Electric powertrains are by no means new to the automobile industry because Toyota had invented the gasoline electric hybrid back in 1997. And although their functionality has been undoubtedly successful, a new investigation has popped up involving electric powertrains, more specifically with their battery packs.

This new investigation pops up after a Chevrolet Volt battery caught fire three weeks after a side-impact test at the National Highway Traffic Safety Administration’s testing center in Wisconsin. The fire engulfed the car and others surrounding it.

You may be thinking, well, what could’ve caused that and how come it hasn’t happened to other cars such as the Toyota Prius? Well, for starters, the Toyota’s hybrid powertrains have been utilizing a nickel-metal battery. The Chevrolet Volt on the other hand uses a lithium ion battery. That said, the Volt’s incident has forced a team of investigators from the NHTSA to conduct a private and thorough investigation of lithium battery packs in the application of automobiles, which means the Nissan LEAF will too be scrutinized.

“As manufacturers continue to develop vehicles of any kind — electric, gasoline, or diesel — it is critical that they take the necessary steps to ensure the safety of drivers and first responders both during and after a crash,” said the NHTSA in a statement.

However, interestingly enough, the Volt incident wasn’t isolated to the safety crash testing at the NHTSA center as there was another report of a Volt catching fire in a residential garage in Mooresville, NC while charging. A team of NHTSA investigators were sent to look into the cause. However, although these incidents occurred, the NHTSA doesn’t think there’s a greater risk with lithium-ion powered electric vehicles because relatively speaking, there’s an inherent danger with any automobile because of the volatility of their propellants.

“Based on the available data, NHTSA does not believe the Volt or other electric vehicles are at a greater risk of fire than gasoline-powered vehicles. In fact, all vehicles — both electric and gasoline-powered — have some risk of fire in the event of a serious crash.”

GM’s Statement to NHTSA Investigation:

The following statement can be attributed Jim Federico, General Motors chief engineer for electric vehicles:

“First and foremost, I want to make this very clear: the Volt is a safe car.  We are working cooperatively with NHTSA as it completes its investigation.  However, NHTSA has stated that based on available data, there’s no greater risk of fire with a Volt than a traditional gasoline-powered car.

“Safety protocols for electric vehicles are clearly an industry concern. At GM, we have safety protocols to depower the battery of an electric vehicle after a significant crash.

“We are working with other vehicle manufacturers, first responders, tow truck operators, and salvage associations with the goal of implementing industry-wide protocols.”

Source: Automotive News

The Chevrolet Cruze, which will go on sale in the United States later this month, is already a pretty huge success in other parts of the world. General Motors will now be expanding the Cruze lineup with a new 5-door hatchback variant that will go on sale across Europe in mid-2011, followed by other global markets.

“Hatchbacks play a critical role in many markets. For instance, the total compact segment in Europe represents around 4.8 million units which is over a quarter of the total market, with hatchbacks representing around 65% of that volume,” Brannon said. “We therefore expect to see increased business in a number of regions.”

GM says that the Cruze hatchback “will not be offered in the U.S. market.” We’re really hoping they change their minds and we encourage you to comment in the comments section after the jump if you want the Cruze hatchback to come to the United States.

Source: egmCarTech

A total of 8 next-generation Chevrolet Camaro Convertibles were spotted outside GM’s Holden plant in Fisherman’s Bend, Australia. All, but one, had a silver exterior with a tan roof – which is a very awkward combination so we’re hoping that they are just prototypes.

As previously confirmed, the next-generation Chevrolet Camaro Convertible will debut in the second-quarter of 2011. We expect pricing to be a couple thousand over its coupe sibling – but still competitive in the muscle car market.

