GM'S SILVERADO EDGES RAM AS CONSUMER REPORTS' TOP PICKUP

By Richard Truett, Automotive News - General Motors' redesigned 2014 Chevrolet Silverado 1500 edged Chrysler Group's updated Ram 1500 in an evaluation of the two freshest full-sized pickup trucks by Consumer Reports magazine.

Editors at the influential shopping guide scored the Silverado just three points ahead of the Ram in a series of road tests that measures such attributes as fuel economy, performance, towing and comfort, the magazine said today.

It's the second time in recent months that a redesigned GM model has come out on top in the magazine's tests.

In its September issue, Consumer Reports rated the 2014 Chevrolet Impala -- with a road-test score of 92 out of 100 -- the best sedan it has ever evaluated.

Silverado bested the Ram in several key areas.  It has a larger cargo bed, can tow a heavy trailer, and delivers the best fuel economy in the class -- 16 mpg overall.

The magazine also cited the Silverado's built-in, rear bumper steps and lower step-in height.

Ram better for commuters

But the Ram may be the better truck for consumers who use their vehicles for everyday commuting, the magazine said.  The editors cited Ram's coil spring rear suspension, better seats, nicer interior and more intuitive ergonomics and controls.

The Silverado tested by Consumer Reports was powered by a 5.3-liter V-8 engine, six-speed automatic transmission and four-wheel drive.  It returned 11 mpg city, 23 highway and 16 combined.

The Ram sported Chrysler's 5.7-liter Hemi V-8 engine and eight-speed automatic transmission.  Its fuel economy came in at 10 mpg city, 21 highway and 15 combined.

 F-150 not included
Ford Motor Co.'s F-150, the nation's top-selling truck, was not included in the magazine's latest tests.  But the magazine noted the F-150 will be all-new for 2015.  It's unclear when it will go on sale.

The magazine now ranks big trucks in this order: Silverado, Ram, F-150, Toyota Tundra, and Nissan Titan.

"With a number of improvements for 2013, the Ram is surprisingly refined and inviting for a pickup truck, yet it's fully capable of getting its hands dirty when duty calls.  A coil-spring rear-suspension -- unique for full-sized pickups -- gives it a smooth ride, the powertrain is a gem, and the whisper-quiet cabin makes the truck feel like a luxury vehicle," the editors said.

Other full-sized trucks -- the F150, Toyota Tundra and Nissan Titan -- still use old-fashioned leaf-spring rear suspensions, a layout that dates back to horse-drawn carriage days.  They are heavy and durable but compromise ride quality.

The full-sized pickup market -- a key and hugely profitable battleground for the Detroit 3 -- is booming as housing and construction activity recovers.

Double-digit gains
Every automaker except Nissan Motor Co. has posted double-digit gains this year in big pickup volume.

Ford Motor Co. is leading the pack with F-series sales of 499,050 through August, up 22 percent.  GM, which also markets the more upscale GMC Sierra, has sold 45,501 units of its big trucks, although some of those trucks have been discontinued and discounted 2013 models.

The redesigned 2014 Silverado and Sierra went on sale in June.

Silverado sales are up 25 percent for the year while Sierra deliveries have advanced 24 percent.


Ram trucks sales have climbed 25 percent to 234,642 this year.  Demand for Nissan's Titan has dropped 23 percent to 11,281 units sold through August, while sales of the Toyota Tundra are up 11 percent at 72,750.

CRUZING ON DIESEL

High-end equipment list may be problematic for some, but the Cruze diesel's torque performance and impressive fuel economy make a convincing argument.

By Glen Woodcock, The Ottawa Sun - Chevrolet's new 2014 Cruze Turbo Diesel is giving me a headache.  No, not because of any diesel fumes (there are none), but because I can't make up my mind whether it's really practical or too pricey for a compact econocar.

