Accelerate Mpls

Most boys when they are young dream of two things: hot girls and fast cars.  One of those fast cars typically includes the Corvette (though your situation may vary).  I distinctly remember when growing up thinking about the Corvette, although it was not until the C6 (6^th generation Corvette) introduced in 2005 that my interest was truly piqued.  The Corvette has always been somewhat of a performance bargain, and that is still the case to this day.  For the 2010 model year the question is simple – is the new Grand Sport Package all that and a slice of pie, or just another trim option not worth the price of entry?  Let’s find out.

Exterior

The first thing you notice about Corvette is that Chevrolet ditched the flip-up headlights (years ago).  This gives the car a clean look day or night, and the projector lenses provide crisp cut off lines at night.  The front end is low, with a slight plastic lip attached to the front clip (careful when parking!).  Directly above the Corvette emblem is an air inlet like those found on Corvette Z06 and ZR1 models.  Directly behind the front wheel wells are two gills topped with Grand Sport lettering.  The rear quarter panels have a rear brake duct and the door handles are hidden (as with all C6 Corvette’s).  The rear features four round taillights and quad exhaust tips poking out from the center of the car.   The exterior is aggressive and taught.  More then one person noted that the headlights reminded them of those on Ferraris, and I can see how they make that comparison.  The Grand Sport hash marks on the front fenders I could go without, but they are not terribly gaudy.  The soft top is power operated, however you have one latch inside to release before lowering.  The top stows in the rear, eating into trunk space, which is surprisingly still enough for a nice weekend getaway (tested).  The rear deck is clean and flat when the top is down.  Overall, the exterior is good looking with an aggressive stance.

Interior

The interior of this car is such a love-hate drama.  I love that it is functional.  I hate that is dated.  Let’s start with the functional part – with more then enough leg room, the interior is comfortable.  The seats are comfortable for everyday driving and the ergonomics are excellent, with switchgear in easy reach and everything laid out nicely.  The head up display is terrific day and night.  OK, I am done with the good – now the bad.  This interior has aged.  The plastics are fine but nothing to write home about. The optional leather wrapped dash and door panels do their best to kick things up a notch, and it is an improvement.  The electronics are another story.  The $1,750 optional navigation system is disc based, not the newer hard drive-based system used in many of the current General Motors cars.  You want to listen to your iPhone/iPod? Too bad, there is no USB port.

Want to use an auxiliary in? Nope not available.  You pretty much need a radio transmitter to play such advanced devices.  I realize that those things aren’t what this car is about….but come on, it is 2010!

I cannot decide if I am being too picky or unrealistic but I will say on a road trip down to Iowa I pretty much just settled for XM radio since I was not going to obviously listen to my iPhone.  I would like to note that for 2011 I have heard the Corvette will get both an auxiliary port and USB port.

Just want to warn you, the center tunnel seems to get nice and warm, which you will notice if you rest your leg against it.  Oh, and those comfy seats?  They are comfy, but in no way up for what this car is capable of on a track.

So while comfy for everyday driving and highway trips, the interior is overall just fine, but it is definitely aging.

Powertrain

It is truly amazing how quickly any negatives I just previously stated fade away once you push the start button.  The pushrod V-8 comes to life with a nice raspy burble.  The 6.2 liter LS3 V8 pushes 436 horsepower and 428 pound feet (with optional exhaust), while six-piston brake calipers up front clamp down on cross-drilled rotors.  The brakes shed speed off quickly.  That power was put down (you sitting down?) through a six-speed automatic transmission.  I will state that more Corvettes then you want to believe are actually sold with automatic transmissions.

A sad but true fact.  Do not worry too much because we have paddle shifters (that might be out of a Malibu).  I will say this, while I would personally never buy a Corvette with an automatic transmission, it behaved better then expected.  It did what I wanted it to do 95% of the time.  Still, I would skip that pesky $1,250 option.  One option I would not skip is the $1,195 for that optional exhaust.  Dual mode exhaust combined with a drop top is a combination for pure awesome.

