and three 1.4-liter turbo Cruzes: a 2LT (upmarket trim on the chassis setup 70 percent of North American Cruzes will get), the fuel-economy-optimized Eco, and the top-shelf handling-optimized LTZ. Our drive was limited to a six-mile loop of mixed pavement surfaces on GM's Milford Provingt Grounds ride-evaluation loop.

Before we share the savory sensations, let's recap some basics. First, this Cruze -- the fourth to launch worldwide -- shares most of its major hardware with its global doppelgangers. Anything on our Cruze can be retrofitted to any other global Cruze if market conditions dictate, but by and large ours will be the most highly refined. Differentiators vis-a-vis the least refined (Chinese-market) version include an acoustic-laminated windshield and an extensive package of sound-deadening materials (many of which are shared with the Euro-Cruze diesel, like expanding foam in body cavities, a mastic-sandwich firewall, five-layer headliner, triple door sealing, etc.)

Chassis-wise, the hardware is all global, but tuning is Euro-spec tweaked primarily to accommodate our all-season tires. Chevy's clever twist on the trailing-twist-beam rear suspension includes cast trailing arms welded to a cross-car tube with a center section crimped to a U-shape. Lateral location is via a sophisticated Watt's link. Various versions of the Delta architecture use tubes with varying wall thicknesses and different orientations of the U-shape. For example, to save weight, the Eco model does without the Watt's link and orients the U at a 65-degree angle. All other Watt's-equipped U.S. Cruzes have a 90-degree orientation (Ecos also get thinner-wall trailing-arm castings cribbed from the Volt). The chassis enjoys an unusual degree of isolation for the class, with hydraulic bushings on the front control arms and rear trailing arms, hydraulic engine mounts, and an isolated engine cradle.

North America gets first dibs on the 1.4-liter turbo engine, but it does not have direct fuel injection as we predicted in March 2009. This third-generation of the "Family Zero" engine features an iron block, which allows the casting to be so much smaller than a sleeved aluminum-block casting that the weight difference is negligible and the noise isolation is much better. Twin variable valve timing is included and the small turbo, optimized for low-end torque, is integrated into the exhaust manifold. Its single-scroll design flows more efficiently than could a twin-scroll on such a small engine.

Other tech highlights include a vane-type variable-displacement oil pump that tailors its output to supply the necessary pressure to the main oil gallery (i.e. lots of flow at high speeds, not so much at low speeds). And an electronically controlled thermostat raises the engine temperature at low speeds and light loads to reduce internal lubricant friction for improved fuel economy. Output ratings estimates are 138 horsepower at 4900 rpm and 148 pound-feed of torque at 1800 rpm. The base 1.8-liter, standard on base LS models only, derives from the same engine family and uses a variable intake-manifold to generate 138 horsepower at 6300 rpm and 125 pound-feet at 3800 rpm. All Cruzes will get six transmission ratios, with a manual standard (Eco models get unique gas-sipper ratios), and an automatic is optional, featuring a handy manual +/- shiftgate (sorry, no steering-wheel paddles or performance-algorithm shifting) and broad 6:1 ratio spread for good off-the-line performance and cruising economy.

So how do they drive? I started out in the Eco model with the stickshift. This cable shifter offers nice, short throws and decent precision, though it lacks the sublime mechanical snickety-snick sensation of the best Honda sticks. The Eco model tips the scales one weight class lower than the other Cruzes (some portion of 275 pounds), thanks to jettisoned or lighter sound deadening material, forged wheels, reduced fuel tank capacity, no spare tire, and the aforementioned suspension tweaks. Hence its interior noise levels were loudest of the three Cruzes, though no noisier than the Toyota or Hondfa on hand for comparison (and this example's early Korean bodywork may have contributed). Taller gearing blunted the engine's performance a bit, by comparison with the automatics (the first three ratios are 10-50 percent taller), but it's no slug and its estimated 27/40-mpg city/highway ratings will probably seem worth a bit of patience when accelerating. (Aerodynamic tweaks like lower-grille shutters, a 0.4-inch-lower suspension, a central bellypan and a rear-suspension aero fence also contribute heavily to that result by improving the drag coefficient 10 percent to below 0.30). The ultra-low-rolling-resistance Goodyear Assurance 215/55R17 tires (borrowed from Volt) hand on with reasonable grip before squealing as the limits of adhesion approach.