On one hand, I love the fact our test vehicle has delivered fuel economy of 5.7L/100 km in real world driving that has included lots of hills, superhighways and heavy urban traffic.  On the other, I'm not sure efficiency alone is enough to justify an as-tested price of $33,000-plus once tax and destination charges are included.

That's a hefty chunk of change, and it would take years, and many thousands of kilometres, to recover the difference between the price of the diesel and a gasoline-powered Cruze at the pumps.

You can buy a regular Cruze for as little as $15,995, but Chevy has decided it will market the diesel version as an upscale model with lots of standard equipment - lether, air, voice activated audio and phone, heated seats, etc. - for a base MSRP of $24,945.

As much as I like diesels, I like saving money even more.  Then again, I hate stopping to fill up, and Cruze Turbo Diesel's cruising range is just under 1,000 km.

Today's modern European diesels run almost as quietly as gasoline engines, but here Cruze is a bit of a throwback, with lots of clatter when you first fire it up and at idle.  But the noise is more noticeable from outside the car than it is in the well-insulated cabin.

The 2.0-litre diesel uses turbocharging to produce 151 hp - more than competitive in this market segment - but generates enormous torque - 264 lb-ft at 2,600 rpm.  Hammer the gas pedal and you get a 10-second burst that boosts torque to 280 lb.-ft.  Consequently, it is very strong off the mark and can sprint from 0-100 km/h in about 8.4 seconds.

The engine is built in Germany, where it's used to power the Opel Astra.  Lime most of today's clean diesels from VW, Mercedes-Benz or BMW, Cruze uses urea injection to meet strict North American emissions standards.  The fluid is in a 17 litre tank (which must be refilled every 16,000 km) in the trunk, occupying the space usually taken up by the spare tire.  But there is no spare.  Instead, you get a tire repair kit for plugging small leaks.

You also lose almost 50L of trunk space compared to the gasoline Cruze.

One of my major problems with this car is something that wouldn't bother all people, and is an issue I have with any of these compact Chevys.  Like all Cruze models, the diesel sedan has a high beltline, which means I can't raise the standard six-way power seat to a height where I'm really comfortable at the wheel, even with tilt and telescopic steering.  Remember dressing up in your dad's way-too-big clothes when you were a kid?  That's how I feel driving the Cruze.

The split rear seat isn't quite so claustrophobic, but can be a tight squeeze.  More headroom and knee-room would be appreciated by bigger adults.

Cruze Turbo Diesel gets bigger 17-inch wheels (16 inches is standard on gasoline models) and low rolling resistance tires that help fuel economy and don't seem to compromise handling or ride quality.  This isn't a sports car, but it's a nimble enough partner for the urban traffic dance.

Over the years, Canadians have been much more willing to accept diesel engines than Americans, who still seem to think oil burners are for trucks, not passenger cars.

Cruze has the first truly modern diesel engine offered by Detroit's Big Three.  Maybe it's the one that will change a lot of minds.

2014 CHEVY CAMARO CONVERTIBLE BRINGS 'MURICA TO THE MESSE

By Steven J. Ewing, Autoblog.com - You might find it strange for Chevy to use its Frankfurt Motor Show stage to debut the droptop version of its very America-centric Camaro Convertible, but it's actually not that out of place.  Remember when Chevy took the wraps off of its new C7 Corvette Stingray droptop, it did so in Geneva.  Besides, it's nice to see a bit of 'Murican muscle storming the very Euro-centric stage.

You won't be surprised to learn that the 2014 Camaro Convertible gets all of the same upgrades as the refreshed hardtop variant, including updates to the front and rear fascias, as well as upgraded tech with Chevy MyLink inside.  The new (optional) Recaro chairs, however, are not offered on the droptop.

See below for GM's presser.