The exhaust note is tame and deep when you mash the go pedal, until about 3,300 RPM and then the baffles open up and it sounds like the devil.  You can not help but grin like an idiot.  That is just it, while driving this car it hard not to smile.  By the way, how many cars with 436 hp do you know of that are rated at 15/25 mpg?  Try that in a Ferrari!  In the city I averaged 15.4 mpg with plenty of spirited driving.  On the highway trip down to Iowa I averaged 24.1 with the cruise control set at 77.  That is nothing short of impressive!

The current Corvette has been on the market since 2005.  That is over 5 model years, and we probably will not see the next Corvette (C7) until 2012 at the earliest (probably later then that).  The first question is, does the Corvette still compete on the same level as it used too?  It has certainly aged, yet it can still keep up with the best of them.

The base price is hard to argue with too,  though the Grand Sport model I was in had a sticker price of $75,740.  That is close to a brand new Z06.  Part of that problem was the $16,210 in options.  You could pare that down easily and still have a great performing car.  I would say without a doubt the Corvette Grand Sport optioned lightly might be a better value then the base Corvette in many regards.  So yes, it is all that and a slice of pie – just be careful on those options

Full Disclosure- The review vehicle was provided by General Motors

General Motors just announced the new Corvette build experience.  This is a program where customers can option to hand build an engine that will later find its way into their shiny new Corvette Z06 or ZR1.  The cost for the “do it yourself option” is $5,800.  These engines are hand built in the Wixom plant in Michigan.  Above is a time lapse video of a ZR1 engine being made.

Source- YouTube

Have you ever wondered what it would look like if General Motors made a Buick LaCrosse wagon?  Until now neither had I.  With that said, Nick Wilcox over at Automotive Renderings did wonder just that and decided to draw one out.  Taking inspiration from the LaCrosse and the Enclave, he put together this sketch.  Not too shabby.  Suddenly I would like to see a Buick LaCrosse wagon, that is, if GM could make it look this good.

Source- Automotive Renderings

I have read all the brochures and online materials, I have seen all the pictures – and the reality is none of that does the Fisker Karma justice.  I could sit here and list all of its specifications, but I won’t.  Mainly because that is not what this post is about.  Many of you have not had the opportunity (yet) to see the Fisker Karma in person.  When you do, you will remember it.  The lines and curves on this car are just gorgeous.

Lets back up a minute.  What the heck is a Fisker and what is the Karma?  Funny you should ask.  Fisker Automotive is a new car brand founded by Henrik Fisker, who is also the current CEO (funny how that works).  He was previously known for being the design director for Aston Martin and the president and CEO of BMW’s Designworks USA.  Maybe that does not mean much to you, but it equates to this: he is responsible for cars such as the BMW Z8 (one hot piece of metal), Aston Martin DB9 and the V8 Vantage (also both hot pieces of metal).  Needless to say, he has a sense of style when it comes to designing a car.

The Karma is the first car from Fisker Automotive.  With demo cars arriving at the end of the year, production should (if it stays on track) start in the very beginning of next year.  The car will be built overseas in Finland initially.  In fact, it will be built in the same factory as some Porsche’s and other vehicles.  In 2012 production will move to the Wilmington Assembly plant in Wilmington, Delaware.  This plant was recently purchased by Fisker from General Motors.  With the plant already up to date with tooling and a local trainable workforce, it is an ideal location.  The plant was previously producing the Saturn Sky, Pontiac Solstice and Opel GT.

One last thing before we get to the actual Karma –  If you have not seen pictures I will tell you that this the car is a saloon.  It will fit two sets of golf clubs in the trunk, but getting in and out of the rear seat isn’t exactly graceful.  Another car is coming in 2012 from Fisker, and it will be a more mainstream, higher volume vehicle.  Currently the project is code named Nina and it will be a midsize sedan.  I was informed it will be about the size of the BMW 5 Series, but with much more usable interior space (read really practical).  The Nina should come in somewhere around $45-48k.  Also coming sometime between the 2012 Nina and 2011 Karma is the Karma Sunset.  The Karma Sunset is essentially a convertible version of the Karma, featuring a retractable hard top.

