EMC FULLY CHARGED TO TAKE CHEVY VOLT FOR SPIN

By Steph Willems, EMC - The parking lot of the EMC might not contain the most cutting-edge vehicles, but at least its pages do.

The most hotly-anticipated vehicle in years fell into the grasp of this EMC report on the eve of the Labour Day weekend, thanks to the folks at Jim Tubman Chevrolet.

After years of development and testing, the Chevrolet Volt rolled into the south Ottawa dealership on Sept. 1, just as purchased models were beginning delivery to their owners. The model at Tubman was available for studying and driving the next day, four days prior to the City of Ottawa taking ownership of one for its long-term fleet -- an event that warranted much fanfare.

The Chevy Voltis a confusing vehicle for those not used to the new classifications of vehicles emerging in recent years. As an "extended-range electric vehicle", the Volt's main propulsion method is electricity, in this case flowing from a large, 16-kWh battery pack to its 150-horsepower AC electric motor.

The battery is charged by plugging it into any 120-volt wal outlet, or by utilizing an optional 240-volt unit. Regenerative braking sends some juice created by the forward motion of the car and sends it back to the battery. Slippery aerodynamics and low rolling resistance tires aid in getting the most range out of the charge.

What makes the Volt different from a pure EV or a conventional hybrid is that after the battery is depleted, a small (73 horsepower) 1.4-litre gasoline engine fires up to generate electricity for the much more powerful electric motor.

The range of the Volt on battery power is roughly 60 kilometres (though specific driving situations can yield more or less range), during which the gasoline generator is silent.

Depending on how far the owner drives it and were, gasoline could seldom be used.

Range from the gas tank is about 500 kilometres, much like a regular car, meaning owners aren't slaves to the battery. Should a situation arise where they need to go further than the electric charge allows, they can generate their own juice on the road.

City driving is the Volt's specialty, as this is where gasoline cars (due to idling) use the most fuel. An electric car doesn't drain the battery while sitting still (minus the current draw from accessories like air conditioning), rather, the electric motor only uses juice when moving forward.

The 2012 Volt I tested was a white example -- GM's "Cadillac Pearl" paint, to be exact, with nine kilometers on the odometer.

Marty Rubenstein -- official "Volt Guy" at Jim Tubman's -- gave me the tour of the vehicle and answered some nagging questions I had concerning the operation of the car's complicated drive system.

What if I fill up the gas tank but never use it Will the gas generator feel neglected? What if I drive away with the car still plugged in -- a very real possibility?

GM thought of all of these scenarios during the lengthy design and testing period, Rubenstein told me.

"The car has a brain -- if the computer sees the engine hasn't been started in six weeks, it will start itself to move the lubrication around," he said, adding the little 1.4-litre generator uses a thin, synthetic oil that must be circulated periodically to protect engine parts.

The gasoline contained in the 35-litre tank is good for a year, said Rubenstein. Gas can and will go bad if left too long, a problem few people encounter when owning an internal-combustion vehicle. The Volt's "brain" ensures gasoline doesn't sit in the car longer than that 12-month period. The generator will fire up during regular driving to use it up when this time comes.

What about the charging times, I asked? Will I have to sit around, twiddling my thumbs all day, waiting for my car to charge?

Rubenstein tells me with a conventional 120-volt plug (the adapter comes stowed in the trunk of the car), charging time is 10 hours, meaning someone could plug it in during the evening and the car would be ready to go come morning commute time.

With the 240-volt charging unit charging time is reduced to four hours.

The actual body and cabin of the vehicle are nicely put together. The sloping liftback of the car doesn't accommodate the same amount of "stuff" as a crossover or station wagon, but the rear seats do fold down to give the car decent utility. The rear seats are two buckets rather than a three-person bench due in part to the T-shaped battery pack located under the passenger cabin.

Our tester came with optional two-tone leather upholstery -- black and tan -- which matched the dash and door scheme. This classy colour combination can be found in other Chevy's like the popular Malibu.

The driver's seat of the Volt is a comfortable place to spend time, as this six-foot-four driver discovered. Legroom was plentiful, as was headroom and back support. A telescopic steering wheel will make finding a comfortable seating position an easy task for drivers of all heights.

Before I fire up the ... motor ... Rubenstein gives me the run-down on how to operate the Volt. There's no ignition key, just a key fob that needs to be inside he vehicle for the start button to work. With the fob in your pocket, simply push the dash-mounted start button, wait a couple of seconds for the driver's display and in-dash computer screen to boot up (the latter is a wealth of driving/energy usage information), then you're ready to go.

Driving operation is then the same as any other car. A console-mounted shifter allows you the normal PRNDL selection as any other automatic transmission. The rest of the controls -- wipers, lights and signals -- are stock GM.

What isn't normal practice is starting a car without hearing an engine fire up, not to mention hitting the accelerator and still not hearing anything -- just feeling smooth, liquid acceleration. It's disconcerting at first, but you quickly get used to it.

The lack of engine noise makes for a quiet cabin. That, plus the somewhat hefty car's solid stance (the battery adds 400 pounds) and absorbent suspension, makes one feel as if they're driving a luxury car. The high quality fit and finish of the interior and precise steering add to the feeling of luxury.

This isn't an electric car for the masses -- a Model T of the future, if you will -- but it is proof that a quality electric car that drives and fels like a regular luxury car is possible from a mass-market automaker.

At a starting price of just over $41,000, minus a $8,500 government rebate, the Volt compares to many luxury hybrids currently on the market. None of these vehicles, however, allow the driver to drive as far on electric power alone.

With Rubenstein riding shotgun, I took the Volt on a winding, 43-kilometre trip through the south end of Ottawa. We cruised down the Airport Parkway to the Ottawa International Airport, where we did loops around the terminal hoping to attract stares. The all-but-abandoned Alert Road allowed us the space to try the three drive modes -- normal, sport and mountain -- and test accelerating to highway speeds from a dead or rolling stop.

The Volt pulls away somewhat sedately when told to go; following closely after is a pleasing boost of acceleration from 20 km/h to 70 or 80 km/h. The word that came to mind when thinkig of how to describe it was a "whoosh" of smooth power.

The Volt proved its worth when it came time to mingle with slow-moving traffic on various arterial roads -- Bank Street, Walkley Road, Alta Vista Drive.