New Chevrolet Camaro to make first appearance in Europe
- New Camaro convertible to debut at IAA 2013
- Aero-optimized designed with hood vent, new grille and horizontal tail lamps
- New Chevrolet MyLink connected radio

FRANKFURT - At the 65th Frankfurt Motor Show, Chevrolet will debut the new Camaro convertible and coupe.  Featuring a fast, low-slung silhouette and Chevrolet's new MyLink connected radio, the latest edition of the famed American muscle car represents the most significant redesign since the introduction of the fifth-generation Camaro as a concept vehicle in 2006.

"Camaro has always been associated with iconic design, high performance and driving fun, and we are particularly proud of the new coupe and convertible models," said Dr. Thomas Sedran, President and Managing Director, Chevrolet Europe.  "They incorporate new high-tech features that add extra convenience and give customers even more value for their money," Sedran added.

Enhanced aerodynamics
The new Camaro boasts improved high-performance aerodynamics that provide more efficient cooling and stability at high speeds.  The front fascia has a wider lower grille and a narrower upper grille, while the functional hood vent helps reduce heat and aerodynamic lift.  At the rear, a sculptural deck lid, horizontal lamps and a diffuser complete the new design.  Both the coupe and the convertible sport a spoiler with integral antenna.

Power is supplied by the proven 6.2L V8 engine which is mated to a six-speed manual or an automatic transmission.  The automatic transmission model includes active fuel management and cam phasing (VVT).  The manual transmission version churns out 432 hp (318 kW) at 5,900 rpm and delivers a torque of 569 Nm at 4,600 rpm.  Zero to 100 acceleration is 5.2 seconds for the manual coupe and 5.4 seconds for the manual convertible.

Interior offers modern convenience and connectivity
Entering the new Camaro is straightforward and comfortable, thanks to standard remote keyless entry; on the automatic variant, customers can opt for a remote engine start functionality.  Leather-appointed power adjustable Recaro sport bucket seats can be selected in the front for the coupe variant.

Further interior highlights include a new color heads-up display and the new Chevrolet MyLink connected radio that is located in the center stack.  The radio is built around a seven-inch high resolution full-color touch screen and has a clean, icon-based display menu.

The new Chevrolet MyLink connected radio allows users to open phone books, personal playlists, and photo galleries from compatible smartphones.  Connectivity will be provided through USB, Bluetooth and aux-in.  In addition to voice recognition, the system offers text-to-speech capability, which allows users to listen to text messages from their smartphone.  A rearview camera is standard.

In addition, customers can opt to purchase an integrated navigation system with coverage of all of Europe.  As is the case with all Chevrolet MyLink radios, owners will be able to upgrade the new system with dedicated apps once they become available.

Competitive price tag for a true muscle car
The new Camaro will arrive at select Chevrolet dealerships across Europe toward the end of the year.  With prices starting from 39,990 for the coupe and 44,990 for the convertible in Germany, it is a compelling choice for performance-oriented drivers.

There is, however, much more to the Camaro than great value and affordability.  Its rugged strength, iconic design and unique muscle car attributes have stolen the hearts and imaginations of countless people and have provided subject matter for wall posters, T-shirts, and songs for decades.

Famously described to journalists in summer 1966 as a "small vicious animal that eats Mustangs", the original Camaro was built around a unibody structure and a 3.9L straight six engine.  Since then, five progressively more capable generations of the Camaro have thrilled car fans around the globe.  Until 1968, Camaros were assembled from complete knock down (CKD) kits at two General Motors' European plants in Antwerp, Belgium, and Biel, Switzerland.

Performance has always been an essential ingredient of Camaro's DNA and consequently, it has seen action in many forms of auto racing, including the spectacular drag races, where specially prepared vehicles, usually two at a time, compete along a straight course to make it first across a set finish line.

As much a part of Americana as apple pie and baseball, Camaros have featured in several Hollywood movies, such as Runaway Bridge (1999), a Walk to Remember (2003) and, of course, Transformers (2007, 2009, 2011), in which the Chevrolet Camaro sports car had a starring role as Bumblebee.