Upon seeing the Karma in person, I really was stunned.  Yes, from the front it looks somewhat like the Joker from Batman.  It still looks great though.  Some of the design cues from the front translate to the rear and interior.  This gives the car an overall cohesive design.  Each rear fender has a “fuel” door.  On the passenger side is the gasoline, while on the driver side is the plug-in for the rechargeable lithium ion battery pack.  The front headlights feature LED running lights, while the rear tail lights are also LED.  The roof features a full length solar panel to help charge the car and provide cooling for the interior cabin while the car is parked.  I remember the early 2000′s Audi A8s had this as an option on their sunroof.  The wheels are 22 inches (!) and are made from a  lightweight alloy.  The brakes are the same Brembo setup used in the Cadillac CTS-V.  The door handles have a electronic push pad under each handle that you merely push and the door opens.  This is similar in concept to the Chevrolet Corvette and new Cadillac CTS Coupe.  As you can see in pictures, the exterior is just gorgeous.  Some might say breathtaking.  I do suppose some could say it is controversial but I am in the “it is definitely gorgeous camp.”

Ok, I can understand how someone might be mixed on the exterior of this car, but the interior is simply stunning.  This is a whole new take on luxury.  This interior feels so different from all the other luxury sedans out there.  When I think of high end luxury cars (we are not talking small volume cars like the Rolls Royce Phantom), I think of cars like the Audi A8, Lexus LS 460 and many others.  This car is completely different inside.  To be honest, when I got inside of the Karma I felt like I had just stepped inside one of the older Chris Craft boats.  With rich thick leather and real wood, the interior just felt so natural and polished, yet elegant.  Keep in mind this was a pre pre-production car.  The 10.2″ center touch screen, which controls most of the cars functions (A/C, Radio, etc) was stuck in a black loading screen (I’m guessing the software was not ready) and the car could not turn on, though the gauges were lit up and the windshield wipers worked (I checked).  Oh something to note, the engine in the Karma is being sourced from GM – though that is not the only thing.  I noticed both the turn signal/cruise control stalk and the windshield wiper control stalk were both parts bin GM.  In fact, I am 99% sure they are the very same stalks in the Cadillac STS.  Whether these are the exact stalks found in the production sedan is yet to be seen.  Also, the rear view mirror is GM sourced too.  The gear shift level (if you could call it that) has a button on the left that I assume starts the car due to it’s power symbol and the lack of any other power button on the console or near the steering wheel.  The right hand part of the gear shift level is actually a switch that gets flipped into different positions to select your gear (PRND).  Down the center of the interior is the battery pack, but it is packaged beautifully behind glass and leather.  The front seats are downright sporty, comfy and are terrific.  The rear is awkward to get in and out of, but once in the car, the seats are comfortable.  Leg room is acceptable but not amazing.  The roof line does cut into rear headroom.  Overall, the interior is stunning.

The power will come from a battery pack with a 50 mile range.  Beyond that 50 mile range, the 2.0 liter turbo range extender engine kicks in and produces 260 horsepower.  This motor is sourced from GM and is the same engine used in the Saturn Sky Redline and the Pontiac Solstice GXP.  The total range between the battery and the gasoline engine is 300 miles.  You can forget range anxiety –  this is a series hybrid just like the upcoming Chevrolet Volt.  That means the gas engine is in no way driving the wheels. Rather, the engine is connected to the battery which powers the two electric motors connected to the rear wheels.  We will get into all the technical stuff in another post some other time.

The cars sticker price before tax rebates is $89,000 and change.  I know there is a government tax rebate and certain states (I think Minnesota does) also has tax rebates on qualifying vehicles.  The dealership here, which is the one and only one for the state of Minnesota has pre-sold and took deposits for 3 Karmas.  I was told varying numbers for how many total cars the dealership has pre-sold, but the most common number I heard was 17.  Not bad at all.

So what are my final initial impressions?  Well, I can not wait to get my hands on a production model.  Considering I did not get to drive or start this one, and the infotainment system did not work, I cannot give a full impression post.  I can say it does not feel “kit car” in anyway.  The interior is just ridiculous (in an amazingly good way).  The exterior I love, but some will not.  This is for sure a legitimate automobile with a company that I frankly hope succeeds in many ways.  As for the Karma, I’ll see you soon!