Source Egmcartech

German-American automotive collaborations can go well, or they can go wrong. On the one hand you’ve got the Chrysler Crossfire, while on the opposite side stands GeigerCars.de, the German tuning house devoted to modifying American muscle, from the Ford GT and Corvette Z06 to the Hummer H2 and Ford F650 Super Duty. Okay, so sometimes Geiger goes a bit off the deep end with their aesthetic modifications, but we’re willing to give them the benefit of the doubt here. After all, with Chevy’s new pony car on the market, we couldn’t expect them to keep their hands off it, now could we?

Geiger has taken the top-shelf Camaro SS and bolted a supercharger and custom exhaust to its 6.2-liter V8 to bring output up from the impressive standard 432 horsepower to a bonkers 568, and torque swells along with it from 420 pound-feet to 590.

To go with the added power and twist, Geiger has fitted 22-inch alloys to replace the stock 20-inchers (you know, just in case they weren’t big enough already), housing 380mm brake discs with six pistons up front and 355mm discs with four pistons in the back. Heck, they’ve even mounted coilovers and adjustable anti-roll bars.

Geiger claims its modifications bring the Camaro’s top speed up to an Autobahn-crunching 195 mph, and may just be enough to best that Texan group’s twin-turbo V6 Camaro in their bid to outpace the Nissan GT-R at the ‘Ring. After all, nobody knows the Green Hell like the Germans themselves, and a bit of American muscle certainly couldn’t hurt. Follow the jump for the press release and check out the images in our high-res gallery below.

PRESS RELEASE Chevrolet Camaro SS Compressor
Camaro 2010 – the legend lives on
The trio is complete. After the Ford Mustang and the Dodge Challenger, Chevrolet perfects the revival of the legendary pony cars with the new Camaro. From 1966 to 2002 Chevrolet manufactured four generations of the Camaro. First series models that are in very good condition are prized collectors items. When the US manufacturer unveiled the concept model of a totally new Camaro at the Detroit Motor Show in 2005, the public response was so outstanding that the series production of a fifth generation of the four-seater coupé was decided and with that, the remake of an American legend. The new vehicle no longer has anything in common with the often unpopular fourth generation car. In fact, the designers have combined retro elements and modern shapes, designed an aggressive front end, a bulky rear as well as stylish sides and roof – an unmistakable homage to the muscle cars of the sixties and seventies. In the last few days, one of the first new Camaros arrived by plane from across the Pond and rolled from the airport right into the GeigerCars.de showroom in Munich. As of now, you can not only marvel at the four-seater coupé, you can also order one there… The Camaro LS and LT models are already fitted with a superior 308 horsepower 3.6 litre V6 engine. The modern light metal engine generates 5200 revolutions per minute, an impressive 370 newton metres. The design of the SS (SuperSport) model engaged V8 with a superior 6.2 cylinder capacity is even more notably defined. This is available in two variations which perform up to 432 HP and send a maximum torque of 569 newton metres towards the powertrain. On the subject of the powertrain: the six and eight cylinder engines can be combined with both a six-speed manual transmission and six-speed automatic transmission. Needless to say, the Camaro is equipped with rear wheel drive. The chassis is modern: Chevrolet has installed a Multi-Link strut front suspension and an independent rear suspension. There are adjustable coil springs, gas-assisted shock absorbers and an anti-roll bar fitted on both front and rear. All round ventilated anti-lock disc brakes are standard in all Camaro models. Chevrolet equips the V8 models with factory-provided four- piston Brembo brakes which measure 355×32mm and 365×28mm. The Super Sport models separate themselves from the rest by their colour coded finished bumpers, special front grille, low rear spoiler with diffuser, air scoop and air ducts for cooling the brakes. The mandatory rear spoiler is also available for the LT models at an additional cost. The SS coupés run on 8×20 and 9×20 inch light metal wheels and 245/45R20 front tyres and 275/40R2 rear tyres as standard. However, Karl Geiger would not be the man he is if he could not already provide an extensive tuning programme for the new Camaro. The house specialty is the famously sophisticated compressor reconstruction. With a mechanical compressor, Geiger pushes the engine power of the Camaro SS to a roaring 568 HP. At 4100 rpm, the maximum torque is 799N m. The hot flue gas stream leaves the combustion chamber via a fan-type elbow with sport catalysts and roars through the stainless steel Geiger manufactured sport exhaust system. A two plate sport clutch is responsible for the traction with the transmission. After the reduction of the end gear ratio, the Geiger Camaro reaches an impressive 314km/hr and even shows up the Porsche 911 GT3. In order to have this power totally under control, GeigerCars.de have not only installed coilovers and adjustable sports anti-roll bars on front and rear axels but also a strong braking system. At the front there are six piston saddles with grooved 380mm plates and four piston saddles on 355mm (grooved) brake discs operate the drive shaft. The 10×22 inch light metal frames are real gems which the Munich firm embrace with 265/30 and 295/25 tyres.