Using no power sitting idle (our windows were down and the air conditioning turned off), we only drew power from the battery when moving forward. The dashboard computer has many screen options to see how efficient your driving style is.

On the driver's display, to the right of the digital speedometer, is a ball suspended halfway between two vertical lines. When the green ball rises above the halfway mark it means you're driving less-than-efficiently. When it drops below, you're doing good.

Between the acceleration tests (less efficient) and the city traffic (more efficient), I averaged 70 per cent efficiency driving style over the course of our trip.

We left the deaership with 58 kilometres rane remaining in the battery, and despite many different driving styles and situations, we returned to the dealership with 12 kilometres remaining after having travelled 42.5 kilometres, meaning the initial range estimate doesn't vary that much, as some have worried.

That worked out -- thanks to the car's "brain" -- to a fuel consumption equivalent of 1.75 litres/100 km, which works out to about 160 miles per gallon (mpg).

Once the generator kicks in to provide current to the motor, the car uses real gas at a rate of 42 mpg in the city and 48 mpg on the highway. Few gasoline-only cars get 45 mpg in combined driving these days.

Having the chance to drive such a new example of automotive technology was a real treat, and shows what automakers are capable of producing. The Volt won't be everything to everyone, but it can be a lot of things to many people -- an electric city car for those making many short trips in urban areas, or a fuel efficient and comfortable commuter.

By being the only car in its class, the Volt only increases the diversity of choices for car shoppers looking to go green.

2012 CHEVROLET SONIC -- GM FINALLY GETS THE COMPACT CAR RECIPE RIGHT

By Damon Lavrinc, Autoblog.com - We've met the 2012 Chevy Sonic before, Zach Bowman spent some time in a pre-production model earlier this year and his first impressions were favorable, at least on the autocross course. Now that the Sonic is starting to roll into dealers, it's time to find out if Chevy can deliver what neuvo compact buyers are after: high MPG's, a modicum of utility and a cabin that's more inviting than a GitMo cell.

But naturally, we want more.

Nearly everything new in the B-segment excels at each of those marks and some even provide an entertaining steer in the process. And even though Chevy's marketeers are hoping to offload the Sonic on teens and twenty-somethings -- offering the connectivity they crave with the safety and price point their parents demand -- the Sonic has to appeal to a broader swath of buyers looking for a budget runabout.

And for the first time ever, Chevy has succeeded. We're just as shocked as you.

It's telling that over the course of two elongated press conferences, the a-word was never mentioned. Chevy's people -- whether they want to admit it or not -- recognize that the Aveo was a cynical turd of a compact car and the less said the better. The one time we brought it up to the project's lead, we got a tepid "the Sonic doesn't share a single (Aveo) component." Fair enough. We'll be the bigger men and not dwell on past sins ... much.

On the subject of styling, Zach offered up this gem in his Quick spin: "Much of the compact's personality comes from its angular visage and massive, scowling quad headlamps, which give the impression that the Sonic is either deep in furious thought or on the verge of eating your cat. It's kind of like a less cuddly version of ALF." That sums it up well.

The fascia hangs a little low, like someone put an overpowered space heater in front of a Malibu, but the integration of the bow tie and the quartet of exposed headlamps are both attractive and aggressive, although as Zach points out, cleaning bug guts out of the lights stands to be a chore. Overall, it's a fresh exterior from a youthful band of Korean designers, and even the sedan variant -- something that rarely makes an attractive transition in this segment -- looks clean and tailored, with an arching, long piece of rear glass that does wonders for lighting the interior.

Ah, the interior. Are you ready for this? It's nice. Not just inhabitable, but a truly enjoyable place to spend time. The plastics, while hardly lux-grade, aren't pulled from a Playschool big wheeler, either. The designers spent considerable time and effort trying a variety of grains and materials, and the fruits of their labors are used to excellent effect. In particular, the dash and center stack look (if not fel) a grade above what's commonplace in the competition, and with copious cubbies abound, you're never wanting for a place to stash an oversized water bottle (massive door pockets), parking tickets (two slots flanking the stereo) or an iPod/smartphone (an alternate glove box mounted high on the dash complete with an indentation to run the cable out the bottom).

Housed inside that second box is both a USB and an auxiliary input, an odd redundancy considering there's already one mounted on the faceplate of the stereo. But we're not complaining. The standard sound system is a six-speaker setup with AM/FM, CD and MP3 playback, while the optional Connectivity Plus Cruise Pack includes the aforementioned USB and aux inputs, along with Bluetooth streaming, phone connectivity and -- as its name suggests -- cruise control. We tested the system with both an iPhone and Android device, and selection and playback was simple, if frill-free, through the small LCD panel and accompanying knobs.

The controls, including the redundant stereo buttons on the steering wheel, are intuitive and simplistic, as is the traction control and door locks, both controlled by buttons mounted on the transmission tunnel. The only issue we found was the rear locking mechanism that's designed more for keeping kiddies in then letting adults out. What's wrong with a traditional toggle switch? We don't know, but Chevy insisted on reinventing it.

But the high point of the interior is the gauge cluster, inspired by now comically common motorcycle display -- predictable, considering everyone on the Korean design team rides bikes. Unlike other instrument panels, the LCD display doesn't wash out in direct sunlight, the tach is the size of a Big Gulp lid and all the pertinent information -- speed, MPGs, trip, etc -- are all cleanly laid out and easily viewed. It's just one in a variety of elements that proves GM is finally sweating the small stuff inside and taking advantage of a design department that's nothing if not diverse. The Sonic's lead designer, Katherine Sirvio, is proud to point out that the team working on the interior wasn't comprised of an uninspired band of industrial designers. Among the crew is a fine arts major, a graphic designer, an interior planner, a lighting guy, one designer from the footwear industry and another that specialized in jewellery design. It shows, particularly with the tasteful -- yes, tasteful -- use of chrome and the blue backlighting that shines through the stereo controls. Even the leatherette and accent stitching on our LTZ tester (in place of black-on-black or black-on-grey cloth) came across as more upmarket than the material used in higher-priced compacts (we're looking at you Jetta).