In March 2013, the latest edition of the Camaro Z28, considered by many to be the most iconic and exclusive model in Camaro history, was unveiled at the New York Auto Show.  Powered by a 7.0L V8 engine developed in conjunction with Corvette Racing and capable of churning out an estimated 500 hp (373 kW) and 637 Nm of torque, the new Camaro Z28 is suitably equipped to live up to the nameplate's proud heritage.

Technical data preliminary
Availability of voice recognition and text-to-speech in local language will vary across markets.

TREK BREAKS RECORD FOR MILEAGE

Lisa Calvi and Garry Sowerby broke the record for fuel
efficiency during a cross-Canada trek in a
2014 Chevrolet Cruze Clean Turbo Diesel

 

By Lisa Calvi, Postmedia News - We did it!  We broke a Canadian record for lowest fuel consumption.  My husband Garry Sowerby and I, drove from Vancouver to Halifax on the shortest route in a 2014 Chevrolet Cruze Clean Turbo Diesel.

After 5,956 kilometres, we had an average 4.21 L/100 km.  That's 67.09 miles per imperial gallon and beats the existing Canadian record of 5.59 L/100 km.  The Cruze consumed 250.9 litres of diesel fuel.  (More information on these statistics below.)

On the final day, Friday, Aug. 30, departing Woodstock, New Brunswick in the dark, a silence came over the cockpit.  After an hour, the first words Garry uttered were: "Once the fog clears, the big question will be which way is the wind blowing?  Will it be in our favour?"  He continued to mutter about getting 'the number' down.  It didn't sound good.

"You can't believe the numbers in my head!" he said.  "Elevation.  Average speed."

"Oh yes I can," I replied.  "You're saying them out loud!"

In silence again, I recalled a story he told me about a similar challenge run he made through Scandinavia in 1991.

That trip took place B.L. - Before Lisa, as I call the time before we met.  On that trip, the Fuel Nerd stretched his female travelling companion's patience to the limits.

Near the end of the run, as the incessant rattling and muttering of numbers intensified, she threw a jar of peanuts at Garry across a hotel room.

Through my musings in the car on that last morning, Garry cheerily and suddenly asked: "You ready to throw a jar of peanuts at me yet?"

Noting his confidence in the outcome, he adds: "If someone wanted to take a crack at breaking our record, they'd have to think hard about attempting it."

A road trip with the mission of beating a record must have parameters.  These were ours:

1. Average overall speed on the entire journey must be 80 km/h or above.  This may seem slow but you have to think that speed limits through most of Northern Ontario are 90 km/h.  There is not much four-lane highway in Canada where the speed limit is 110 km/h.  We drove the speed limit, slightly under where it was safe to do so.  We travelled with the flow of traffic on two-lane highways and used passing lanes to their full efficiency.
2. The entire trip must be completed in eight days or 192 hours.  We did it in 189 hours.
3. The entire route must be within Canada between Halifax and Vancouver.  Direction of travel is up to the drive team.
4. No boats, ferries, airplanes or trains allowed.
5. You must use the least amount of fuel.
6. Vehicle used is up to the drive team.  We chose a 2014 Chevy Clean Turbo Diesel Cruze.  (GM says it's the most fuel frugal non-hybrid on the market.)

We had a memorable road trip, made some remarkable friends and showed that a massive drive across the country can be fun, frugal and fuel-efficient.

CONFESSIONS:

1. Shoes: In my first column, I stated that, to keep weight down in the vehicle, I would take just one pair of shoes.  Of course, I had to bring a pair of "going out" wedges for urban nights in Vancouver and Ottawa.  Final Shoe Statistics: Five pairs.  Least worn? Those "going out" ones, of course.
2. You're waiting for me to admit we hyper-miled, drafted behind transport trucks or waited out headwinds at roadside and had daily arguments.  Didn't happen.
3. At the outset, I thought I would try to quit chocolate.  This didn't happen, nor did I throw a jar of peanuts at my husband.
4. We would do it again in a heartbeat.

