2013 Chevrolet Corvette (C7: ) + more GM `Rides
2013 Chevrolet Corvette (C7: ) + more GM `Rides
2013 Chevrolet Corvette (C7) - Feature
25 Cars Worth Waiting For.
PHOTOGRAPHY BY BRIAN BLADES, RICH CHENET, PATRICK M. HOEY, MARC URBANO, DEWHURST PHOTOGRAPHY, AND THE MANUFACTURER, ILLUSTRATION BY RADOVAN VARICAK
2011
Pages: 1 Photos
Chevrolet Corvette
News & Reviews
^^^^^^Source ^^^^
The pace and frequency of change to this most heroic of all Chevrolets can be charitably described as glacial, and our assessments of the changes, when they finally occur, don’t always jibe with the perceptions of the designers, builders, marketeers, and flacks.
For example, when the Corvette’s most recent major update came along for model year 2005, purporting to mark the transition from generation five (C5) to generation six, we characterized the sum of the changes as “Corvette C5 and 11/16ths.”
The members of the Corvette tribe don’t refer to their baby in alphanumerics. It’s known internally as the Y platform and has been for decades. But that doesn’t keep the rest of the world from identifying the generations as C4, C5, and C6. Soon to become C7.
So, will the next generation merit the full seventh generational designation? Here’s what we know. Or at least think we know.
In the world of cars, perception of newness starts with what you can see. The Corvette’s looks haven’t changed much in the last two generations, covering 13 years, but we anticipate change in the C7 will be apparent at a glance, even to casual observers.
According to insider folklore, CEO Dan Akerson—GM’s fourth CEO since March 2009—attended a Corvette styling review and told design chief Ed Welburn that he thought the C6’s posterior was way too wide. Welburn reportedly said he thought so, too. As a consequence, when the C7 makes its debut in the fall of 2012, we anticipate slimmed-down rear haunches.
More startling, it seems certain that the coupe’s going-away view will feature a split rear window—à la the one-year Sting Ray coupe of 1963—though in this case it will be an optional feature. Chevrolet first signaled its interest in reviving the split window by outfitting the Stingray concept vehicle with one. Yes, that’s the one that appeared in the second Transformers movie.
We also look forward to—and fervently hope for—a thorough interior makeover. The C6 Vette has long been a respected member of the serious sports-car community, but its interior has been subpar for just as long. Although interior dimensions probably won’t change, materials will be upgraded, and the seats—strangely deficient for years—are expected to compare favorably with the buckets found in Porsches and BMWs. Finally.
The front-engine Y platform will be essentially unchanged from the C6, with the transaxle at the rear for optimized weight distribution. As a result, dynamic elements are expected to change very little—no bad thing—although we anticipate continued improvement in steering linearity and feel. The Z06 and ZR1 will continue as the mega-performers, while Grand Sport may become the base model.
There will be changes under the hood, too. Despite the probability of slightly reduced displacement, output of the Corvette’s pushrod V-8s—naturally aspirated and supercharged (ZR1)—should be about the same as that of current engines, thanks to new direct-injection systems. Also, fuel-economy ratings may show a slight uptick. But don’t expect a hybrid version.
Pricing conjecture is just that. We look for the base Corvette coupe to start at roughly $52,000, ranging up to about $115,000 for the ZR1. If all goes according to plan, the C7 should hit dealerships in fall of 2012.
25 Cars Worth Waiting For.
PHOTOGRAPHY BY BRIAN BLADES, RICH CHENET, PATRICK M. HOEY, MARC URBANO, DEWHURST PHOTOGRAPHY, AND THE MANUFACTURER, ILLUSTRATION BY RADOVAN VARICAK
2011
Pages: 1 Photos
Chevrolet CorvetteNews & Reviews
- Callaway Chevrolet Corvette SC606 - Specialty File
- 2011 Chevrolet Corvette Grand Sport Convertible - Short Take Road Test
- 2011 Chevrolet Corvette Z06 Carbon Limited Edition - Official Photos and Info
- Hot Laps: 2009 Chevrolet Corvette ZR1 at Virginia International Raceway - Video
- Chevrolet Corvette GTR by Specter Werkes/Sports - Car News
- How to: Launch a 2010 Corvette Grand Sport - Video
- 2010 Chevrolet Corvette Grand Sport vs. 2010 Ford Shelby GT500 - Video
- 2010 Chevrolet Corvette Grand Sport - First Drive Review
- Certified Pre-Owned: C6 Chevrolet Corvette - Feature
^^^^^^Source ^^^^
The pace and frequency of change to this most heroic of all Chevrolets can be charitably described as glacial, and our assessments of the changes, when they finally occur, don’t always jibe with the perceptions of the designers, builders, marketeers, and flacks.