Source Autoblog

Going into the 2010 model year, the Corvette lineup is growing to four models with the revival of the Grand Sport nameplate that slots in between the base and Z06 models. This is the third iteration of the Grand Sport, the first being a run of just five race-ready cars built by original Vette chief engineer Zora Arkus Duntov. The second batch was a run of 1,000 cars built in 1996 to close out the C4 generation. This time around, the Grand Sport is a regular production model and General Motors promises to make as many examples as customers demand.

The first customer bound production examples should be arriving at dealers this week, and the Corvette crew invited Autoblog out to the Milford Proving Ground for a tasting session. Thankfully, when Corvettes and Milford mix, that usually means a visit to the Milford Road Course (MRC), better known as the “Lutz ‘Ring.” MRC was completed five years ago at the south end of the company’s proving grounds and as you might imagine, it’s a suitably wonderful place to evaluate Corvettes. We spent the better part of an hour thrashing the Grand Sport around the MRC and came away impressed with this middle child. Read all about it after the jump.

The Grand Sport borrows from its big brother, the Z06, to offer Vette drivers something a bit less hardcore but with similar visual appeal. The front fascia with the center mounted scoop and wider rear fenders are common to the Z06. The front fenders, however, get a new side scoop design unique to the GS with a chrome badge along the top edge. Unlike the Z06, the GS retains the standard steel frame of the base model, meaning it is available in both removable roof coupe and retractable roof convertible bodystyles.

Filling up those wider wheel wells are the same size Goodyear Eagle F1s fitted to the Z06 – 275/35ZR18 in front and 325/30ZR19 at the back. However, the GS gets a unique five spoke wheel design to show off bigger brakes also borrowed from the Z06. The alloys are available in the usual silver and chrome finishes, but the real winner is probably the Competition Gray, especially when contrasted against the white or silver body colors.

GS buyers who fondly remember the 1996 edition will also be able to get the Heritage package that includes a pair of contrasting fender top hash marks in either white, red, gray or silver. Unlike the last version that only got the stripes on the drivers side, the new model sports the markings on both flanks. Heritage pack buyers also get two-tone leather seats with the Grand Sport logo embroidered on the head rest, which is a deal at just $1,195.

For those more interested in functional upgrades, the big news comes with the manual transmission coupe. The GS retains the LS3 engine designation for its 430-horsepower 6.2-liter V8, but three-pedal coupes get the dry sump used on the LS7 (Z06) and LS9 (ZR1). When the lateral Gs start to really build as they do on the MRC, this system really helps to ensure that all of the engine’s moving bits in the engine stay well lubricated. Aside from the cast aluminum pan and the reservoir, the only other internal changes are to the front of the crankshaft and the inclusion of a wider two-stage gerotor oil pump, which is needed to scavenge the pan and then pump oil back from the reservoir. The dry-sump LS3 for the GS will henceforth be hand-built on the same line at the GM Performance Center in Wixom, MI that builds the LS7, LS9 and LSA for the Cadillac CTS-V.