Next up I drove the low-volume LTZ, which looked particularly dressy in black with a beige-and-black two-tone leather interior and natty 18-inch rolling stock (unique to LTZs). The standard sport suspension (also available on LTs with 17-inch tires) is lowered 0.4 inch and stiffened about 15 percent front and rear. This version was certainly the lateral-g champ. Its Michelin Pilot HX MXM4s cornered strongly without squealing, but it also pegged the impact-harshness meter. Our route included few dynamic handling opportunities, but hopefully improved transitional behavior will warrant the ride penalty.

Sprightlier gearing helped the Cruze accelerate with sufficient hustle to run with the Honda and Toyota, though I'm not ready to bet against the 1.8-liter Honda winning a drag race. Turbo lag is minimal and there's ample thrust down low, but it tapers off between 5000 and 6000 rpm (en route to a 6500-rev redline), belying that diminutive displacement. This car may demand short-shifting at the track. Turbos often muzzle an engine's exhaust note, and indeed this powertrain fails to project any performance personality through its soundtrack. That said, the quality is no better or worse than the somewhat grainy Honda engine, and it's muffled enough not to intrude except under hard acceleration.

My final drive was in a mainstream LT2, shod in low-rolling-resistance 215/60R16 Firestone FR710s, sized. Like the Eco's, these tires squealed a bit at the limit but this setup seemed to strike a Goldilocks "just right" ride/handling balance. The body motion control feels quite European, following the road contour closely with no lost motion or float while keeping the tires pressed firmly to the pavement -- even in washboard-rutted corners that caused the Toyota and Honda to sidestep noticeably. The ZF rack-mounted electric power steering assist provides natural effort as speed builds, and the four-wheel disc brakes we sampled stopped short, with reassuring pedal effort (our LT2 should have had a disc/drum setup, but didn't).

Interior and trunk space reportedly trump the Civic's and Toyota's, just barely tiptoeing over the line into the midsize sedan category. Indeed the rear seat offers ample head, leg, and foot room, provided the front-seat passenger isn't utilizing all 42.3 inches of front legroom. The front seats offered better lateral support than either of its competitors. Most of the dash and door trim is hard plastic, but in our prototypes the sheen and graining made it look softer and richer, so let's hope that translates to production. Cabin noise was low enough for occupants to converse comfortably without resorting to their outside voices. All Cruzes will get a class-leading ten airbags, including front knee and rear torso bags. OnStar, navigation, satellite radio, and Bluetooth connectivity will all be offered. (Maybe compacts CAN be aspirational...)

Will the Cruze save General Motors? Frankly, by now it may no longer need to, as it's getting considerable help from some other pretty strong product offerings. This early taste has certainly whetted our appetite for more, and the flavor certainly compares favorably with the aging Honda and Toyota competition. But Ford is readying an equally mouth-watering new Focus that rides on a modernized version of a chassis we already love under the Mazda3. Its styling is similarly handsome and arguably more modern, and its range-topping 2.0-liter direct-injection engine will likely outperform the Cruze's 1.4% -- though probably at some cost to fuel economy. Of course, the real winner will be the patriotic American compact buyer, whose domestic options have never been better. Stay tuned for a more definitive report on the Cruze later this summer when it's fully baked and decorated.

LUTZ CONSIDERS CHEVY CRUZE A TRIUMPH OF HIS TEN-YEAR STINT AT GM

By Eric Loveday, Autoblog - As Bob Lutz begins to close the latest chapter of his long automotive career, he's still managing his legacy. Like him or not, Lutz is always quick to highlight his achievements no matter how comparatively mundane they may be. Take, for example, the Chevrolet Cruze. It's really nothing more than a compact, efficient econo-car, right? If this car hailed from the likes of Honda or Toyota, it would be overlooked. But coming from General Motors, a company that has struggled recently in the compact segment, the Cruze should be its most important vehicle of the decade.