FINAL VEHICLE STATISTICS:

Overall fuel consumption: 4.21 litres per 100 kilometres
Fuel used: 253.8 litres according to instrument panel; 248.6 litres according to receipts.  We averaged the two to get 250.9 litres
Vancouver-Halifax: 5,955.8 km
Average speed: 80.3 km/h

HOW GM'S GRUELING 24-HOUR TEST GETS THE KINKS OUT OF ITS PERFORMANCE CARS

By Jeffrey N. Ross, Autoblog.com - One of the biggest challenges automakers face when designing a high-performance car is making sure that it is both fast and reliable.  For General Motors, any car that might be taken to the track by its owner - like the Corvette, Camaro Z/28 (shown above) and the Cadillac CTS-V, for example - undergoes a rigorous and strenuous 24-hour test by engineers at the Milford Proving Grounds, as pointed out by Car and driver.
We've posted on this topic in the past - on a video showing the Camaro ZL1 being brutalized, for instance - but this article gives a more in-depth look at what actually happens behind the scenes ... including what that poor ZL1 went through.  Though the test isn't for 24 hours straight, the cars are pushed as hard as possible by some of GM's best drivers with only the brakes and tires replaced frequently.

We don't want to ruin the fun for you, but it is an interesting article that tells just some of what GM does to develop its sports cars.  Check out the full article over at Car and Driver for the rest of the story.

CORVETTE Z06 TO BE RENAMED Z07, COME WITH TWIN-TURBO V8?

By Jonathon Ramsey, Autoblog.com - According to a report in Car and Driver, the new C7 Corvette version of the Corvette Z06 will pick up practically where the ZR1 left off.  First, they predict it will graduate to being called the Z07; if so, it will be the next General Motors Regular Production Code (RPO), like Z28 and, yes, Z06, to become a model name.

And if you thought a hybrid Corvette was a sharp point of discussion, how about a production version of the small-block V8 with a displacement of "significantly less than 6.2 litres" aided by twin-turbos?  That's what CD believes will rest under the hood of the Z07, citing the ever-present concern for fuel economy and the fact that bitumen burners from Cadillac have given up supercharging for turbocharging.  The horsepower number is predicted to be an even 600, which would be a 95-hp jump over the current Z06 and just 38 less than the late, great ZR1.  Helping to keep control of all that truculent muscle will be larger tires encircling carbon-ceramic stoppers, but CD is mum on other specific changes.

The mooted price: US$100,000.  This might be the most fabulous new spec of all, seeing as it would represent a US$24,400 increase over the Z06 and just a US$12,600 undercut of the ZR1.  Compare and contrast: in 2001, the first year of the Z06, the MSRP of a 350-hp Corvette coupe was US$40,725, the MSRP of the 385-horsepower Z06 was US$48,500; if CD is correct, the 2014 Corvette's sea level will be established by the 455-hp Stingray that costs US$51,995 and in 2015 we'll be staring down the twin, forced-induction barrels of a 600-hp, twin-turbo Z07 that starts at six figures and that could still be leaving room for a new ZR1 late in the model's lifetime.

DUEL OF THE DIESELS: VOLKSWAGEN JETTA TDI VS CHEVROLET CRUZE 2.0TD

By Nick Tragianis and Jodi Lai, National Post - NT Volkswagen has ruled the diesel-fuelled compact sedan segment for what seems like an eternity with the Jetta TDI, but Chevrolet wants in with the all-new Cruze 2.0TD.  After all, it makes perfect sense: Both sedans are powered by turbocharged 2.0-litre engines well-endowed with torque, both net exceptionally impressive fuel economy figures on the highway and both signal something of an increased appreciation for diesels by consumers.  Finding out whether or not the new kid on the block has the chops to take on the tried-and-true oil burner was a test we could not resist.