On the topic of trim, three models are for the taking -- LS ($14,495 sedan/$15,395 hatch), LT ($15,295 sedan/$16,495 hatch) and LTZ ($17,295 sedan/$17,995 hatch) -- with the LS and LT coming standard with a 1.8-liter four-cylinder mated to either a six-speed automatic or five-speed manual. Swilling regular unleaded fuel, the 1.8 returns a respectable -- if not segment-busting -- 26/35 mpg with the manual or 25/35 with the automatic, and puts out 138 horsepower and 125 pound-feet of torque. We spent time in what's sure to be the Sonic's volume model -- an LT sedan equipped with the six-speed auto and 1.8-liter and found it more than adequate, even with three lanky journalists and their luggage in tow. But as you'd expect, we spent the majority of our drive behind the wheel of a kitted out LTZ with the turbocharged 1.4-liter and standard six-speed manual.

While the turo'd four-cylinder puts out the same amount of horsepower as the 1.8 (138 hp at 4,900 rpm), it's the torque that matters. One-hundred and forty-eight pound-feet comes on at 1,850 rpm and plateaus around 5,000 revs as the engine starts outrunning the turbo. As such, there's practically no motivation above 5,500 rpm as the DOHC four begins losing its breath. Just shift. That said, it's good to scoot the 2,684-pound hatch to 60 mph in the low nine-second top range and fuel economy hits the magic 40 mph figure on the highway, with the city cycle coming in at 29 mpg. Commendable considering you don't have to top up the tank with anything over 87 octane.

For the first time in the U.S., the compact class isn't entirely comprised of rattling econoboxes with the structural solidity of the Jersey Shore cast. And the Sonic doesn't just compete, it could be the class leader. Noise, vibration and harshness have been reduced to levels we would've enjoyed in the luxury set five years ago, with the combination of the chassis, suspension, tires and interior insulation all working in concert to provide a ride that's quiet and composed, but never isolating.

What's more: The Sonic is a truly entertaining drive.

ONSTAR DROPS PROPOSED PRIVACY POLICY CHANGES, GM SAYS

By CarTechBlog - General Motors Co.'s OnStar unit has dropped a proposed change in policy that would have allowed it to collect customer data even after drivers discontiued the service, the company said today.

OnStar, known for connecting drivers to live operators for directions or to summon emergency help after an accident, began telling customers by email late last week that it would be making changes to its privacy policies.

At that time, OnStar said starting in December it planned to collect data from people who discontinued the service unless they specifically asked for the connection to be severed.

Speed, location and other data from global positioning system satellites are among the details that would be collected, raising potential concerns from privacy advocates and Democratic senators.

"We realize that our proposed amendments did not satisfy our subscribers," OnStar President Linda Marshall said in a statement. "We regret any confusion or concern we may have caused."

The statement added that if OnStar offers the option of a data connection after a driver cancels the service, it would only be if the customer chooses that option.

CHEVY DRIVERS AT GM KOREA SET GUINNESS WORLD RECORD WITH VEHICLE LOGO

By Suzanne Ashe, CarTechBlog - In preparation for Chevrolet's centennial celebration, set for November 3, 2011, GM Korea gathered 1,143 of its customers in Pyeongchang, Gangwon, to create the largest Chevrolet bow tie and set a new Guinness World Record. The motorcar mosaic was made up of Spark, Aveo, Cruze, Orlando and Captiva models and measured 688 feet (200 meters) in length and 221 feet (67.6 meters). The design was recognized as the Largest Car Logo.

The Chevy brand launched in Korea on March 1, 2011, with a nationwide brand unveiling event in Seoul. Since then, GM Korea has introduced several new Chevrolet products, the company said in a press release.

"Consumer awareness of Chevrolet has grown despite the brand being on the market in Korea for only six months," Ankush Arora, GM Korea vice president of Sales, Aftersales and Marketing said in a press release. "Just as we challenged the Guinness World Record, we have challenged the market by offering innovative new products and marketing promotions."

The previous record for the world's largest car logo was held by Subaru, which created a mosaic featuring 1,080 vehicles in the United Kingdom in 2008. The event was to honor the life and career of Scottish rally driver, Colin McRae.

2012 CHEVROLET SONIC

By Glen Woodcock, QMI Agency - With the arrival of the new 2012 Chevrolet Sonic, General Motors has taken a big step toward closing the gap with its main competitors in the subcompact market. But complet parity may still remain just out of reach.

In some areas, such as horsepower and torque, Sonic is better than rivals such as the 2012 Ford Fiesta and Hyundai Accent. In others, such as cornering and ride it is tantalizing close.

Sonic is available as a four-door sedan or hatchback.

No doubt this is an important car for GM's bread-and-butter Chevrolet division, as small car sales are forecast to grow 30% by 2015. Vince Boillot, Marketing Manager for Chevrolet cars in Canada, is anticipating that Sonic will double its share in the segment to annual sales of 18,000.

He believes Sonic "will really stand out in its segment" -- especially the five-door model with rear door handles hidden in the c-pillars, giving it the look of a two-door coupe. In fact, this design trick works so well, I kept forgetting the hatchback had rear doors whenever I wanted to stow stuff in the rear seats.

Sonics sold in North America are built in Orion, Michigan, but the car is a product of an international team of engineers and stylists based at GM Korea. It replaces the Aveo here, although the name will remain on vehicles destined for Europe, Asia and many other countries.

Power is provided by the same pair of DOHC Ecotec engines used on Chevy Cruze -- a 1.8-litre inline-four with five-speed manual transmission and 1.4L Turo with a six-speed stick. A six-speed automatic is a $1,500 option on both, although its availability on turbocharged models will be delayed until January 2012 (the car goes on sale in October 2011).

The interior has a generous 2,556 litres of passenger room, more than either Accent or Fiesta, and there's a cool motorcycle-inspired instrument cluster (dominated by a big round tach and large digital speedometer) that includes useful info such as distance to empty and instantaneous fuel usage. The front seats are comfortable, even on longer trips, but ergonomics could be better -- especially the placement of the front cupholders behind the driver's right elbow, a flip-up centre armrest that's positioned too high and a complete lack of soft-touch surfaces like the kind you get on Nissan Versa.