Lutz spoke of the Cruze during a recent first-drive event and promised that this compact is a game changer and an indicator of things to come from GM. As only Lutz could say: "It's a car that means a lot to me personally and a lot to General Motors. GM is twisting the dial, going from doing mediocre cars to the absolute epitome of best-in-class. We will spend more on investment; we will spend more on engineering and materials."

Now, best-in-class is a bold claim, but we are mighty impressed with this vehicle so far and time will tell if the statement holds true. Just how important can the Cruze really be though? Bob Lutz puts it right up there with the Volt, stating that the two cars are triumphs of his time with the company. While the low-volume Volt will be remembered mainly for its innovations, the mass-market Cruze could be remembered as the vehicle that turned around a company forever and Mr. Lutz will proudly lay claim to that.

FIRST DRIVE: 2011 CHEVROLET CRUZE

By Clare Dear, Canwest News Service - The initial impression of Chevrolet's new compact Cruze sedan is that it's a mini-Malibu - and that opinion sits well with the bow-tie brass. Their intention is to deliver mid-sized comfort, dynamics and amenities, but at compact-sized pricing and fuel efficiency. And although pricing and final fuel numbers won't be known for several months, this global product is right on target with its other objectives.

The Cruze is already available in 60 markets around the work, but North Americans won't get their hands on it until the third quarter of this year.

With the compact category evolving as the fastest-growing segment in the industry (it's expected to be the second-largest in the United States by 2012), coupled with the consumer trend to downsize, the timing is right for this car. In fact, it is expected to be General Motors' single largest volume small-car line globally.

During the preview at General Motors' Milford proving grounds, Chevy executives described the Cruze as a "transformational" car for the brand, a product that will be sought after by consumers and will be better than competitive models such as the Honda Civic and Toyota Corolla. It's expected to generate "huge volume for the brand" and, as a major player for GM globally, the team working on developing the North American edition is enduring unprecedented scrutiny.

As a result of that corporate focus, the Cruze is undergoing intensive testing here, even though it's a model already on sale elsewhere. For example, although it has already earned five-star-equivalent crash ratings in several overseas markets, including Korea, China, India, Australia and Europe, the North American version is undergoing extensive additional evaluations at GM's vehicle safety facility.

In addition to significant structure and system analysis, GM engineers have already written off 20 to 30 Cruzes in destruction (crash) tests. The body count went up by one during my visit, with test vehicle No. 17269 sacrificing itself in a side-impact crash by taking a midship hit from a 1,500-kilogram sled (with a Ford F-150 snout, no less) careening down the track at 50 kilometres an hour.

The dust had hardly settled when technicians were already scouring the remains, documenting the physical damage. From this untrained eye, the results were reassuring, with the side pillar making a limited intrusion into the cabin, while air bags helped minimize potential injuries to the occupants.

Obviously, safety is a key issue and the Cruze will be offered with a full suite of standard features, including four-wheel ABS (with brake-force distribution), electronic stability and traction controls, breakaway pedal assemblies, OnStar automatic crash notification and a segment-leading 10 air bags - two front, two knee, a pair of side curtains that protect both rows of seats, plus seat-mounted side-impact bags front and rear.

Chevrolet also wants the Cruze to be a class leader in ride, responsiveness and quietness. After doing several laps on the test circuit in several Cruze iterations, as well as a Civic and Corolla, it appears the car has attained that goal. The suspension, with MacPherson struts up front and a unique torsion beam and Watts-link arrangement in back, has a European feel (firm but compliant). The Cruze stayed well planted on bumpy sections of the track, while the Japanese competition skittered about.

Similarly, the Cruze had a noticeable advantage in the noise/vibration department. Its 18 acoustical treatments, including an acoustical laminated windshield with triple sealing at its base and hydraulic ride bushings, keep the cabin well isolated from road and wind noise.