JL  You're right when you say consumers are warming up to diesels, and I'm glad it's finally happening.  These two diesel compacts make good competitors, and I think in the end, the winner may be decided by price, looks and brand loyalty because they're pretty closely matched otherwise.

I'm a Volkswagen fan, and although I prefer the Jetta's looks and German-ness, I think it may have to step up its diesel game if it wants to keep its crown.  The Cruze rings in a few thousand dollars less than the Jetta and is a perfectly fine car to drive.  As long as you drive it like the eco-machine it is, you won't be disappointed.  It's not as sporty as the Jetta, but it doesn't have to be.

The Jetta's brake pedal is also a deal breaker for me.  It feels like a sponge until you slam it, and it isn't very responsive.  The "let go" also happens too quickly, and you'll find the ride is pretty jerky because it takes a while to get used to.  How did our diesels stack up against each other during our fuel economy run?

NT Chevrolet says the Cruze Diesel sips 4.2 L/100 km on the highway, undercutting the Jetta's 4.6 L/100 km rating.  Naturally, we set out to determine which one reigns supreme, subjecting both the Cruze Diesel and the Jetta TDI to two 20-kilometre highway runs with the cruise control set at the 100 km/h speed limit.  On the first leg, the Cruze's trip computer settled at an impressive 4.1 L/100 km, while the Jetta punched in a hair above at 4.2.  On the second leg, the Jetta remained constant at 4.2, while the Cruze dropped down to 4.0 flat.  (Editor's note: We noticed the Jetta's speedometer is slightly inaccurate, reading faster than its actual GPS-backed speed.  To make up the difference, we set the Jetta to 105 km/h and the Cruze at 100 km, which seemed to even things out.

The trip continued in tow for nearly 40 more kilometres, where the Jetta averaged 6.3 L/100 km and the Cruze Diesel rung in at 7.2.  After another brief stint on the highway, bringing the total number of kilometres travelled to exactly 98, the trip computer in the Jetta TDI read 5.7 L/100 km while the Cruze Diesel settled at 6.4.  As you can see, both the Cruze and Jetta are capable of impressive fuel economy ratings, each posting figures within a stone's throw from each other.  But where the gap widens in the Cruze's favour when you consider value and each car's overall package.

For $24,945, the Cruze Diesel gets you a decent list of standard equipment, including leather seats and Chevrolet's MyLink entertainment system, which also includes GPS navigation.  It can even be had with a few options not even offered on the Jetta, including a blind-spot monitor and back-up sensors.  Although the cabin is pretty drab with a slew of black plastic, fabric and leather throughout, I'd say the Cruze's centre stack layout is easier on the eyes than the Jetta's, though both are logically laid out.  To get the same level of equipment with the Jetta TDI, you have to shell out $28,690 for the top-level Highline trim, a steep $3,745 premium over the Cruze.

Here's something I bet you didn't know:  Both cars share German engines.  The Cruze's 2.0-litre turbo-four is developed by GM's Opel division, pumping out 148 horsepower and a stout 264 lb-ft of torque, besting the Jetta TDI's 140 horses and 236 pound-feet of twist.  Still, either engine is fantastic, with gobs of addictive low-end torque.  The Cruze Diesel also has the ability to boost peak torque to 280 lb-ft for 10 seconds at a time.

JL Volkswagen does have an advantage: It's class-leading, smooth as silk six-speed DSG transmission.  It's quick to respond and shifts seamlessly.  The Chevy also has a six-speed automatic, and it does the job, but it's not a smooth or quick to shift as the Jetta's.  If you floor it (which you wouldn't do if your eye was on the fuel economy) it takes longer to kick down.  This makes highway passing in the Jetta an easier and faster affair.

Volkswagen may have been the leader in the compact diesel segment for decades, but at a first try for Chevy, its Cruze Diesel is a solid vehicle: It costs less than the Jetta while offering more standard features, and also gets similarly stellar real-world fuel economy ratings.