For example, when the Corvette’s most recent major update came along for model year 2005, purporting to mark the transition from generation five (C5) to generation six, we characterized the sum of the changes as “Corvette C5 and 11/16ths.”
The members of the Corvette tribe don’t refer to their baby in alphanumerics. It’s known internally as the Y platform and has been for decades. But that doesn’t keep the rest of the world from identifying the generations as C4, C5, and C6. Soon to become C7.
So, will the next generation merit the full seventh generational designation? Here’s what we know. Or at least think we know.
In the world of cars, perception of newness starts with what you can see. The Corvette’s looks haven’t changed much in the last two generations, covering 13 years, but we anticipate change in the C7 will be apparent at a glance, even to casual observers.
According to insider folklore, CEO Dan Akerson—GM’s fourth CEO since March 2009—attended a Corvette styling review and told design chief Ed Welburn that he thought the C6’s posterior was way too wide. Welburn reportedly said he thought so, too. As a consequence, when the C7 makes its debut in the fall of 2012, we anticipate slimmed-down rear haunches.
More startling, it seems certain that the coupe’s going-away view will feature a split rear window—à la the one-year Sting Ray coupe of 1963—though in this case it will be an optional feature. Chevrolet first signaled its interest in reviving the split window by outfitting the Stingray concept vehicle with one. Yes, that’s the one that appeared in the second Transformers movie.
We also look forward to—and fervently hope for—a thorough interior makeover. The C6 Vette has long been a respected member of the serious sports-car community, but its interior has been subpar for just as long. Although interior dimensions probably won’t change, materials will be upgraded, and the seats—strangely deficient for years—are expected to compare favorably with the buckets found in Porsches and BMWs. Finally.
The front-engine Y platform will be essentially unchanged from the C6, with the transaxle at the rear for optimized weight distribution. As a result, dynamic elements are expected to change very little—no bad thing—although we anticipate continued improvement in steering linearity and feel. The Z06 and ZR1 will continue as the mega-performers, while Grand Sport may become the base model.
There will be changes under the hood, too. Despite the probability of slightly reduced displacement, output of the Corvette’s pushrod V-8s—naturally aspirated and supercharged (ZR1)—should be about the same as that of current engines, thanks to new direct-injection systems. Also, fuel-economy ratings may show a slight uptick. But don’t expect a hybrid version.
Pricing conjecture is just that. We look for the base Corvette coupe to start at roughly $52,000, ranging up to about $115,000 for the ZR1. If all goes according to plan, the C7 should hit dealerships in fall of 2012.
Last edited by Space; Apr 30, 2011 at 08:37 AM.
2011 Chevrolet Cruze LS - Short Take Road Test
The cheapest Chevy Cruze is a competent small sedan, but little more.
BY MICHAEL AUSTIN, PHOTOGRAPHY BY PATRICK M. HOEY AND THE MANUFACTURER
April 2011
Pages: 1 Photos
Highs and Lows
Highs: Fancy-looking interior, good content for the money, solid structure.
Lows: The world’s most passive-aggressive gearbox, unlovable ride.
Visit Our Buyer's Guide »
Chevrolet Cruze
News & Reviews
Top Competitors
Downloads
Specifications
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE AS TESTED: $18,850 (base price: $17,275)
ENGINE TYPE: DOHC 16-valve inline-4, iron block and aluminum head, port fuel injection
Displacement: 110 cu in, 1796 cc
Power (SAE net): 138 hp @ 6300 rpm
Torque (SAE net): 125 lb-ft @ 3800 rpm
TRANSMISSION: 6-speed automatic with manumatic shifting
DIMENSIONS:
Wheelbase: 105.7 in Length: 181.0 in
Width: 70.7 in Height: 58.1 in
Curb weight: 3143 lb
C/D TEST RESULTS:
Zero to 60 mph: 9.4 sec
Zero to 100 mph: 31.1 sec
Street start, 5–60 mph: 9.6 sec
Standing ¼-mile: 17.2 sec @ 82 mph
Top speed (governor limited): 114 mph
Braking, 70–0 mph: 167 ft
Roadholding, 300-ft-dia skidpad: 0.81 g
FUEL ECONOMY:
EPA city/highway driving: 22/35 mpg
C/D observed: 27 mpg
What we have here is some genuine grammatical monkey business: a Cruze with no cruise. Such are the peculiarities of product planning in the economy-car segment, where sticker price is even more of a motivator than in other, less-necessity-driven classes. Case in point: the latest Volkswagen Jetta, which has been critically maligned for its beancounter design but is selling better than its more-upscale predecessor.