The Cruze will be offered as a four-door sedan in four trim levels (LS, 1LT, 2LT and LTZ), with two suspension options (touring and the firmer sport package). Two engine choices will be available - a 1.4-litre turbocharged Ecotec four-cylinder generating 138 horsepower at 4,900 rpm and 148 pound-feet of torque at a low 1,850 rpm, or a naturally aspirated 1.8L four-cylinder that pumps out the same horsepower (but at 6,300 rpm) and 123 lb-ft of torque at 3,800 rpm.

Transmission choices are a fully synchronized six-speed manual or the global 6T40 six-speed automatic. The gearing in the manual box has overdrive ratios in fourth, fifth and sixth to enhance fuel economy while the first three cogs are underdriven for better acceleration.

A special Eco model will be offered that uses the 1.4L turbo engine coupled with the six-speed manual. (A version using the automatic box is in the works for later introduction.) Chevy engineers set a target of 5.9 litres per 100 kilometres on the highway for this car, giving consumers the benefit of hybrid-like fuel efficiency without having to shell out the higher price tag such products command. However, it was made quite clear the Eco will not be a stripped model. Instead, huge efforts have been exerted to reduce weight and improve the car's aerodynamics to achieve the target consumption rating.

Weight-reducing measures include replacing the car's audio speakers with lighter units, saving about a kilogram. The weld flanges have been trimmed by a millimetre or two, while the Watts link in the rear suspension has been deleted (although the pending automatic version will have the setup). The carpets are lighter than the standard Cruze models. The 17-inch tires, borrowed from the new Volt, are ultra-low-rolling resistant and they're mounted on lighter alloy wheels.

To help the Eco model slip more smoothly through the air, the front fascia has been lowered and an air dam added. There's also an underbody belly pan and shielding around the tire wells and rear axle, and a spoiler has been attached to the deck lid.

Another aero initiative is the addition of shutters on the lower grille opening that close as the car's speed increases, reducing the Eco Cruze's drag coefficient by 0.016 Cd. Chevy engineers say the Eco Cruze has the lowest drag coefficient in its class.

Chevy brass believe the Cruze is the right car at the right time. My initial impressions suggest they're right.

CRUZE TO BECOME 'MID-SIZE COMPACT'

By Jil McIntosh, Special to The Toronto Star - Unlike in the United States, where a few ticks up or down on fuel pump prices can send buyers scurrying from large to small vehicles and back again, Canadians consistently buy compacts.

GM's current contender is the elderly Chevrolet Cobalt, but this summer, it'll be replaced by the all-new Chevrolet Cruze sedan.

I'm sure GM Canada would love to be releasing it right now, capitalizing on Toyota's recall woes and any goodwill created by GM's payback of its government loans. But cars require a long and laborious birthing process, so GM has settled for inviting a few writers to its proving grounds in Michigan, to drive a few laps and watch one being crashed for testing.

It's nowhere near enough for a full assessment, especially since pricing remains a mystery, but the initial impression is positive; in ride, handling and noise levels, it feels like a mini-Malibu.

It's already on sale in Europe and China, and will eventually expand to some 60 countries, built locally for each region. Ours will come from the Ohio plant that builds the Cobalt.

The Cruze will be a sedan only. Two hatchbacks will slot under it: the subcompact Aveo, currently built in Korea, which will be redesigned and built in the U.S., while Korea will then send over the new Spark minicar.

Cruze will come with a choice of engines, both available right from the sale date. The base LS trim uses a naturally-aspirated 1.8L four-cylinder, making an estimated 136 horsepower and 123 lb.-ft of torque. I didn't get to drive it, but some overseas critics say it's underpowered, especially given the car's weight (which GM won't yet disclose for models sold here).

The volume seller will be a new turbocharged 1.4 L four-cylinder, developed between the U.S., Sweden and Germany, which will appear in mid-range LT and to-line LTZ trim, as well as an "Eco" model.

The turbo engine produces 138 hp, but far more important, it makes 148 lb.-ft. of torque, starting at just 1,850 rpm. That's the twist power that gets everything moving. Both engines come with six-speed transmissions, in stick shift or automatic configuration.

Don't think go-fast here: the 1.4 L, which runs on regular-grade fuel, is turbocharged for fuel efficiency. It doesn't feel quick, but it builds speed smoothly, and thanks to the turbo's small size and placement, there's no turbo lag.