Lets be frank, the last two generations of the Chevrolet Malibu were underwhelming to say the least.  That is actually probably being nice.  Were they transportation?  Sure, that does not mean that they would have been on my list of recommended cars.  That is all changed with this latest generation Malibu.  Chevrolet has taken this seriously and really wanted to show something with this car.  They wanted to show they could really build a good car.  This was one of the cars that started this new wave of good product.  So how good is it really?  Is this top of its class or back at the end of the line again?  Lets find out.

Exterior-

The exterior of this car is terrific.  I like the lines, the design, the greenhouse, the front, the rear, ok you are getting the picture.  I personally really like it.  I have heard some say the rear looks truncated and too short.  I like it.  The rear C-pillar is great.  The A-pillars are not ridiculously oversized like some of the newer General Motors cars.  The rear taillights on the LTZ model I had featured LED lighting and I personally think they are much better looking then the plain unit found on the lower trim models.  The headlights have a great design to them and the dual port Chevrolet grille works well on the front end.  The panel gaps are all ridiculously tight!  I do wish the four-cylinder model would get dual exhaust like the V6, especially in LTZ trim.  Overall the exterior is a win.

Interior-

Like the exterior the interior is sharp looking.  The particular Malibu I had was a loaded up LTZ model which featured a two-tone brown and cream color scheme.  The leather seats looked great and were supportive.  The fit and finish was terrific just like the exterior.  The top of the dash has soft touch material (lesser trim models do not feature soft touch material).  The wood is definitely fake.  The upgraded Bose branded sound system sounded fine but not mind blowing.  A USB port was on the head unit and connected to my iPhone quickly without an issue.  The front seat backs are scooped out to increase rear seat leg/knee room.  The automatic climate control is simple to use and the radio is the General Motors black tie unit.  Overall the interior looked nice but I know the materials fall slightly in the lower trim models.

Powertrain/Driving Dynamics-

The Malibu I was in was equipped with a 2.4 liter inline four pumping out 169 hp and 160 ft-lb to the front wheels.  This power is channeled through a six speed automatic transmission with no manual transmission as an option.  I wanted to note the base trim Malibu (LS) is equipped with a four speed automatic transmission while all over trim levels have the six speed.  The loaded Malibu LTZ I was in had paddle shifters.  I have to ask the question (you know you are thinking it) of why?  I have no real answer.  The four-cylinder model has electric power steering instead of a hydraulic set up.  I will say it never feels ridiculously over boosted at parking lot speeds and has decent on center feel on the highway.  Mileage is rated at 22/33 MPG, which are decent ratings though no longer class leading.  I came close on the city rating averaging 21.2 mpg but on the highway I could only eek out an average of 27.2 mpg.  It is worth noting that my highway average was cruising at 75 mph, which leads me to believe that if I was cruising at 65 mph I would have come closer to the rated 33 mpg average.

Ok now for some gripes.  First and foremost this car has a bad combination.  I know you are thinking what could it be.  It is simple; this is one of the heaviest and one of the least powerful cars out of its direct competitor set.  This is not a great combination to have.  This is most reflected in passing power on the highway.  Also you cannot—in any trim level or options package—get dual climate control.  The closest you will come to navigation is your iPhone or OnStar.  While such things did not matter as much a few years ago when this generation Malibu made its debut, it matters now.

Final Thoughts-

The original question was, is this car best in class or back at the end of the line again?  After a week with the car I can whole-heartedly say it is a good car.  With that said, it has flaws and that holds it back from being best in class.  That is not to say it is back at the end of the line again.  This is a good car.  Quite possibly the Malibu is the tightest screwed together car Chevrolet produces.  The panel gaps are insane, and the interior is good.  The car is showing its age as the competition has upped the ante in the powertrain, technology and feature department.  This Malibu is a good car, but the competition has stepped up their game and that is what keeps this car from being great.