GM touts the car's quiet ride, and that's true as far as engine and wind noise is concerned. In those areas, GM engineers have done a great job in isolating the cabin. The front suspension is the usual MacPherson strut set-up but the torsion bar rear suspension still needs work, and you'll not just hear but feel every expansion joint and gap in the pavement.

Otherwise, the ride is smooth and the 1.8 provides plenty of torque and passing power, even with the automatic (which feels even quicker when you use the manual mode and delay upshifts to the 6,500 rpm redline). Left on its own, the automatic will shift at a more economical 4,200 rpm. Where Sonic comes up short is on hard cornering. It bravely hangs on to the pavement, but with lots of body lean.

The base LS lists at $14,495 for the sedan, $15,495 for the hatch. Even at this level, Stabilitrak, traction control, power locks, Bluetooth and remote keyless entry are standard. LS versions (priced at $16,495 and $17,495) add air, cruise, power windows and premium cloth seats. LTZ is the ultimate Sonic with the 1.4 turbo, leather, an appearance package including 17-inch wheels, remote start and four extra airbags (for a total of 10). For $20,495 (hatch) and $20,995 (couple), the only options on LTZ are a sunroof and oil pan heater.

The way to go (even if it does cost a few extra thousand) is the 1.4L turbo coupled to the smooth six-speed manual. The car feels much faster and acceleration numbers back this up -- 0-100 km/h in just under 11.0 seconds for the 1.8 automatic, vs 8.5 seconds for the turbo with stick.

Sonic is not available with a navigation system, however, OnStar is standard on all models (with a six-month subscription) to provide its exclusive Turn-by-Turn driving directions

SAFEST CARS 2012: NEW CHEVROLET GETS TOP RATING

By Jerry Edgerton - moneywatch.com - As high gas prices have driven Americans to buy more small cars, they are getting an added bonus, beyond the lofty MPG: Small cars are much safer than they used to be.

The latest example: The brand-new 2012 Chevrolet Sonic was just named a Top Safety Pick by the Insurance Institute for Highway Safety, according to an annoucement today.

In all, six small cars have received a Top Safety Pick designation from the IIHS. So as we near the traditional October 1 start to the new model year, here's a look at some of the 2012 models -- of all sizes -- that IIHS has declared to be among the safest cars. (The Institute will not release its complete list of 2012 Top Pick models until later this year.)

The Chevy Sonic, just going on sale, has an EPA rating of 40 MPG in highway driving -- joining the 2012 Ford Focus and Honda Civic to pair safety with fuel efficiency. "The list of cars with the best fuel economy now includes those with the highest crash-test ratings in their class," says IIHS chief research officer David Zuby. To get a Top Safety Pick rating, cars must get the highest possible score in front, side, rear and rollover tests.

The top rating for the Sonic, which covers both sedan and hatchback versions, is a big improvement from the small car it replaces, the Aveo, which got marginal ratings in three out of the four tests. Like many other new small cars, the Sonic has standard side airbags as well as electronic stability control, which helps prevent rollover accidents. In the rollover test at !!HS, the Sonic supported 5.37 times its own weight; four times is the minimum for a top rating.

Read the rest of the article at http://moneywatch.bnet/com/spending/blog/cars-money.

THE MOTHERLOAD OF HORSEPOWER

The Camaro ZL1's V8 slams out
580 stallions at 6,000 rpm

By Brian Harper, Postmedia News - Horsepower may have been measured by the hoof when British Prime Minister William Pitt addressed the House of Lords in 1770 by stating "unlimited power is apt to corrupt the minds of those who possess it," but it has an odd prescience here at the General Motors Proving Grounds outside of Detroit.

For it is power as measured by the Society of Automotive Engineers and applied in an unprecedented amount to the Chevrolet Camaro ZL1 that has many of the assembled auto scribes -- myself included -- sorely tempted.

Unfortunately (or perhaps not), giving into the corrupting influence of 580 stallions from a supercharged 6.2-litre V8 engine is not in the cards today -- General Motors has decreed that we may look and touch but not drive the to-be-builtin-Oshawa 2012 ZL1, which the automaker calls "the highest-performing (and fastest) Camaro and the most technically advanced car ever developed in its class."

Approximately 30 per cent of the Camaro SS was re-engineered for higher performance in order to morph it into the ZL1.

More than just the sheer power, GM says the ZL1 features technologically advanced and highly developed chassis and suspension systems that help the car deli8ver balanced, track-ready handling and braking power.

The Camaro cognoscenti will recognize the ZL1 name, derived from the all-aluminum racing engine of the same designation, which was developed in the late 1960s and installed into a handful of regular production 1969 Camaros. GM says only 69 were built with the engine, which gives them iconic status among enthusiasts.

For the ZL1, the LSA 6.2L supercharged V8 (also found in the Corvette and Cadillac CTS-V) produces 580 hp at 6,000 rpm and 556 poundfeet of torque at 4,200 rpm, with specific features for the Camaro.

"For sheer power," says Al Oppenheiser, Camaro chief engineer, "the ZL1 delivers more horsepower than a Ferrari 458, more torque than an Aston Martin DR9 V12 and a better power-to-weight ratio -- 7.24 pounds per hp -- than a Porsche 911 Carrera GTS."

Built on GM's all-aluminum, small-block V8 architecture, the LSA features an intercooled Eaton supercharger with four-lobe rotors and compact intercooler, heat-resistant aluminum-alloy cylinder heads and other details designed to ensure outrageous performance along with smoothness and refinement.

Other components and design elements that contribute to the LSA's performance include a deep-sump oil pan with oil cooler, high-strength hypereutectic pistons and piston oil squirters.

When fired up, the ZL1 delivers a rich baritone, thanks to the Corvette-derived dual-mode exhaust system, which alters the sound level and character in response to engine rpm.

A high-performance Tremec TR-6060 six-speed manual is standard with the LSA V8. GM says this MG9 version of the transmission has 30 pwer cent more torque capacity than the SS.

It is used with a dual-mass flywheel and twin-disc clutch for easier operation and shift smoothness. A new, shorter-throw shifter actuates the gear changes. The available automatic has been strengthened to handle torque and horsepower.

All that power needs a more robust drivetrain to tame it and send it to the rear wheels.

A stronger driveshaft and rear axle system, featuring a larger and stronger cast-iron differential housing, stronger axles and heavy-duty limited-slip differential, are all part of the package.