As with Ford's new EcoBoost engines, the idea is to provide larger-engine performance with small-engine consumption. The highway driving number, figured on the U.S. test system, works out to 5.9 L/100 (48 mpg); city performance, while not yet set in stone, is expected to be around 8.7 L/100 km (32 mpg).

For an entry-level model, Cruze is surprisingly sophisticated underneath. GM says its patented rear suspension design is the first use of a torsion beam combined with a Watts link. Also called a Z-link, the Watts consists of two horizontal bars with a central pivot that help to keep the back end straight. The beam and link are tuned separately, dialing in a smooth ride without sacrificing handling.

The front end is MacPherson strut, and the electric power steering motor is mounted on the rack, rather than on the steering column, to reduce any mushy feeling. The variable-assist steering tightens up at higher speeds. It's a bit too light for my liking, but I expect it will play well to its audience, who are more likely to be navigating parking lots than mountain switchbacks.

The Watts link has a considerable effect on handling, especially since I got to drive it back-to-back with an Eco version, which uses just the torsion beam alone to keep the price down.

I also drove the 2010 Toyota Corolla and Honda Civic brought along for comparison. The company's proving ground track contains several stretches of intentionally bad road, including some on a curve. The competitors, and the Cruze Eco, bounced and slid relentlessly at 80 km/h as I tried to hold steady around the bend. The Watts-equipped Cruze was solid at 100 km/h, even on a washboard section.

The Cruze is also exceptionally quiet for a compact: this could well become the benchmark for big-car characteristics in a smaller vehicle.

GM's reps said they expect the U.S. EPA to classify it as a mid-size sedan, but when pushed to define the car's category, they delivered some corporate blather about it being marketed "as a compact with mid-size presence".

The Eco model, which will be released a couple of months after the initial on-sale date, will be the turbo with stick shift (the automatic will come later) and in LT trim. Its aerodynamics improve fuel consumption, including lightweight wheels, underbody panels, spoiler, and lower ride height and air dam; dropping some extras like the Watts link will bring down the price.

All models include an unusual 10 airbags - front, front seat side and curtains, along with rear seat side and two front knee bags - and stability control, but no active front head-restraints.

The top trim lines will add such amenities as leather seats and automatic climate control, and navigation will be available.

How well Cruze will do depends on many factors, not the least of which is its company's reputation: GM brought a knife to the compact gunfight for years, and buyers have long memories. But it's been turning around for a while now, and Cruze's first impression seems positive.

If the price is realistic, I won't be surprised to see it clamouring for the top of the compact charts.

2011 Chev Cruze

Price: TBA
Engine: 1.8 L, 1.4 L turbo
Power: 136 hp.123 torque (1.8 L); 138 hp/148 torque (1.4 turbo)
Fuel Consumption: Eco estimate city 8.7 L/100 km (32 mpg); hwy 5.9 L/100 km (48 mpg)
Competition: Ford Focus, Honda Civic, Hyundai Elantra, Kia Forte, Mitsubishi Lancer, Mazda3, Nissan Sentra, Subaru Impreza, Toyota Corolla, Volkswagen Jetta
What's Best: Smooth and quiet ride, handsome interior
What's Worst: Tough to judge without knowing price
What's Interesting: Sporty RS appearance package

SILVERADO HD BESTS COMPETITION WITH UPDATED PAYLOAD RATINGS

By General Motors - Through ongoing development and testing, the 2011 Chevrolet Silverado HD capability ratings have been increased to 9,863 kgs (21,700 lbs) of towing, and 3,015 kgs (6,635 lbs) of payload. Based on these ratings, the Silverado HD will offer heavy-duty truck buyers the most power and most capability available in the segment.

According to Rick Spina, GM Full-size Truck global vehicle line executive, the increased ratings are a result of exceeding the original performance targets for the Silverado HD:

"Our focus has consistently been on delivering customers the most capable heavy-duty trucks in the market. The first set of capability tests confirmed that the team had exceeded the payload and towing targets by a significant margin. Ongoing testing demonstrated a clear opportunity to increase the true capabilities of these trucks. Even pulling a combined weight of nearly 13 tonnes seems easy behind the wheel of a 2011 Silverado HD 3500 with the proven Duramax Diesel."