The GS also gets the bigger brake package from the Z06 consisting of cross-drilled rotors all around spanning 14 inches in front and 13.4 inches in the rear. The front discs are squeezed by massive six-pot calipers while the rears get four-piston units. Shift-it-yourself GS manuals also get shorter gearing that helps cut about two-tenths off their 0-60 mph times, bringing the stopwatch to a halt in about 3.95 ticks. Given that some 70% of all Corvettes are sold with automatic transmission, it warms our hearts to see the three-pedal Vettes get upgrades that those other folks miss out on.

The last of those improvements and one that actually applies to all Corvette models with a clutch pedal is launch control. We’ll describe our experience with launch control separately, but suffice it say that Corvette chief engineer Tadge Juechter emphasized the fact that using the new launch control system “WILL NOT VOID YOUR WARRANTY” – unlike a certain Japanese sports car.

After getting the lowdown on the Grand Sport, it was time to drive. The MRC is a three-mile long, 17-turn road course where, according to test driver and track designer Jim Mero, 97% of every lap is spent under lateral acceleration. To keep things under control, GM had us come into the pits every lap so they could set up a cone chicane on the back straight. The course is designed as an engineering test facility rather than a racetrack and includes two off-camber turns, increasing and decreasing radius turns and even two “jumps” to unload the suspension.

The complaints about the Corvette’s interior are well known and don’t really need to be re-hashed – but hash away we will. In general, the layout of the controls is fine and the relative position of everything works well. The problem is the materials that, especially in base form, come off as decidedly cheap looking and feeling for a $50,000 car. Compared to a Lexus or Audi of the same price point, the Corvette doesn’t stand up. However, it must be remembered that this is not a mid-level luxury sedan, but rather a giant among sports cars. When compared to cars of like performance, the Vette remains an outright bargain. Clearly GM had a budget and a price point to work with and the engineers and designers decided to put the money where it counts first for a sports car. Despite our complaints, it’s no Aveo inside, so for the most part we’ll give the interior a pass.

The reason we say “for the most part” is the seats. Simply put, they are the one functional aspect of this car that is unacceptable. For a vehicle with the ability to sustain 1 g cornering loads, the bolsters are just not up to the job. We asked Tadge Jeuchter why they don’t offer the wonderful Recaros from the CTS-V as an option and it turns out that they simply don’t fit. The structural center tunnel doesn’t leave enough room for any current off-the-shelf performance seat to fit in the C6 and fixed race seats are out of the question for a production car. Presumably, now that we know a C7 will be coming in just three years, this “little” problem will be addressed.

Once we got all settled in and adjusted so that our helmets cleared the roof, it was time to fire up the LS3. Certainly, compared to a ZR1, the LS3’s mere 430 hp and 424 lb-ft of torque might not seem all that impressive. But looking at what else is out there, the GS pretty much matches the twice as expensive Porsche 911 GT3 in performance and most specs, ensuring that it has nothing to be ashamed of. The more modest torque curve means the GS doesn’t need a dual plate clutch, but the effort to release the left-most pedal is still relatively light. Take-up is fairly progressive and smooth launches are easy even without engaging the launch control. Operating a Corvette in stop-and-go traffic is generally not a problem, as this is not a car that requires excess slippage of the clutch or a lot of revs to get moving.

The only other car we have driven on the MRC is the ZR1, and that was a year ago. Right off the line coming out the pits and aiming for turn one, the maximum speed we were able to hit before braking is several miles per hour slower than the supercharged supercar. That said, this is still one seriously fast automobile and there’s just nothing like the sound of a big American V8 at wide-open throttle. Slowing into turn one, the brakes offered plenty of assurance they were up to the task of dissipating this much kinetic energy, with a firm pedal and precise modulation ability.