But back to the cruiseless Cruze. To get cruise on a Cruze, you must start with an LT or Eco, both of which base at $19,175, and add the Connectivity Plus Cruise (not “Cruze”) package for $525. The car seen here is the entry-level LS model. Base price: $17,275. Add an automatic transmission, extra-cost paint, a spare tire, floor mats, and the connectivity package (Bluetooth phone, USB audio, and steering-wheel-mounted audio controls), and you get an as-tested price of $18,850. Speed control aside, the Cruze LS comes with a decent amount of equipment compared with the competition, all of which come in a similar trim level and have a price within a few hundred dollars of one another. Standard items include ABS, stability control, remote keyless entry, A/C, and power windows and locks.
Lovely Interior, Dreary Powertrain
The Cruze compares well with its competitors on paper. Remember this, as it’s a recurring theme. The interior, however, is one place where the Cruze excels. We were glad to discover that the upper-class plastics we saw in higher-spec Cruzes are present in the LS. The dash is soft-touch, and the door armrest is wrapped in padded vinyl. There’s a center armrest, albeit placed slightly more rearward than is comfortable to make room for cup holders. The seats manually adjust for front and rear height. We’ve previously criticized the big-pixel radio display in the Cruze, but it does offer one key feature: When you change the climate-control settings, the manual dials show up on the screen. At first this seems a bit silly, but it actually helps keep your eyes up closer to the road.
How inspired you are to pay attention depends on how much you enjoy driving. For the average commuter, the Cruze is all that and a bag of chips. Those inclined to make every day a Fangio day will be disappointed, though. We begin with the engine, a 1.8-liter four making 138 hp—the same count as the uplevel 1.4-liter turbo in every other Cruze model. Torque, at 125 lb-ft, loses to the turbo by 23 lb-ft, and the Cruze LS needs 9.4 seconds to make the 0-to-60-mph sprint. That’s 1.4 seconds slower than the turbo Cruze, and the 1.8-liter’s output is among the lowest in the class.
But those numbers are merely information. Behind the wheel, the Cruze feels even duller because of a transmission that prefers high gears to forward progress. Dip your foot deep into the gas pedal, and you’ll get a one-gear downshift. If you actually want to move—say, into traffic or out of somebody’s way—the accelerator needs to be floored to provide high-level motivation. Shifting in manual mode doesn’t offer much improvement, as the system is slow to respond. The low-rev regimen did reward the Cruze with an as-tested 27 mpg, which is exactly what the EPA says the Cruze should return in combined driving. The government’s city and highway estimates are 22 and 35 mpg, respectively. The one area of excellence is a 167-foot 70-to-0-mph stopping distance. Otherwise, this Cruze’s ride and handling failed to impress.
The Difference between Paper and Reality
That brings us back to that bit about comparing well on paper. Despite the attractive exterior and high-class interior, some of the Cruze still feels as if it were designed by the old GM, which would engineer cars to a benchmark that, by the time the GM product came out, had already been advanced by the competition. This could be due to the fact that the Cruze is already old, having debuted in the rest of the world back in 2008. The Cruze is so much better than the Cobalt that Chevy is justified in ditching the old name, but that’s not saying much. And if you’re shopping on price, as many of the buyers in this segment do, the Cruze will make you a happy customer. But if GM wants to make it to the top of the economy-car pile, it needs to improve the intangibles, such as driving enjoyment.
The cheapest Chevy Cruze is a competent small sedan, but little more.
BY MICHAEL AUSTIN, PHOTOGRAPHY BY PATRICK M. HOEY AND THE MANUFACTURER
April 2011
Pages: 1 Photos
Highs and Lows Highs: Fancy-looking interior, good content for the money, solid structure.
Lows: The world’s most passive-aggressive gearbox, unlovable ride.