Side Note-

I have seen the next generation Malibu that will be a 2012 model year vehicle.  It should go on sale hopefully in the summer of 2011.  It looks terrific. I do not know what powertrain will be used, but I can naturally assume some of my complaints with the current car will be remedied while keeping the quality I saw in this one.

Full Disclosure- The review vehicle was provided by General Motors

It was confirmed exclusively to the Detroit News by Toms Stephens, General Motors vice chairman of global design, that the Regal GS concept has been green lighted for production.  It will most likely come with a 2.0 liter turbo charged 4 cylinder putting out 255 hp and 295 lb-ft to all four wheels through the torque vectoring all wheel drive system by Haldex.  Thankfully we will probably get to manage that power with a proper six speed manual.  Sadly there is the possibility that the concept’s awesome Recaro seats will not make it to production.  Timing and volume were not given, though I would be bet we will see the GS sometime mid to late next year.

“Buick kind of lost its way.  We built big, floaty, quiet cars — what our customers wanted at the time.  The GS would be the next step, more performance-based,” Buick spokeswoman Dayna Hart said.

Source- The Detroit News

As I mentioned in my first review, the new Equinox is class leading, improving heavily over the original version.  When equipped with the four cylinder, the Equinox is a great vehicle.  The mileage is top of the pack in the 5-seat, SUV class and exclusive features are great, but the real question is how does the Equinox perform with a V6 engine?

The interior of the LTZ tester I had was two tone black and cream.  The leather seats were comfortable and looked terrific.  The dash was hard plastic but still looked good:  hard plastic is not out of place for this segment.  The center stack lit up at night in a cool blue but is never overpowering. The center console is able to swallow a fifteen inch laptop whole!  There is no question the interior is well designed.  One of the nice features was the back seat’s flexibility.  The back seat has the ability to slide back and forth like front seats to either create more legroom for  passengers or more cargo room in the rear.

The exterior has a strong character line that runs from the front fender to the rear.  The styling is round and a more conservative appearance than its brother, the GMC Terrain.  The headlights in the upper trim levels have projector low beams with fog lamps that put out a surprising amount of light on the road.  The exterior chrome accents on the bumpers, door handles, mirrors and luggage rail inserts all add to the great exterior looks.  The exaggerated fender flares are not aggressive and yet add to the Equinox’s stance.  The dual exhaust, only available on the V6 model, peeks out from the rear bumper with the dual chrome tips, adding the perfect finish to the rear end.

The Equinox I had was equipped with the optional V6 which costs $1,500 and puts out 264 hp and 222 ft-lb.  Combined with all wheel drive, the V6 model is rated at 17/24 mpg.  I averaged 17 in the city and 20 on the highway but I am sure it would beat the rated mpg on the highway if the cruise control was not set at 77 mph.  Both the four cylinder and the V6 models put the power out through a one choice six speed transmission with manual shift capabilities.  The transmission programming is inconsistent, sometimes pulling away from a stoplight, it would rev to 4000 rpm and then perform a lazy shift while pulling away. But then I observed at the next stoplight, while pulling away in the same manner, a quick shift occurred at 2500 rpm.  This inconsistency improved under hard acceleration and the transmission shifts quickly at redline, so, it was only under light or partial acceleration that the transmission and the shifts were slow and lazy.  Even when using the manual shift, the shifts were again lazy, reacting slowly and taking its time to make the change.

The LTZ model already has most optional equipment included as standard but the model I had was also equipped with 19″ chrome clad aluminum wheels for $900.  They looked good and finished off the exterior chrome accents well.  The total sticker price on the model I had was $32,940 and had everything other then optional rear seat entertainment.

The new Equinox is selling as fast as GM can produce them and is class leading in many respects.  The V6 provides more low end torque which means less revving of the engine to get underway although you do take a hit in the fuel mileage numbers when opting for the V6.  The real story with the Equinox is the four cylinder engine, without a question.  Some of the competition’s V6 options offer slightly better fuel economy numbers than the V6 in the Equinox but that does not change the fact that the overall package is very competitive.  Overall, I would be torn with which engine to choose if I was purchasing an Equinox although I would suggest test driving both. It really comes down to what is important; extra power, especially in the low revs, or overall fuel economy.  One thing is for sure: this new Equinox is quite an upgrade.  Now if only the transmission programming was as great as the rest of the vehicle.