The challenges start right from the first turn at MRC as the radius gradually tightens before heading into a drop away left-right combination. The GS makes its massive grip easy to use, even for a someone with limited track experience. Unlike the Z06, which has often been accused of having very abrupt and twitchy breakaway behavior, the Grand Sport does more of a tiptoe over the edge of adhesion. It’s easy to feel the back end slide if you give it gas a bit too early coming out of a turn, and backing off brings the tail right in line. If you stay in it, the stability control will eventually nudge the car back into position. Fortunately, the Corvette engineers have worked with Bosch engineers to make sure the stability control allows enough slip even in normal mode to have plenty of fun before it intruding, and even then it doesn’t beat you over the head with its heavy-handedness.

The six-speed gearbox in the Vette isn’t the slickest unit on the planet, but it gets the job done as long as you don’t try to force it. Third gear in particular on the car we drove seemed hesitant to engage if pushed too fast. The steering feel, on the other hand, was superb and gave a precise accounting of the forces building and diminishing at the front wheels as the car changed direction. The Corvette is generally a very well balanced sports car that allows amateur drivers to approach its outrageously high limits without biting them if they make a mistake. But even more experienced drivers can switch the stability control to Competitive mode or even turn it off entirely to truly test their car handling skills.

Corvette buyers who want that extra bit of juice that the Grand Sport offers can get the coupe starting at $55,720 with the convertible going for $59,530. That’s only about $6,000 more than the base car and nearly $20,000 less than the Z06. This may be one of the best performance bargains on the road even if its seats do suck. Zora would be proud.

Source  Autoblog

If you like Corvettes, this is going to make you smile. Fresh out of bankruptcy court, General Motors announced its two-year product plans for Chevy, Caddy, Buick and GMC. Included are go codes for the new C7 Corvette. The plan is to introduce the C7 in April of 2012 as a 2013 model — a big improvement over the old plan to not reinvent the Corvette until 2014.

Let’s just state this up front — almost nothing at all is known about the new Corvette. It appears as if plans for a mid-engine Corvette have been put aside. Like all Corvettes before it, the C7 will feature an engine up front driving the wheels out back. Other than that…

The rumors are that the C7 will be smaller and lighter than the current welterweight C6. There’s talk of using more advanced materials like carbon fiber, aluminum and magnesium as well as smaller engines. Calm down, calm down — as the ZR1 showed us, less displacement doesn’t always mean less power. Especially when a positive-displacement Roots-type supercharger’s in the mix. There’s chatter that the C7’s design might be based on the Stingray Concept from the 2009 Chicago Auto Show, but we’re hoping it’s not. More details as they become available.

Source Autoblog

We’re pretty sure you remember the SV 9 Competizione C6 (it left a lasting impression on us) that made its debut last month. Either way, we were really disappointed that SV Motor Company released only a couple of computer rendered images of the all-American Corvette C6 with a touch of Italian design.

Well, today we bring you a bunch of new images of the SV 9 Competizione Corvette C6, giving you a better look at SV’s latest creation in ‘real life.’

SV will produce 1,000 units of the 9 Competizione with prices starting at $99,995.

Source Egmcartech

What you’re looking at here is Chevrolet Agile that will make its debut in the last quarter of 2009 for the South American market.

“The Agile goes beyond a traditional hatchback. Our task was to conduct a vehicle for a demanding client. Great design, interior space and a crossover, ie a car transpired versatility to attract customers from a different urban public or to a surfer who loves the countryside, “said Carlos Barba, General Director of GM Design Mercosur.

The Agile also provides us our first look at the 2011 Chevrolet Aveo, which will be built for the global market on the Gamma II-based platform as a competitor to the Ford Fiesta. Production is expected to take place  at GM’s Lake Orion, Michigan.

Source Egmcartech

SV Motor Company is putting the finishing touches on a new project known as the SV 9 Competizione. Ready to make its debut in the coming days, here is your first look at an all-American Corvette C6 with an Italian styled exterior and interior.

The new Italian-styled body is made of lightweight carbon fiber, helping with a weight reduction of 132 pounds to 3,085 lbs – providing a 50/50 front to rear weight distribution. Power comes from the Corvette’s LS3 that has been retuned to produce a total of 450-hp with a maximum torque of 445 lb-ft. 0 to 60 mph comes in just 4 seconds and a 12.0 in the quarter mile run. Performance has been enhanced by an upgraded braking system and suspension.