To certify increased payload and towing capacities for the 2011 Silverado HD, engineers conducted a battery of tests.

• Based on extensive testing at maximum gross combined weight rating (GCWR) to validate the durability of the powertrain, drivetrain, and brake components, the GCWR is increased to 13,272 kgs (29,200 lbs.)
• Based on further testing in varied terrain, grades, and climates while pulling the maximum trailer weight to confirm predictable and stable handling, the maximum 5th-wheel towing capacity was increased to 9,863 kgs (21,700 lbs), and conventional towing capacity increased to 7,727 kgs (17,000 lbs).
• After higher-strength steel for cargo box cross sills was specified, the team conducted additional testing hauling maximum payloads to test the stronger cargo box and rear-axle components. As a result, the maximum payload has been increased to 3,015 kgs (6,635 lbs).

Based on these improved capacities, the 2011 Silverado HD possesses segment-leading capability in horsepower, torque, conventional towing, 5th-wheel towing, and payload. Starting production next week, it becomes the most capable heavy duty pickup on the market.

"We encourage consumers to test drive the Silverado HD against competitive models," said Spina. "Based on our test results, we are confident the Silverado HD will prove to be the best choice for real-world towing and hauling needs."

2011 CHEVROLET CRUZE OIL FILTER

By General Motors - The 2011 Chevrolet Cruze will make proper oil filter disposal and recycling easier. The Ecotec 1.4L turbo and 1.8L four-cylinder engines will use a cartridge-style oil filter which is easier to recycle and service compared to the conventional steel canister-style oil filters.

Recycling canister style filters requires that the metal housing and other elements, like the rubber seal, be cut away or separated, whereas the compact cartridge-style is made of only paper and plastic. Because of this, proper disposal of the oil filter is easier for recycling centers.

Another benefit of the cartridge-style filter is that it can be changed easily and is virtually drip-free from the top of the vehicle. This lessens the chance of oil dripping to the ground or driveway and possibly making its way into the water system when performing oil changes.

The housing for the cartridge-style filter is part of the engine and reused for the life of the engine. It never needs replacing. The housing also has a screw-on replaceable cap that eliminates the conventional canister-to-engine-mating surface that is a potential source of leaks.

CHEVROLET CRUZE UPDATE

By General Motors - August is not that far away nor is start of production of our much awaited Chevrolet Cruze! See what people are saying about this much anticipated all new Chevrolet vehicle.

"The Cruze manages to look masculine and cool, unlike most of its competitors, which, frankly, can be slightly embarrassing to be seen in." Car and Driver

"Refinement and quietness was on par with what we typically find in far more expensive cars." Autoweek

"Bottom line: If the Cruze doesn't make its way onto your compact car consideration list this fall, you'll be selling yourself short." Autoweek

"Chevrolet also wants the Cruze to be a class leader in ride, responsiveness and quietness. After doing several laps on the test circuit in several Cruze iterations, as well as a Civic and Corolla, it appears the car has attained that goal." Driving.ca

GM'S ONSTAR WILL TAP GOOGLE TO GUIDE CHEVY BOLT

By Leslie J. Allen, Automotive News - General Motors Co.'s OnStar telematics unit is bringing Google mobile navigation technology into the car.

Chevrolet Volt drivers whose smartphones use Google's Android operating system will be able to use their phones to pinpoint their vehicle's location on Google Maps, GM said in a statement released today. They can then request a destination by speaking it into the phone, and have the desired destination sent directly to the car.

OnStar would then guide the driver to the destination using turn-by-turn spoken directions.

OnStar will demonstrate the technology at an Android software developer's conference that starts Wednesday in San Francisco.

The new feature builds on a Volt smartphone application that OnStar announced in January. The previously announced application offers mobile control of battery charging, remote locking and unlocking of doors, and other features.

The application will be available when the Volt plug-in hybrid launches in the fall. It works on the Motorola Droid, which is an Android phone, as well as on Blackberry Storm and the Apple iPhone. The new navigation "tab" will debut later and is only for Android phones.