Equally, the suspension features completely revised tuning and the inclusion of Magnetic Ride Control. The ZL1's Magnetic Ride system includes three settings -- Tour, Sport and Track. It uses magnetorheological technology to produce precise shock damping, which, says GM, enables body control designed for top performance in everyday driving as well as track situations. Other chassis components have been redesigned to support the car's high-performance limits. Rear stabilizer bars have drop links repositioned outboard of the control arms, which says GM, makes the bars more effective in controlling body roll in turns, with crisper response to driver commands.

As for stopping, the ZL1 features an advanced track-capable braking system, developed in conjunction with Brembo. The large 370-millimetre two-piece front rotors have six-piston calipers; 365-mm rear rotors have four-piston calipers.

1969 CAMARO NAMED BEST CHEVY OF ALL TIME

By General Motors Corporation - Nearly 125,000 Chevrolet fans have spoken, naming the 1969 Camaro the "Best Chevy of All Time."

As part of Chevrolet's Centennial celebration, fans were asked to vote for their favorite vehicle from Chevrolet's 100-year history. During the four-round, elimination bracket, the 1969 Camaro garnered 25,058 of the 124,368 votes cast, edging out the 1970 Chevelle SS in the final round.

Tom Peters, Chevrolet Design director, believes the '69 Camaro is not only one of the best vehicles in Chevrolet's history but one of the best vehicles ever. He is a little biased, however, having owned the same 1969 Camaro for nearly 20 years.

"I can vividly remember seeing one for the first time as a kid," Peters said. "The intent of the Camaro was instantly understood, even to a 14-year old like me, because it possessed a very powerful personality and an elegant, simple design. The Camaro was so cool because it offered this great style, high performance, and yet was attainable for someone just getting out of school.

"Today, the '69 Camaro has become one of the best examples of timeless design in the industry," Peters said. "Like the very best designs, the Camaro is much more than just a machine because it evokes powerful emotions in people of all ages. That's why we looked to the '69 for inspiration when designing the fifth-generation Camaro, and why the '69 Camaro is an example of the timeless vehicles Chevrolet will strive to deliver for the next 100 years."

2012 CHEVROLET ORLANDO FIRST IMPRESSIONS

By Justin Pritchard, auto123.com - Kia Rondo, Scion xB and Mazda5 take note: Chevrolet is about to start cutting your grass. Thanks to wacky fuel prices, changing market conditions and smarter-than-ever shoppers, small crossover, compact car and small van sales in the Canadian market are heating up. So are sales of vehicles slotted loosely between these genres.

As part of a product and engineering rampage, Chevrolet is gearing up to join the party. With three standard rows of seating, an all direct-injected, all six-speed powertrain line-up and a name synonymous with family getaways, the 2012 Chevrolet Orlando is gearing up to hit dealer lots in the near future. This Korean-built, Canada-only model is the closest thing to a minivan the automaker's built since canning the Venture some years back to focus on crossovers.

But Orlando has no sliding doors. And it's not very big. And there are no storage bings in the floor, no V6 engine, and no power tailgate. You can even get it with a six-speed stick. Traditional 'larger' minivan stuff aside, Orlando focuses on compact driving dynamics, good mileage figures and urban-friendly sizing.

The numbers? All models get five doors, 3 seating rows, 7 seats and a direct-injected, 2.4-litre four-cylinder with 16 variable valves and 174 ponies.

Orlando rides GM's Global Delta platform, the same bit of hardware that underlies the Cruze. That's a good thing. Like the Cruze, Orlando is gentle-riding, surprisingly well isolated from the road and wind, robust in feel, and well-sorted where ride and handling are concerned.

Basic Orlando models boast above-average levels of road-noise isolation and a premium suspension feel. Higher-end models with the larger wheels and an uplevel suspension calibration come off as sportier and even more responsive and fun to drive than they need to be. There's a notable difference.

The engine is nicely hushed, moves things along adequately and transmits near-nil levels of vibration or harshness back into the cabin -- even wound right out. It should prove nicely fuel efficient in real-world driving, too. Your writer has put several thousand kilometres on this engine in other applications and has been impressed with observed mileage figures each time.

On a test drive, shoppers will likely note Orlando's numerous strengths, and a few weaknesses, too.

Good news? The cabin is largely fresh and modern, storage is generous for smaller at-hand items, forward visibility is good, seating is very flexible, and entry and exit, event to the rear row of seating, are relatively easy. It's that 'just right' height to board and exit with a lateral butt-slide too -- no stepping up or down required.

Orlando's rear-door aperture is smaller than the one you'll find in a Mazda5, but it's fully usable, as there's no sliding door to block part of the opening. Orlando's middle-row, driver-side seat tumbles forward for easier third-row access, where the 5's only slides.

Third-row seating dimensions are actually adequate for an adult of average size, too. Grown-ups mightn't want to spend hours in the Orlando's rearmost seats, but your correspondent had no issues after an hour or more spent in them. And actually, the quiet ride means first- and third-row passengers can carry a conversation with only a slight elevation in voice level.

Other nice touches? There are small covered storage facilities on the centre console and in the cargo area, as well as a sneaky flip-up audio head unit that conceals a cubby for your cell phone, iPod or other smaller items. Slick stuff.

Issues? The automatic transmission often hunts for the proper gear on hilly roads, styling may not be everyone's cup of tea, and the electric steering feels as though it's connected to the wheels by a length of overcooked linguine. It's easy to U-turn or park the Orlando, though a heavier and more precise sterring setup would help drivers get the most out of the chassis.

The low roofline translates into a short door opening, which may become an issue for the foreheads of taller occupants. Finally, some models only get a front passenger-side armrest, which drivers may lean over and use for themselves on longer trips.

Overall, where versatility, fuel economy, refinement and 'just right' sizing are concerned, the Orlando should hit the mark in its price range. Leading warranty coverage, exclusive OnStar and a perception-changing level of powertrain and chassis refinement will no doubt help move units out of dealer lots, too.

And compared to larger minivans, the Orlando won't plod along like an oversized, four-wheeled bouncy castle, or suck back the sauce like a thirsty crossover SUV. It's an exercise in 'just-right' sizing for most shoppers.