Full Disclosure- The review vehicle was provided by General Motors

OnStar's command center welcomes us

OnStar is a telematics service offered on GM vehicles.  OnStar offers a wide range of services; everything from emergency and security, vehicle diagnostics, hands free calling and turn-by-turn navigation.  I personally think the concept behind what OnStar offers is terrific.  It is a peace of mind thing.  Knowing that when you lock your keys in the car a simple phone call can get the car unlocked.  The biggest peace of mind is the crash response.  If you get into an accident, sensors will alert the OnStar team and they will call your car to check on you.  They will then send emergency services and report your location.  The system can even tell which airbags have deployed and, to a certain extent, the type of crash you were in.  The best part is they can talk to you, I can only imagine how much better it is to have someone trying to calm you down and “be there” with you.

Map Showing Button Presses in 24 Hours

Now lets talk cost.  I will admit the 18.95 per month for the safe and sound package is not the most expensive thing in the world.  In fact, for what it offers it is damn near a value.  Even the directions and connections package for $28.95 per month is not ridiculously over priced.  The thing that really kicks you in the teeth is the hands free calling.  With Bluetooth now available on so many GM models, the hands free calling is just down right silly.  You pay for a “bucket” of minutes and then reload when you have used them all, a pricing concept similar to pre-paid cellular service.

Wall of OnStar Patents

In the end some of OnStars features are definitely of value.  The safe and sound package is something that could save someone’s life.  When you are in an accident your cell phone usually will go flying, not to mention the peace of mind.  I do like that.  The features of direction and connections package can easily be accessed via a smartphone such as an iPhone, Blackberry, external GPS systems (Tom Tom, Garmin, etc) or even the factory GPS systems, which are now pretty good.  With features on board these devices, finding a restaurant, gas station, or any destination is easy and quick.  Not to mention those services are free since they are included with your phone.

In the end it all comes down to what you are willing to pay for.  That safe & sound package is $199 a year when you tally it up.  The directions and connections package is $299 a year.  I personally think hands free talking in the car is a safety issue; so much so that I feel Bluetooth-based hands free systems should be in all vehicles.  With that said, OnStar does offer some features that others cannot match, but like everything, it comes with a price.  The bottom line, I love the features and the concept behind OnStar, just not a huge fan of the price tag.  The fact remains; other devices in your life will and could suffice to a certain degree.  It all comes down to what you need and how much that peace of mind worth to you.

Inside the OnStar Command Center (aka- The Bat Cave)

Full Disclosure- I took the pictures inside the OnStar Command Center during a private tour arranged by Adam Barrera when I was at NAIAS, which General Motors paid for my travel and accommodations.

Let’s be frank: I personally never felt Chevrolet had a great minivan. The Venture was ho-hum at best and the Uplander was a train wreck. In theory you are supposed to keep going until you get it right and I am all for that, but at some point, you need to cut your losses and refocus on something else. General Motors has done that exactly with the Lambda platform based CUVs and left the minivan behind.

The Chevrolet Traverse is the latest (and last to the market) of General Motor’s large CUVs. This is no small vehicle and, in fact, is pretty much the size of a Tahoe. The thing is, while it is almost as big as the Tahoe, it drives and rides completely differently. The ride is much more like a car-based vehicle and the reason for that is the unibody design and construction of the vehicle. The Tahoe is a body on frame design. The Traverse is an older truck style vehicle.

The sister vehicles to the Traverse are the Buick Enclave, GMC Acadia and the now dead Saturn Outlook. The Traverse launched with an upgraded motor from these other vehicles; a 3.6 liter V6 featuring direct injection technology. This engine puts out 281 hp and 266 ft-lb (288 hp in LTZ trim). The direct injection gave the engine both more power while maintaining acceptable fuel economy. The power is routed through the front wheels with all wheel drive as an option. The six speed automatic transmission does have manual shifting abilities via a rocker switch on the gear selector. The engine is rated at 17/24 in front wheel drive form, which is a decent rating for a vehicle of this size. I managed to average 17.6 mpg in mixed driving, although my city driving has lot of stop and go while going into work and really does kill the gas mileage. In the beginning of the week, when it was straight to work in downtown, I was averaging a mere 15.4 mpg. Once I started driving on the highways a more, my mileage crept up above 17 mpg.