SV Motor Company is offering the 9 Competizione with 25 different exterior colors, four wheels choices and five interior trim choices.

Production of the SV 9 Competizione will be limited to 1,000 units with prices starting at $99,995.

Source Egmcartech

Mr Castriota showed his latest creation at the Shanghai auto show earlier this month. Teaser images have been appearing on the company’s Web site and will track the car on the show circuit.

Mr. Castriota chose the Corvette for the Mantide as an intentional gesture of support for General Motors in its time of crisis, although Bertone’s financial hopes are more closely tied to working for the Chinese industry than the American one. The Mantide’s price tag? Just shy of $2 million.

Source: NY Times

The A6 Coupe, by Chinese automaker Chery, was spotted testing near the Lotus corporate headquarters in Norfolk, England. This spy shot confirms that there is a definite plan to enter the European market.

As reported by Autoblog:

Chery, the Chinese automaker with a sweet-sounding name, is serious about entering the European market as quickly as possible.

Proof of such can be seen in the A6 Coupe (we’re sure Audi’s lawyers are keeping tabs on this one too), which has recently been spotted testing near Lotus’ corporate headquarters in Norfolk, England. Might the Chinese upstart be getting some much needed know-how from the British brand that’s known for its excellent chassis tuning? Seems likely.

Chery also received help on the A6’s styling from none other than classic Italian styling house Bertone, and it’s a pretty good looker in its two-door hatchback configuration. Future versions are said to include a sedan, a two-door shooting brake-style wagon and possibly a hardtop convertible. Power will come from either a 2.0-liter turbocharged four cylinder or a naturally aspirated 3.0-liter V6, both of which have reportedly been certified for sale in the U.K.

Source Autoblog

Although the evidence is circumstantial and there was tea leave-reading involved, it may be true that General Motors will unveil a new Chevrolet Volt range-extending hybrid powertrain Cadillac model at the Detroit Auto Show.

Rumors of a Caddy-badged Volt have been circulated since earlier this year, with Bob Lutz and other GM execs hinting at the possibility of new hybrid model joining the Cadillac line-up. Lutz told reports back in September that “there’s definitely room” for an eco-conscious Caddy and that “there’s going to have to be some kind of dramatic environmental statement” from GM’s luxury brand. So what form could it take?

Opel and Vauxhall versions of the Volt are already planned, but a Cadillac variant would likely be a small- to mid-size crossover. Just such a vehicle is slated to arrive in the second quarter of 2009 – the next generation SRX — inspired by the Provoq concept unveiled earlier this year. While the Volt is supposed to carry a price tag of around $40,000, the range-extended, plug-in hybrid CUV from Cadillac would be priced significantly higher, and that could help GM recoup some of the costs associated with the Volt’s advanced drivetrain development. We’ll know for sure in a few weeks time.

Source Autoblog

Autoweek received news from multiple sources that GM is putting the production plans for a C7 Corvette on hold indefinitely. According to multiple unnamed sources speaking with Autoweek, General Motors has put its plans for a C7 Corvette on “indefinite hold, with no official or set timetable.” That’s a pretty broad admission, but not entirely surprising considering the financial issues plaguing GM, the rest of the domestics and the world as a whole.

Originally it was thought that the current C6 Corvette would undergo significant upgrades over the course of the next five years, with the C7 coming to market in 2014. That timeframe doesn’t appear to hold water anymore, and Autoweek maintains that GM’s leadership doesn’t have a clear plan for what the future holds for the ‘Vette, not to mention the rest of the General’s lineup.

However, Corvette vehicle-line executive Tom Wallace assured the weekly pub that the halo coupe isn’t going anywhere. “We’re still working on future Corvettes,” Wallace said, and “there are changes, some neat stuff, coming for 2010 that I can’t talk about yet.” Wallace went on to say that the 2010 model wouldn’t be considered an all-new car and that the 35-mpg CAFE standards for 2020 are having an effect on future drivetrains specs of the next Corvette.