Look for the first units to arrive in dealers soon. Pricing ranges from about 20 to 30 grand.

FAMILY VALUES UNDERSCORE THE ALL-NEW, SEVEN-PASSENGER ORLANDO

Introducing the well-priced vehicle in
Ontario's cottage country is another indication
that a rebounding General Motors 'gets it'

By Andrew McCredie, Special to the Sun - Long before the Tragically Hip put this Central Ontario community on the cultural map with its 1998 Juno Award-winning hit, Bobcaygeon was known as a destination and jumping off point for weary urbanites in search of relief from the heat and concrete.

Not officially in "Muskoka" -- the preferred summer playground for Toronto's button-down and privileged hoi polloi -- Bobcaygeon is still a popular place for families, and on any given summer day its pretty main street is crawling with all manner of SUVs, minivans and sedans stuffed to their headliners with flip-flop clad kids, sunburnt dads, well-organized moms and the prerequisite summer vacation gear.

All of which made it the perfect place for a lunch stop during GM Canada's press launch last week of the 2012 Chevrolet Orlando, an all-new, seven passenger vehicle built with just such excursions in mind.

Clearly, this was the intent of the General Motors' communications team that put together the two-day launch, which started Thursday morning at a Toronto hotel, proceeded north to Windermere House on Lake Rosseau in the heart of the Muskokas via Bobcaygeon, and returned the following day with a beeline dash down the 400 back into the heat and heart of the Ontario capital.

And it didn't take long to realize that GM was onto something with the new Orlando, as before my driving partner and I had turned the key on our silver ice LT model, two well-dressed women leaving the Hilton approached to inquire about the vehicle.

"Is this new?" one asked, peering inside through an open passenger window.

Before either of us could answer, she exclaimed, "It's got seven seats!"

Her companion sidled up for a look, and the two of them stared long and lovingly at the theatre-style, threetiered seating arrangement.

"How much?" was the next question.

"Starts at just under twenty and tops out around thirty," my colleague offered, sounding more like a carlot saleswoman than the respected national auto writer that she is.

Wide-eyed stares shot back at us, quickly followed by more headthrough-the-window shopping. Tearing themselves away, with a little prodding from us when we realized we were among the last journalists to still be in the parking lot, they walked away, but not without a couple of rearward glances.

As we headed north past Canada's Wonderland on route to our lunch stop in Bobcaygeon, I wondered aloud about the women's attraction and seeming adoration towards the Orlando, which to me seemed a little out of place for a Chevrolet vehicle. I mean, if it was a Range Rover or some high-end German SUV I could understand it.

But a Chevy MPV? However, as the kilometres rolled on and we became more familiar with the vehicle, it was clear that General Motors has hit another one out of the ballpark (the Chevrolet Cruze being the company's first grand slam after its reorganization and reconfiguration following its near-collapse and subsequent bailout in late-2008).

Here is a seven-passenger vehicle that isn't a minivan (the term itself holding about as much favour with 21st Century moms as "processed food"), has a super-efficient four-cylinder engine, a laundry list of standard features (including GM's excellent OnStar service), and is priced in line with middle-class Canadians' budgets at a time when economic uncertainty reigns.

Utilizing the same platform as the award-winning Cruze and the upcoming Verano, the Orlando also targets what GM Canada CEO Kevin Williams regards as an untapped, yet rich-inpotential, segment.

"There are only a few vehicles that will compete with the Orlando," Williams told me over dinner the night before our drive north. "And it stacks up very well against them, so we think it's going to be a good seller for us in Canada."

Williams noted the Orlando's main competitor will be the Mazda5, with the Kia Rondo and Scion xB as near competitors. Other than those three, there are no seven-passenger vehicles in the size or price range of the new Chevy.

Interestingly enough, the Orlando will not be sold in the United States, a market that is said to prefer SUVs over MPVs and minivans. Instead, it will be sold in Canada, Europe -- where it debuted earlier this year -- and Korea, where it is assembled. Williams expects the Orlando to be in Canadian showrooms in the fall.

On the subject of the Mazda5, on the morning of our departure from Muskoka, two Mazda5s were rolled out for comparison's sake, including a luggage-loading exercise that demonstrated a distinct advantage of the Orlando. With the third row folded in the Orlando and loaded with a family's worth of luggage, there was still room for five passengers. In the Mazda5, just four, as the second row has just two seats.

Also, getting into and out of the third row in the Orlando was a little easier than in the Mazda5, primarily due to the fact the Mazda has sliding secondrow doors - a la minivan -- while the Orlando features traditional sidehinged second-row doors.

Back on the road for the return trip to Toronto, I did get a sense that the 2.4-litre four-cylinder engine might be a little taxed when the Orlando is fully loaded with kids and gear, particularly around the mountainous parts of British Columbia. Perhaps a six-cylinder is in its future, though when asked GM Canada execs were non-committal about that possibility.

Still, from the two days I spent behind the wheel and in the passenger seat marvelling at the natural beauty of Ontario's cottage country, it is evident that the Orlando will find many eager buyers.

It's quiet at highway speeds; it's functional for all manner of families; it's low-slung platform makes it ideal for seniors; it's achieved Europe's top safety rating; the materials used in its interior, along with the fit and finish, is top notch and puts rest to all those negative attributes of pre-2008 Chevys; it comes with the best warranty coverage for its segment in Canada.

And for a getaway to the cottage or cabin, the 2012 Orlando revealed to be a star for its time.

GM JUMPS BACK INTO THE MINIVAN MARKET

The Orlando's boxy shape translates
into a spacious cabin

By Petrina Gentile, Globe & Mail - "What's so special about that vehicle? Is it an Equinox?" some tourists ask as I snap photos of GM's latest creation.

This is no Equinox -- although it does resemble one from the front end; this is GM's attempt to regain market share in the minivan segment, the 2012 Chevrolet Orlando. The Orlando is unique because despite its name, it isn't available in Orlando or anywhere in the United States; you can only buy it in Canada.

Built at GM's South Korea manufacturing plant, the Orlando hit European streets earlier this year. It goes on sale in Canada this fall. And there's no denying it's a functional, flexible people mover with ample space for seven and cargo. Any minivan mom would love it.