I have driven a lambda based vehicle before but it is has been a while. Upon entering the Traverse, I looked in my rear view mirror and remembered just how big this vehicle is. Site lines are good with decent sized mirrors. Those mirrors each feature a refracted lens for your blind spot. Driving this big CUV was a pleasant experience. The steering was not overly light but more is more car-like than big SUV. The power is more than enough to overpower the front wheels on numerous occasions. Slamming the gas pedal will result in the tires trying to grip the pavement, but the traction control quickly kicks in.

The interior is styled very nicely. With a large amount of space to work with, the designers definitely tried their best to sculpt the materials to prevent the look of vast expanses of plastic and it is job well done for the most part. The dash has nice lines and fits well with the current Chevrolet styling theme. The interior was a very dark place with everything being dark charcoal (pretty close to black) and no sunroof option on this vehicle. The seats are wide and somewhat flat and, without question, these are seats made for Americans. I liked the front seatback design which is unique and looks nice. The second row tumbles forward to allow entrance to the third row which is not a place an adult will want to spend time, although a child will be comfortable and it folds flat at the pull of a handle. Another sign that this vehicle is made for Americans is the cup holders because they are literally everywhere.

The styling of the exterior is very conservative. The sides are very plain and almost slab sided. Upon looking further, you will notice a slight character line towards the bottom of the doors and one near the door handles. These are by no means strong lines, but rather soft. The lines all integrate with each other quite well, flowing from one panel to the next with no break. The front is the sharpest part of the vehicle. The dual port grille and the headlights show similarity to the rest of the new Chevrolet vehicles, while still being distinctly different. The overall exterior will not offend anyone and is by far the most conservative of the three other Lambda vehicles.

The Traverse I had was a 1LT with a sticker price of $31,745. The trailoring package, which included a heavy duty cooling system and trailer hitch, cost $525. The rear view camera system is a $450 option was done the right way, in my opinion. With no navigation optioned on this vehicle, the screen was integrated into the rear view mirror; very easy to use and convenient. The total sticker price after destination and options rang to $33,495, and while this is not cheap, it is competitive for its class.

The entire week I had the Traverse, I felt like I should be heading to the soccer field to pick up the kids. While the vehicle has more then enough power to get up and go, it is by no means sporty and that is not its intentions. The vehicle is a family hauler, designed and engineered to deliver the kids to soccer practice and make trips to Costco.

The competition is stiff in this segment and the Traverse is here for the fight. Naturally, the big blue oval is a competitor in the Ford Flex but actually, the Flex and the Traverse are completely different vehicles. I can not imagine someone that wants a Flex will even give the Traverse a second thought and vice versa.

In commercials, Chevrolet compares the Traverse to the Honda Pilot and, while both sport three rows of seating, the Traverse is the larger vehicle. Without a doubt, the Traverse is a highly competitive entry into a cut-throat segment and the vehicle I had at just over $33k is a decent alternative if you do not want a minivan. Chevrolet buyers finally have a vehicle that is not a minivan but can haul the family while achieving acceptable fuel economy

Full Disclosure- The review vehicle was provided by General Motors

The Corvette ZR1 is one of those cars that just screams “America can do it”.  America can build a world quality sports car.  Yes, you read that correctly.  America can build a car that competes with and can beat Ferrari’s, Lamborghini’s and more.  While in development, the ZR1 was code named the Blue Devil with the reasoning behind that the current CEO at the time, Rick Wagoner, went to Duke and the mascot is the Blue Devil.