Source: autoblog

The upcmoing concept car, Chevy Orlando, is scheduled for a worldwide debut at next week’s Paris Motor Show. The Orlando is based on the same platform as the 2010 Chevy Cruze and shares a lot of the interior and instrument panel styling elements. But when you go outside, things go a bit crazy. GM seems to have drawn inspiration from the movie Tron and given the Orlando a healthy dash of dramatic blue lighting. Check out the color-changing neon rings around the side-view mirrors and the rings around the door handles. We also don’t exactly know what the heck is going on with the neon blue sunroof, but it sure looks futuristic, don’t it? Maybe they should have called it the Chevy Lightcycle concept. We’ll be bringing you the details on the what-for’s on all this craziness as we get more info. For the moment, enjoy the early live look.

originally from jalopnik

The automotive press and public immediately took notice of the Chevy Volt concept at the 2007 Detroit auto show, so GM had to put the production version on a fast track.The Volt builds on experience GM gained during the 1990s with the development of the EV1 electric car.

Last January’s Detriot Auto Show introduced the 2009 Chevrolet Corvette ZR1 as having an estimated 100hp or more for each V8 supercharged 6.2L. General Motors delivered on that promise releasing an official SAE certified power rating of 638hp (476kW) and 819Nm (604lb-ft) of torque.

This puts the LS9’s output at nearly 103hp per liter, or just about 1.7 horses for each of the engine’s 376 cubic inches. It also makes the new powertrain the most powerful engine ever released by GM in a production car and ensures the Corvette ZR1 is able to reach speeds in excess of 200mph.

The supercharged V8 is hand-built by specially trained technicians at GM’s Performance Build Center in Wixom, Michigan. The site is a unique, small-volume engine production facility that also builds the Corvette Z06’s LS7 engine and other high-performance GM production engines.

Key to the engine’s performance is a forged steel crankshaft with a nine-bolt flange, titanium connecting rods and forged aluminum pistons, rotocast cylinder heads with titanium intake valves and sodium-filled exhaust valves, a dry-sump oiling system with integrated oil coolers and, of course, the positive-displacement Roots-type supercharger.

The design of the supercharger promotes quieter and more efficient performance, while the large, 2.3L displacement ensures adequate air volume at high rpm. Maximum boost pressure is 10.5psi (0.72bar).

The Corvette ZR1 goes on sale in the middle of the year and is tipped to be the most fuel-efficient 600hp-plus vehicle on the market.

2009 Chevrolet Corvette ZR1

The 2010 Chevy Volt has elevated status inside General Motors. It is considered a huge risk, but a very good opportunity. Battery power will take drivers 40 miles and than the conservative petrol engine kicks in after that. It could well be worth the hype.

I’ve got pretty used to talking to excited automotive engineers enthusing about a model that they’ve been working on. But I’ve rarely come across such a jubilant bunch as the Chevrolet Volt team that I was talking to all day yesterday.

The Volt’s special, they say. Not just for the technological advances it will showcase when we get to see it in 2010. But it’s got a special status inside GM. According to the project leader Frank Weber: ‘it’s our biggest opportunity and our biggest risk’ but he had a big smile on his face when he was telling that so I guess he’s even excited about the pressure he’s under to deliver.

The whole project came about because The General was fed up with taking a beating from the Japanese and from the media in general about its perceived lack of technical prowess. So product boss Bob Lutz banged the desk one day and demanded an electric car. So we got the Volt concept early last year and now they’re all hard at work on the real thing.

Is it special, or just marketing puff? Well, I think that I now know enough about it to be excited; it should, after all, be the world’s first mass produced plug-in electric car. And the whole concept is genius. Battery power will take you for 40 miles (enough for 70 per cent of the population on a daily basis according to GM) and if you need to go any further then a frugal petrol engine takes over. You then charge it up overnight at home.