Visit Our Buyer's Guide »
Chevrolet Cruze
News & Reviews
- 2012 Chevrolet Cruze Hatchback - Auto Shows
- 2011 Chevrolet Cruze Eco - First Drive Review
- 2011 Chevrolet Cruze LTZ - Road Test
- Chevrolet Cruze Hatchback Concept - Auto Shows
- 2011 Chevrolet Cruze U.S. Spec - First Drive Review
- 2011 Chevrolet Cruze Eco and Cruze RS - Official Photos and Info
- 2011 Chevrolet Cruze - Video
- 2011 Chevrolet Cruze - Official Photos and Info
- 2011 Chevrolet Cruze - First Drive Review
Top Competitors
Downloads
Specifications
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE AS TESTED: $18,850 (base price: $17,275)
ENGINE TYPE: DOHC 16-valve inline-4, iron block and aluminum head, port fuel injection
Displacement: 110 cu in, 1796 cc
Power (SAE net): 138 hp @ 6300 rpm
Torque (SAE net): 125 lb-ft @ 3800 rpm
TRANSMISSION: 6-speed automatic with manumatic shifting
DIMENSIONS:
Wheelbase: 105.7 in Length: 181.0 in
Width: 70.7 in Height: 58.1 in
Curb weight: 3143 lb
C/D TEST RESULTS:
Zero to 60 mph: 9.4 sec
Zero to 100 mph: 31.1 sec
Street start, 5–60 mph: 9.6 sec
Standing ¼-mile: 17.2 sec @ 82 mph
Top speed (governor limited): 114 mph
Braking, 70–0 mph: 167 ft
Roadholding, 300-ft-dia skidpad: 0.81 g
FUEL ECONOMY:
EPA city/highway driving: 22/35 mpg
C/D observed: 27 mpg
What we have here is some genuine grammatical monkey business: a Cruze with no cruise. Such are the peculiarities of product planning in the economy-car segment, where sticker price is even more of a motivator than in other, less-necessity-driven classes. Case in point: the latest Volkswagen Jetta, which has been critically maligned for its beancounter design but is selling better than its more-upscale predecessor.
But back to the cruiseless Cruze. To get cruise on a Cruze, you must start with an LT or Eco, both of which base at $19,175, and add the Connectivity Plus Cruise (not “Cruze”) package for $525. The car seen here is the entry-level LS model. Base price: $17,275. Add an automatic transmission, extra-cost paint, a spare tire, floor mats, and the connectivity package (Bluetooth phone, USB audio, and steering-wheel-mounted audio controls), and you get an as-tested price of $18,850. Speed control aside, the Cruze LS comes with a decent amount of equipment compared with the competition, all of which come in a similar trim level and have a price within a few hundred dollars of one another. Standard items include ABS, stability control, remote keyless entry, A/C, and power windows and locks.
Lovely Interior, Dreary Powertrain
The Cruze compares well with its competitors on paper. Remember this, as it’s a recurring theme. The interior, however, is one place where the Cruze excels. We were glad to discover that the upper-class plastics we saw in higher-spec Cruzes are present in the LS. The dash is soft-touch, and the door armrest is wrapped in padded vinyl. There’s a center armrest, albeit placed slightly more rearward than is comfortable to make room for cup holders. The seats manually adjust for front and rear height. We’ve previously criticized the big-pixel radio display in the Cruze, but it does offer one key feature: When you change the climate-control settings, the manual dials show up on the screen. At first this seems a bit silly, but it actually helps keep your eyes up closer to the road.
How inspired you are to pay attention depends on how much you enjoy driving. For the average commuter, the Cruze is all that and a bag of chips. Those inclined to make every day a Fangio day will be disappointed, though. We begin with the engine, a 1.8-liter four making 138 hp—the same count as the uplevel 1.4-liter turbo in every other Cruze model. Torque, at 125 lb-ft, loses to the turbo by 23 lb-ft, and the Cruze LS needs 9.4 seconds to make the 0-to-60-mph sprint. That’s 1.4 seconds slower than the turbo Cruze, and the 1.8-liter’s output is among the lowest in the class.
But those numbers are merely information. Behind the wheel, the Cruze feels even duller because of a transmission that prefers high gears to forward progress. Dip your foot deep into the gas pedal, and you’ll get a one-gear downshift. If you actually want to move—say, into traffic or out of somebody’s way—the accelerator needs to be floored to provide high-level motivation. Shifting in manual mode doesn’t offer much improvement, as the system is slow to respond. The low-rev regimen did reward the Cruze with an as-tested 27 mpg, which is exactly what the EPA says the Cruze should return in combined driving. The government’s city and highway estimates are 22 and 35 mpg, respectively. The one area of excellence is a 167-foot 70-to-0-mph stopping distance. Otherwise, this Cruze’s ride and handling failed to impress.