Let’s start with the specs.  The hand built, supercharged LS9 V8 pumps out 638 hp and 604 ft-lb going to the rear wheels.  The power is put down through a Tremec six-speed manual.  The power goes to the rear wheels via two half shafts which are each different diameters to minimize wheel hop under hard launches.  The driver’s side half shaft is larger to offset the weight of the battery being on the passenger’s side in the rear.  Ride control features Delphi’s Magnetic Selective Ride Control system.  The shocks in this set up provide real time dampening and change instantly with road conditions.  There is a sport and touring mode which is controlled by a round knob on the center console.  To save weight, the frame of the ZR1 is aluminum and many body panels including the fenders, roof, hood, front splitter and rocker extensions are all made of carbon fiber.  The hood has a polycarbonate window that allows visibility of the intercooler and the polycarbonate window is visible on the hood while driving.

Driving the ZR1 is both surreal and yet also familiar.  The experience is familiar in the sense that everything feels like a normal Corvette.  The interior is, for the most part, the same.  The seats have ZR1 embroidered on the headrests but other then that, they are stock.  The seats are comfortable, just like any other Corvette, but this is not just any Corvette.  The ZR1 is capable of 1.1 g’s of force and these stock seats are fine for the road but on a track, more bolstering is needed.  The recaros from the CTS-V would be terrific, but unfortunately they will not fit in the current C6 interior.

The clutch is light and easy to modulate.  The supercharger whine is noticeable whenever you are on the gas, more than when just cruising.  The gauge cluster is stock Corvette other than a boost gauge and the 200 mph speedometer with ZR1 screen printed on it.

As I mentioned the experience is surreal as it is familiar.  The experience is surreal in the sense that the car just launches like a rocket with 0-60 coming in 3.3 seconds under ideal conditions.  You can hit 66 mph in first gear.  Bringing you back to reality are the brakes which are carbon ceramic rotors originally developed for the Ferrari Enzo and FXX.  Driving is difficult to explain.  The speed builds fast yet the car always feels planted.  Wind noise is surprisingly in check.  The steering is easy and not over boosted and yet, is lighter then some of the competitors.  The dual mode exhaust opens the butterfly valves above 3000 rpm’s and then it just sounds like a symphony. The redline comes quickly under acceleration, reaching the maximum 6800 rpm with 10.5 psi of boost. The ZR1 is the every day super car because the suspension does not beat you up on city streets and highway expansion joints.

The interesting thing about driving a ZR1 on the street is the way people react. You could almost venture that it is a sleeper car in some ways because Corvettes are commonplace.  They are not as uncommon as Ferrari and Lamborghini (depending on where you live) and when you are on the road, most people do not even notice the car.  In fact, the only time the car was noticed was under hard acceleration when the dual mode exhaust opened up and the exhaust turned devilish.  When cruising next to any other car, it never received a second glance.  If you are looking for some serious attention from what you drive, you will either have tell everyone how much power this thing really has, or shop elsewhere.

The Carbon Fiber Roof Panel

The ZR1 I drove was loaded with the $10,000 premium package which includes the leather wrapped dash, heated seats, memory seats, navigation, Bluetooth, premium Bose sound system and much more.  Also optioned on this particular ZR1 was the chrome wheel package.  You do get slapped with a $1,300 gas guzzler tax on all ZR1′s.  All said and done, the total sticker price came to $121,465.00 which is a lot of money for a Corvette, though this is not just any Corvette.

The ZR1 is a testament that General Motors really can build a world class super car.  Taking on the world’s best, both on the road and the track, for a fraction of the price.  The value proposition is insane.  When looking at the competition, the ZR1 falls short in the interior but this car is all about the powertrain and, more specifically, that supercharged LS9 with an intoxicating exhaust note that is like music to your ears.  The question comes down to if would you buy this over the competition.  An Audi R8 starts at $114,200, is not as fast and while having a distinct look and a much nicer interior along with that premium brand name, has less power.  When looking at the competition, you have to ask yourself what is most important: the best bang for your buck and one of the fastest cars on the road or a brand name that costs more and delivers less. If more power for less money sounds better then you should really take a look at the ZR1.

Full Disclosure- Vehicle was provided for a first drive by Classic Chevrolet