Industry observers believe GM will extend the smartphone functions beyond the Volt.

Roger Lanctot, senior analyst with the research firm Strategy Analytics, called the development a daring, but revolutionary move for OnStar. He said GM's objective is to eventually allow third-party applications to run on OnStar.

"Smart phone integration puts embedded navigation at risk and potentially wipes out the 'personal minutes' business model," Lanctot wrote in an e-mail, referring to OnStar's built-in cellular telephone.

"OnStar is moving quickly to shift to a new architecture and all indications are that this future platform will incorporate Android in some fashion," Lanctot wrote. "No doubt, Google is interested in seeing OnStar incorporate Google Search in the OnStar platform. But most of what Google has to offer will require new architecture from OnStar."

Thilo Koslowski, an analyst for technology research firm Gartner Inc., said the announcement is a first step for OnStar to rejuvenate its brand.

Said Koslowski: "OnStar's pioneer status was at risk of becoming stale and the company is doing what is necessary to create the foundation for future success: connecting the car to the outside and by doing what is necessary to create the foundation for future success: connecting the car to the outside and by doing so creating the ultimate device."

He predicted more mobile innovation will follow.

SPRING MAINTENANCE TIPS

By General Motors of Canada - Inside and out it's time to give your truck the spring cleanup it deserves.

Give Your Truck A Spring Cleaning: Give your exterior a top to bottom clean by hosing down your pick-up bed, cleaning your tires and wheels and by giving it a good scrub, wax & polish. Your interior could also do with a once over by vacuuming seats, carpets and floor mats, and by using disinfectant on the steering wheel, instrument panels and door handles.

Change Your Washer Fluid: Summer fluid contains a stronger detergent that is ideal for removing bugs and dirt.

Lighten Your Load: Remove any unnecessary weight such as sandbags you may have been using for extra traction. This will save space and fuel.

Rotate or Change Your Tires: Check the depth of your tire tread for excessive and uneven wear and the sidewalls for damage from road debris or cracking due to age and UV exposure. If you're still using winter tires, replace them with all-season tires. This will prevent unnecessary wear and improve fuel consumption, as winter tires have a higher level of traction on the road that you won't need during the spring and summer months.

Test or Replace Your Battery: Winter can be rough on your battery, decreasing its performance by up to 60%. It's a good idea to have your battery load tested if it's a few years old and, if necessary, replace your old battery - it beats a tow or roadside replacement.

Check Your Brakes for Winter Damage: Inspect your brake system including lines, hoses and parking brake. Check the level of your brake fluid as low brake fluid can be an indication of excessive brake wear or fluid leak. Also check the colour of your brake fluid through the transparent fluid reservoir. It it's dark, it means it's dirty and it's time to flush the brake fluid system. Have the brake linings and pads inspected and measured and make sure the calipers slide freely on disc brake equipped models and that pad wear is even and consistent between the inner and outer pads.

Have Your Suspension Inspected: Deep potholes aren't friendly to shocks and struts. An inspection to determine wear or leaks can alleviate bigger issues down the road.

Check Your Oil: In extreme temperatures, it's recommended that you check your engine oil more frequently. Check your owner's manual for the viscosity grade recommended for your truck's engine. If your truck is equipped with the GM Oil Life Monitor, the system will ensure that you get the maximum life out of your engine's oil.

Inspect Your Belts & Hoses: Inspect and replace worn or cracked belts, as well as hoses that are blistered, brittle or too soft. A broken belt can damage your engine components.

Check the Cooling System: Check hoses and radiator for leaks. Also check the coolant recovery system under the hood when the engine is cold. Add the coolant recommended in your owner's manual, if required.

Get Your AC Ready for Summer: Check your A/C for leaks and ask your GM Goodwrench technician to clean and disinfect the air conditioning system with a Cooling-Coil Coating that reduces odour.