The Difference between Paper and Reality
That brings us back to that bit about comparing well on paper. Despite the attractive exterior and high-class interior, some of the Cruze still feels as if it were designed by the old GM, which would engineer cars to a benchmark that, by the time the GM product came out, had already been advanced by the competition. This could be due to the fact that the Cruze is already old, having debuted in the rest of the world back in 2008. The Cruze is so much better than the Cobalt that Chevy is justified in ditching the old name, but that’s not saying much. And if you’re shopping on price, as many of the buyers in this segment do, the Cruze will make you a happy customer. But if GM wants to make it to the top of the economy-car pile, it needs to improve the intangibles, such as driving enjoyment.
2012 Chevrolet Camaro Gets 45th Anniversary Edition, Face Lift, and 323-hp V-6 - Car News
I Like the updates + More POWER 
from their V6
Hello power, goodbye understeer—we hope.
So do I~> 4-Sure
Sweet `Ride 
Have a seat & take it 4 a `Ride : )
323-hp V-6 <~ Great Power, now lose some weight with the Body : )
BY JUSTIN BERKOWITZ
April 2011
Pages: 1 Photos
Visit Our Buyer's Guide »
Chevrolet Camaro
News & Reviews
The first time we experienced a major oil shock—the Disco-fabulous 1970s—it eviscerated the muscle-car scene, leaving us with neutered behemoths constructed with all the care of a North Korean knock-off Benz. In comparison, as today’s crude oil and prices at the pump again head north, muscle-car fans are still coming out winners. Ford’s Mustang Boss 302 is a track-attacking monster. And now Chevy is actually increasing the standard horsepower in its base V-6 2012 Camaro, from 312 to 323, while maintaining a 30-mpg highway rating.
Happy Birthday to You
For the hard-core Camaro community, though, the bigger news is the 45th Anniversary Edition Camaro. While a 45th birthday is less noteworthy than a 50th, who wants to wait another five years? By then, the Camaro will probably be a wheatgrass-electric hybrid. The 45th Anniversary package is available for the top-spec Camaro regardless of engine, and dresses up the car’s exterior with asymmetric hood and trunk-lid stripes, new-design 20-inch rims, a spoiler, and HID headlamps. Inside, the package splatters 45th Anniversary logos all over the place—seats, dash, instrument panel, steering wheel, sill plates—and trims the seats, steering wheel, shift boot, armrests, and center console in red, white, and blue contrast stitching. Disappointingly—but not surprisingly—it offers no performance upgrades. It should, however, look very sharp at the local Sunday-morning car club, alongside owners clad in Camaro hats, T-shirts, and windbreakers, clutching Camaro key chains and Camaro thermoses.
As for that smaller engine, GM’s 3.6-liter V-6 is its workhorse, powering everything from the Cadillac SRX (as of yesterday) to the Buick LaCrosse. The Camaro’s version is now dubbed LFX (in the past it was called LLT), and it makes 323 hp versus last year’s 312. The engine has longer-duration camshafts and an improved head design with larger intake valves. It drops 21 pounds, mostly thanks to a composite (read: plastic) intake manifold and lighter connecting rods, and Chevy says it is still good for 30 mpg on the highway.
On the dynamic front, engineers went to work on the chassis, sorting the stiff ride of the V-8-powered Camaro SS. The new suspension features retuned front and rear dampers, and new solid anti-roll bars front and rear. You know the drill though—we’ll believe it when we drive it.
Bye, Bye, Miss Steering-Wheel Pie
General Motors was also kind enough to clean up the Camaro’s interior for 2012. Most notably, the deep-dish steering wheel—the bane of people everywhere who like steering wheels—is gone, replaced with Chevrolet’s corporate tiller. The gauges dump the retro font from last year’s car, and the monolithic slab of cheap plastic that used to span the majority of the dash has been replaced with several smaller panels. (We just hope the quality is better.) To deal with the Camaro’s pillbox-inspired visibility problems, Chevy added a standard rear spoiler. Since there will now be absolutely no rearward visibility, a rearview camera system is available; it displays the image on a screen located in the rearview mirror.