Granted the styling isn't the Orlando's strong point. From the front end, it has Chevy's recognizable split radiator grille and bow-tie badge. From the side, its profile is big, bulky and boxy. But the shape does translate into a spacious cabin with excellent headroom in all three rows.

One thing that's missing to access the seats is the sliding doors. Unlike the Mazda5, its major competitor, the Orlando has hinged doors. Personally, I prefer sliding doors, it makes it easier for kids to enter and exit the vehicle while creating more space in the cabin.

"There was talk of sliding doors," admits Paul Hewitt, Orlando product manager, GM Canada. "It seems the sliding doors are a North American thing. This is primarily a European car that we hopped on the bandwagon because we saw a real market need for it. To develop a whole separate door system for us would have been very expensive."

Once inside, you'll be pleasantly surprised by the space. There are seven seats -- two in the front, three in the middle and two in the third row. The tiered, theatre-style second-row seats have a tumble-fold feature. Just grab and pull the seat forward and it'll tumble over automatically so it's easier for passengers to access the third row. It works well, but you need elbow grease to raise and lower the seats. I couldn't do it with one hand. Kids will also have a hard time doing it themselves.

The third row is tight and feels claustrophobic; the seats are ideal for kids, but adults will feel trapped and uncomfortable. If you don't need the third row, the seats fold into the floor, creating a low, flat surface so it's easier to load and unload items into the cargo area. There are also plenty of storage compartments in the front and rear doors and centre console. A smart storage area is hidden behind the audio front fascia; it's large and useful for tucking away cell phones, ipads or your wallet. The dashboard is well laid out, but somewhat plasticky.

The Orlando shares the same platform as Chevrolet's award-winning Cruze sedan. It comes with a 2.4-litre, four-cylinder engine that delivers 174 hp and 171 lb-ft of torque.

Even though it's a large, tall vehicle, the Orlando is easy to drive and park -- it doesn't feel cumbersome. There's minimal body lean when cornering, too. In fact, the Orlando's ride and handling is its strong point. On winding, sweeping roads, it was well-balanced and secure. Under hard acceleration, however, the engine whines and struggles, especially when travelling uphill. Engine and road noise also seep into the cabin.

A pair of six-speed transmission -- a six-speed manual and a six-speed automatic -- are mated to the engine. My tester had a six-speed automatic, which is smooth and fuel-efficient. It delivers 6.9 L/100 km on the highway and 10.6 in the city; the manual returns 6.7 highway / 10.1 L / 100 city.

The Orlando also comes with standard safety features such as panic brake assist and cornering brake control, StabiliTrak, traction control, six airbags and power rear child security door locks. It has a 2011 Euro NCAP five-star rating, which is one of the top scores a vehicle can receive in Europe. Since it's not available in the United States, it won't be crash tested there.

The starting price is reasonable: $19,995 for the base LS trim. But you likely won't buy this version. Sure it comes with power windows, power locks, remote keyless entry, and a six-speed manual -- but there's no air conditioning, no floor mats and no option to get a six-speed automatic transmission on this trim. I doubt many busy moms would want the hassle of driving a stick in the city with screaming kids in tow.

It would make more sense to move up the ladder to the 1LT trim with A/C, cruise control, telescoping steering and a driver armrest for $22,295. A 2LT model ($24,895) adds fog lamps, a USB port, a leather-wrapped steering wheel with audio controls and a tire-pressure monitoring system. The top-of-the-line LTZ comes standard with a six-speed automatic; bigger, beefier, 18-inch alloy wheels; a six-way power driver's seat and heated front seats. But this trim is expensive, starting at $29,735. And if you add an optional sunroof, leather seats and navigation system you'll ring in closer to the $40,000 mark. Incidentally, a Mazda5 starts at $21,795; the top GT model costs $24,395 and if you add a five-speed automatic transmission ($1,200) and a luxury package with leather seats and a power moon roof ($1,790) you'll still be under 30 grand.

Still, the Orlando is a functional people mover that rides and handles beautifully on the sweeping roads of Muskoka, Ontario. It arrives at Canadian dealerships this October.

DETAILS ON THE 2012 CHEVY SONIC EMERGE PRIOR TO LAUNCH

By Auto123.com - The Chevrolet Sonic is poised to make its debut in Canada, and info on standard features and trim levels in the US has just surfaced on the web, giving Canadians an excellent idea of what's in store for them this fall.

Whether in its four-door sedan or five-door hatchback incarnation, the Sonic will be decked out in eight colours: Black, Cyber Grey Metallic, Blue Topaz Metallic, Crystal Red Tintcoat, Inferno Orange Metallic, Victory Red, Summit White and Silver Ice Metallic.

The base LS version will be motivated by the same 1.8-litre, four-cylinder mill responsible for the Cruze, generating 135 hp and 125 lb-ft of torque. A five-speed manual transmission will dispatch power to the front wheels.

Equipment includes 10 air bags, stability control, ABS, air conditioning, power doors and keyless entry.

With the LT model buyers will have the luxury of choosing between a 1.8-litre, four-cylinder engine and a 1.4-litre, turbocharged, four-cylinder number putting down 138 hp and 148 lb-ft of torque. The later, more fuel-efficient choice will be coupled with a six-speed manual transmission or an optional six-speed autobox.

The LT adds power windows and an MP3-compatible sound system to the mix. Buyers will have to pay a little more to get a USB port, however, as well as 16-inch wheels and Bluetooth connectivity.

The Sonic LTZ will include all the standard and optional features of the LT, plus a remote starter and heated, artifical leather seats. It will also feature the beefiest wheels of the lot, i.e. 17 inches.

All we need to know now is the price, which should be in the ballpark of the Chevrolet Aveo, the model it will be replacing.

2012 CHEVROLET SONIC CONFIGURATOR TOOLS UP

By Jeff Glucker, Autoblog.com - Life is full of choices, and now you have a few more to make. The configurator for the 2012 Chevrolet Sonic is up and running, so your choices may now decide how productive you wish to be at work today. Thankfully, Chevrolet has reduced your number of choices a great deal, because the 2012 Sonic is an easy car to configure.