CHEVY CRUZES IN WITH RIGHT CAR FOR THE TIMES

By Clare Dear, The Ottawa Citizen - The initial impression of Chevrolet's new compact Cruze sedan is that it's a mini-Malibu - and that opinion sits well with the bow-tie brass. Their intention is to deliver mid-sized comfort, dynamics and amenities, but at compact-sized pricing and fuel efficiency. And although pricing and final fuel numbers won't be known for several months, this global product is right on target with its other objectives.

The Cruze is available in 60 markets around the world, but North Americans won't get their hands on it until the third quarter of this year.

With the compact category becoming the fastest-growing segment in the industry, coupled with the consumer trend to downsize, the timing is right for this car. It is expected to be General Motors' single largest volume small-car line globally.

During the preview at General Motors' Milford proving grounds, Chevy executives described the Cruze as a "transformational" car for the brand, a product that will be sought after by consumers and will be better than competitive models such as the Honda Civic and Toyota Corolla. It's expected to generate "huge volume for the brand".

As a result of that corporate focus, the Cruze is undergoing intensive testing here, even though it's a model already on sale elsewhere. For example, although it has already earned five-star-equivalent crash ratings in several overseas markets, including Australia and Europe, the North American version is undergoing extensive additional evaluations at GM's vehicle safety facility.

In addition to significant structure and system analysis, GM engineers have written off 20 to 30 Cruzes in destruction (crash) tests. During my visit, test vehicle No. 17269 sacrificed itself in a side-impact crash by taking a mid-ship hit from a 1,500-kilogram sled (with a Ford F-150 snout, no less) barreling down the track at 50 kilometres an hour.

The dust had hardly settled when technicians were scouring the remains, documenting the physical damage. From this untrained eye, the results were reassuring, with the side pillar making a limited intrusion into the cabin.

Safety is a key issue and the Cruze will be offered with a full suite of standard features, including four-wheel ABS (with brake-force distribution), electronic stability and traction controls, breakaway pedal assemblies, OnStar automatic crash notification and a segment-leading 10 air bags - two front, two knee, a pair of side curtains that protect both rows of seats, plus seat-mounted side-impact bags front and rear.

Chevrolet wants the Cruze to be a class leader in ride, responsiveness and quietness. After doing several laps on the test circuit in several Cruze models, as well as a Civic and Corolla, it appears the car has attained that goal. The suspension - MacPherson struts up front and a unique torsion beam and Watts-link arrangement in back - has a European feel (firm but compliant). The Cruze coped well on bumpy sections of track, while the Japanese competition skittered about.

Similarly, the Cruze had a noticeable advantage in the noise/vibration department. Its 18 acoustical laminated windshield with triple sealing at its base and hydraulic ride bushings, keep the cabin well isolated from road and wind noise.

The Cruze will be offered as a four-door sedan in four trim levels (LS, 1LT, 2LT and LTZ), with two suspension options (touring and the firmer sport package).

Two engine choises will be available - a 1.4-litre turbocharged Ecotec four-cylinder generating 138 horsepower at 4,900 r.p.m. and 148 pound-feet of torque at a low 1,850 r.p.m., or a naturally aspirated 1.8L four-cylinder that pumps out the same horsepower (but at 6,300 r.p.m.) and 123 lb-ft of torque at 3,800 r.p.m.

Transmission choices are a fully synchronized six-speed manual or the global 6T40 six-speed automatic. The gearing in the manual box has overdrive ratios in fourth, fifth and sixth to enhance fuel economy while the first three cogs are underdriven for better acceleration.

A special Eco model will be offered that uses the 1.4L turbo engine coupled with the six-speed manual. (A version using the automatic box is in the works for later introduction). Chevy engineers set a target of 5.9 litres per 100 kilometres on the highway for this car, giving consumers the benefit of hybrid-like fuel efficiency without having to shell out the higher price tag such products command. However, it was made quite clear the Eco will not be a stripped model. Instead, huge effort has been exerted to reduce weight and improve the car's aerodynamics to achieve the target consumption rating.

To help the Eco model slip more smoothly through the air, the front fascia has been lowered and an air dam added. There's also an underbody belly pan and shielding around the tire wells and rear axle.

Chevy brass believe the Cruze is the right car at the right time. My initial impressions suggest they're right.