If visibility is the only compromise we have to make with the new Camaro—and Chevrolet seems to be trying hard to provide it all in terms of power and economy—then it’s just another welcome sign that the 2010s will be a lot gentler on the auto industry than were the ’70s.
I Like the updates + More POWER from their V6Hello power, goodbye understeer—we hope.
So do I~> 4-Sure Sweet `Ride Have a seat & take it 4 a `Ride : ) 323-hp V-6 <~ Great Power, now lose some weight with the Body : )BY JUSTIN BERKOWITZ
April 2011
Pages: 1 Photos
Visit Our Buyer's Guide »Chevrolet Camaro
News & Reviews
- 2012 Chevrolet Camaro ZL1 / Z28 - Feature
- 2012 Chevrolet Camaro ZL1 - Video
- 2012 Chevrolet Camaro ZL1 Official Photos and Info - Auto Shows
- 2011 Chevrolet Camaro SS Convertible - Short Take Road Test
- Supercharged 2012 Chevrolet Camaro May Not Be Called Z28 - Future Cars
- 2011 Chevrolet Camaro Convertible - Video
- 2011 Chevrolet Camaro Convertible - Auto Shows
- 2012 Chevrolet Camaro Z28 Spy Photos - Future Cars
- 2011 Chevrolet Camaro V6 Gets Fake Power Bump - Car News
The first time we experienced a major oil shock—the Disco-fabulous 1970s—it eviscerated the muscle-car scene, leaving us with neutered behemoths constructed with all the care of a North Korean knock-off Benz. In comparison, as today’s crude oil and prices at the pump again head north, muscle-car fans are still coming out winners. Ford’s Mustang Boss 302 is a track-attacking monster. And now Chevy is actually increasing the standard horsepower in its base V-6 2012 Camaro, from 312 to 323, while maintaining a 30-mpg highway rating.
Happy Birthday to You
For the hard-core Camaro community, though, the bigger news is the 45th Anniversary Edition Camaro. While a 45th birthday is less noteworthy than a 50th, who wants to wait another five years? By then, the Camaro will probably be a wheatgrass-electric hybrid. The 45th Anniversary package is available for the top-spec Camaro regardless of engine, and dresses up the car’s exterior with asymmetric hood and trunk-lid stripes, new-design 20-inch rims, a spoiler, and HID headlamps. Inside, the package splatters 45th Anniversary logos all over the place—seats, dash, instrument panel, steering wheel, sill plates—and trims the seats, steering wheel, shift boot, armrests, and center console in red, white, and blue contrast stitching. Disappointingly—but not surprisingly—it offers no performance upgrades. It should, however, look very sharp at the local Sunday-morning car club, alongside owners clad in Camaro hats, T-shirts, and windbreakers, clutching Camaro key chains and Camaro thermoses.
As for that smaller engine, GM’s 3.6-liter V-6 is its workhorse, powering everything from the Cadillac SRX (as of yesterday) to the Buick LaCrosse. The Camaro’s version is now dubbed LFX (in the past it was called LLT), and it makes 323 hp versus last year’s 312. The engine has longer-duration camshafts and an improved head design with larger intake valves. It drops 21 pounds, mostly thanks to a composite (read: plastic) intake manifold and lighter connecting rods, and Chevy says it is still good for 30 mpg on the highway.
On the dynamic front, engineers went to work on the chassis, sorting the stiff ride of the V-8-powered Camaro SS. The new suspension features retuned front and rear dampers, and new solid anti-roll bars front and rear. You know the drill though—we’ll believe it when we drive it.
Bye, Bye, Miss Steering-Wheel Pie
General Motors was also kind enough to clean up the Camaro’s interior for 2012. Most notably, the deep-dish steering wheel—the bane of people everywhere who like steering wheels—is gone, replaced with Chevrolet’s corporate tiller. The gauges dump the retro font from last year’s car, and the monolithic slab of cheap plastic that used to span the majority of the dash has been replaced with several smaller panels. (We just hope the quality is better.) To deal with the Camaro’s pillbox-inspired visibility problems, Chevy added a standard rear spoiler. Since there will now be absolutely no rearward visibility, a rearview camera system is available; it displays the image on a screen located in the rearview mirror.
If visibility is the only compromise we have to make with the new Camaro—and Chevrolet seems to be trying hard to provide it all in terms of power and economy—then it’s just another welcome sign that the 2010s will be a lot gentler on the auto industry than were the ’70s.
Last edited by Space; Apr 30, 2011 at 08:13 AM.
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