This all-new compact is available in two body style flavors. You can go with a hatchback or sedan, and both are offered in either the LS, LT or LTZ trim. We opted for a Summit White Sonic hatchback in the top-tire LTZ trim. From there, we decided to go with the 138-horsepower 1.4-liter turbocharged four-cylinder engine and paired it with the six-speed manual gearbox. Ticking the box for the sunroof brings our grand total to $18.785.

PINK CHEVROLET CAMARO NASCAR PACE CAR ROLLS OUT FOR CHARITY

By Viknesh Vijayenthiran, Motor Authority - Chevrolet has rolled out a one-off pink Camaro that is pacing the latest two NASCAR Sprint Cup Series races in an effort to generate awareness, as well as some much-needed funds, for the fight against breast cancer.

The automaker will make a $200 donation to the American Cancer Society for each caution lap that the specially-themed pink Camaro SS pace ran at Atlanta Motor Speedway and the upcoming race at Richmond International Raceway.

Chevrolet's commitment to battling breast cancer won't stop at the track, however, as the automaker is also joining forces with the American Cancer Society's Making Strides Against Breast Cancer initiative leading up to October, the same month that the Chevy brand officially turns 100 as well as Breast Cancer Awareness Month.

There's nothing like a bright pink Camaro to get one's attention, good or bad, but at least it should bring some awareness to a worthy cause.

Incidentally, Chevrolet drive Jimmie Johnson (No. 48) is tied for the lead in NASCAR Sprint Cup Series points. Johnson is the defending NASCAR Sprint Cup Series champion and winner of five consecutive championships.

CHEVY CAMARO IS AS POPULAR ONLINE AS IT IS ON THE ROAD

"Honor and Valor" limited edition Chevrolet Camaro SS
is just one limited-edition Camaro credited for the model's popularity

By Suzanne Ashe, CNET.com - The Chevy Camaro Facebook fan page boasts 1.8 million followers -- that's the same as the population of West Virginia.

According to Chevy, about 60 percent of these fans are between the ages of 18 and 34 -- just the target market the company is going for.

Camaro's many followers could be, in part due to the Camaro Convertible, released earlier this year and the limited-edition Camaro models.

The amount of Camaro's Facebook fans not only outnumbers Chevy's parent company, but also several other automakers. As of today, General Motors has 285,773 fans. Ford Motor has 854,991 fans, and Ford Mustang is close behind Camaro with 1.6 million fans, Mazda has 355,129, and Toyota USA has 520,209 fans.

"The community that has grown around the Camaro is truly remarkable," Carolin Probst-Iyer, digital consumer engagement manager for Chevrolet said in a statement. "With nearly 2 million fans, people are constantly posting new photos and content, which in turn inspires comments and engagement from other fans. As a result, the community provides an invaluable way for us to communicate directly with the most passionate Camaro enthusiasts and to understand what they like most about their favorite sports car."

Camaro is also outselling the Ford Mustang. Camaro passed the Mustang in total sales in 2010. And from January to August this year, Camaro is expected to surpass Mustang sales by more than 10,000 vehicles, a spokesperson from GM said.

The automaker predicts the new Transformers Edition Camaro available this fall, and the Camaro ZL1 in 2012, will widen the sales gap even farther.

"The fifth-generation Camaro has been inspiring fans from the moment it was introduced," John Fitzpatrick, Camaro Marketing Manager said. "The new 'Bumblebee' and the new Camaro ZL1 will give Camaro enthusiasts even more reasons to talk about their favorite sports car."

CHEVY BRINGS ELECTRIC VOLT TO CANADA

Price Tag Starts At $41,545

By The Canadian Press - GM's new Chevrolet Volt is finally making its way into the hands of Canadian motorists.

GM Canada President Kevin Williams released the first customer shipments of the vehicle in Canada at a ceremony in Oshawa, ON on Thursday, September 1.

The Volt's retail price in Canada starts at a manufacturer's recommended $41,545.

Other shipments of the battery-powered vehicle with an onboard gasoline-powered generator are going to dealerships in Vancouver, Victoria, Toronto, Ottawa-Gatineau and Quebec City.

The Volt has an advertised range of 40 to 80 kilometres on battery alone before the generator kicks in to extend the vehicle's range to 500 kilometres.

The Volt joins an already established lineup of hybrid-electric vehicles offered by a number of manufacturers, including the well-known Toyota Prius.

Meanwhile, Nissan Canada has begun selling its completely battery-powered Leaf passenger car to fleet customers here and started taking reservations from Canadian consumers in later August.

GM: CHEVY VOLT HELPS SELL CRUZE

By Andrew Webster - Goodcleantech.com - While Chevy Volts may not be flying out of dealerships, according to GM the plug-in hybrid has at least helped sell another car: the Chevrolet Cruze.

The Cruze has been the best selling compact car in the United States the past two months, and GM attriutes much of that success to the image created by the Volt. According to the auto giant, since April more than 200,000 web users that have searched for information on the Volt have also researched the Cruze.

"As far as image goes," said Chevy dealer Inder Dosanih, "the Volt is huge because it's also helping sell the Cruze."

Sales of the Volt itself, meanwhile, are expected to rise as GM increases availability. By the end of 2011 the number of dealerships selling Volts will increase from 500 to 2,600 in the U.S. Currently 700 units are being shipped to nine states for use as demo units.

CHEVY CRUZE GETS ... THE BLUES BROTHERS TREATMENT?

By Zach Bowman, Autoblog.com - Get ready for some head scratching, movie fans. Chevrolet decided to mark the brand's 100th anniversary with a custom Chevrolet Cruze called the Cruzer. The four-door was worked up as a tribute to the Bluesmobile from The Blues Brothers and was unveiled at a special party at the Ace Café just outside of London. The company even hired a pair of blues artists called the Cruze Brothers to be on hand to entertain the crowd. The whole shindig sounds like plenty of good fun ... except we don't know what the Cruze or Chevrolet has to do with the comedy classic.

The original Bluesmobile was crafted from a retired Dodge Monaco police cruiser, complete with all of the upgraded hardware necessary to leap drawbridges and outwit scores of frustrated law enforcement, while the Bluesbrothers 2000 remake featured a Ford LTD. Unless General Motors is planning to farm the Cruze into police service, we fail to see the connection.

Chevrolet, meanwhile, says the move was simply designed to celebrate an icon of American culture alongside the brand's birthday. Any excuse for a party.