The whole thing has also been engineered using the new Delta platform – or the same as the next Astra and a host of other forthcoming cars – so it’s simple and flexible. It can also be made anywhere and it will be coming to Britain. The Volt is a global car, not a US market special.

And if the excitement of the GM bods that I met is translated into an exciting car to drive and own then it could well be as special as they all think it is.

Source: autocar

Click above to view video

A 2010 Camaro was sighted, being trailed by a camera car.

Unlike a number of other drugs, the great thing about 2010 Camaro sightings is that you cannot OD on them. With that in mind, we bring you a lengthy Camaro video, this time of a black car being trailed by an “official” camera car. The great thing about this video is that it comes with its own theme music, and the great thing about that is that you know you’re going to hear this song coming out of a lot of Camaros when they hit the streets next year. Maybe they’ll even offer loudspeakers in the grill as an option so you can blast it on the way to Dairy Queen. We like the song and the car, and as we said when we reviewed the Camaro Convertible concept: we’ll take it in black with black wheels, please. To see the feast for eyes and ears, follow the jump for the video.

Gallery: 2009 Chevy Camaro – spy shots

Gallery: 2009 Chevy Camaro – spy shots II

Reviewer caught a bright yellow 2010 Chevy Camaro and was less than enthused by the color.

It may work on the new 2008 Corvette, but on the 2010 Chevy Camaro, we’re not so sure Canary “Velocity Yellow” works for the new muscular mullet-mobile. Maybe if it had a couple of black go-faster stripes on the hood. Then we’d have a Bumblebee edition — and yes, we’d be all over that one. But plain yellow? Umm, no. So — we’ve now seen the new Camaro in black, white and zebra — and now “Velocity Yellow.” By the way — we’d like to point out that “Velocity” yellow is like “P***y Magnet” yellow, except faster. GM, please get a red tester on the road ASAP so we can make fun of the full range of colors. Well, except for black. We like black — because you know what they say about once you go black. That’s right, you never go white — in Camaro colors.

So far we’ve all seen the Camaro in black, and in white, and let’s not forget those initial shots of the car’s black-and-white-striped theme. But our latest look at a prototype parked in a tree-lined holding pen delves a little deeper into the Camaro’s color palette. This time we have captured a Camaro wearing what appears to be the same Velocity Yellow tintcoat offered on the 2008 Corvette.

Despite a long history of difficulty with the hybrid category, GM is a launching a Tahoe Hybrid for 2008.

General Motors has had a checkered relationship with hybrids in the last few years. Through the 1990s they did a lot of development work in the area, particularly through the federally funded Partnership for a New Generation of Vehicles (PNGV). Ultimately, Toyota and Honda were the first to actually bring hybrid electric drivetrains to market. GM eventually brought their first light duty hybrid system to market with the mild parallel hybrid that was offered on the Silverado and Sierra pickups for a couple of years. That was followed by the belt-alternator-starter system that debuted in late 2006 on the Saturn Vue. Neither of these systems could in any way be considered a commercial success although GM claims to have learned some real world lessons from them.

Late in 2007, GM finally launched production of the Chevy Tahoe and GMC Yukon hybrids, the company’s first “strong” or full hybrid systems offered on light duty vehicles. The hybrid full-size SUVs have been controversial among hybrid fans who are of course dubious about why GM is bothering to apply this technology to these big, heavy vehicles. Even with the hybrid system, the rear wheel drive Tahoe still only manages an EPA combined rating of 21 mpg, less than half of the 46 mpg that a Prius gets. There is, however, a method to the apparent madness which we’ll come back to. Previously we’ve had a couple of opportunities for short drives of the Tahoe hybrid at GM’s Milford Proving Ground. Now that we’ve had a chance to live with it for a week you can read all about it after the jump.

Photos Copyright (C)2008 Sam Abuelsamid / Weblogs, Inc.