HarleyEarl

I can almost see a split grill if I squint. It'd look good in Black.

Chevrolet Corvair pickups, 1961-1964 Story and photo by Bill Vance When General Motors introduced its Chevrolet Corvair compact car for 1960 to counter the rising foreign car invasion, it was clear that it had followed the general layout of the top selling import, the Volkswagen Beetle. Like the Beetle, the Corvair had a horizontally-opposed (flat) air cooled alloy engine located behind the rear axle, although the Corvair had six cylinders while the VW had four. Both the Beetle and the Corvair had independent suspension all around, the Corvair's via coil springs and the VW's with torsion bars. Since the Corvair so slavishly copied the VW car's configuration, it was not surprising that when Chevrolet decided to enter the light commercial vehicle market that VW had virtually to itself, it would base them on the car's components. The Corvair 95 (for its 95 inch [2,413 mm] wheelbase) series of passenger and utility vans, therefore, looked uncannily like the VW Bus and Transporter. When it came to building a Corvair pickup truck, Chevrolet also followed the Volkswagen theme, although with a few interesting variations. Ford also introduced a forward control pickup based on components from its compact Ford Falcon. The Corvair 95 pickup was introduced in 1961 using the same rear engine layout as the car and other Corvair commercials. As in the VW pickup, the seat was over the front axle, which gave maximum visibility as well as a long cargo bed. With a small grille for cabin ventilation, four headlamps, one-piece curved windshield, and two sculpted styling character lines running along the sides, the Corvair pickup was much more stylish than the VW. Its 2.4 litre, 80 horsepower engine (the VW had only 36) drove through a standard three speed manual transmission, with a four speed manual or two speed "Powerglide" optional. The only VW transmission was a four speed manual. The Corvair's payload was rated at a surprisingly high 1900 lb (862 kg). Where the Corvair pickup deviated from the VW was in the cargo-carrying configuration. The VW had a long, flat load-bed, which in order to clear the engine, was higher than in normal pickups. To facilitate loading, not only the rear tailgate swung down against the body, but the sides did also. This gave a clear, unimpeded platform for loading. Under the platform in the space between the cab and the rear wheels, the VW had an enclosed cargo hold with a swing up door. In the Corvair pickup, the load bed was not level, but was stepped, low behind the cab, and then higher above the engine and rear wheels. Pickup owners generally prefer a flat load area, and this two-level bed made an awkward cargo carrying area. A wood and metal level-floor option solved the problem, but was inconvenient to install and remove. The Corvair pickup came in two versions: Loadside and Rampside. Both had a rear loading tailgate, but in addition, the Rampside had an ingenious side loading dropgate on the right side. It was hinged at the lower floor level, and swung down to rest on the ground forming a ramp that could be used for rolling in heavy objects, or loading such items as garden tractors. A protective rubber pad on the ramp prevented scuffing where it rested on the ground. While the Rampside seemed like a good idea, there were practical problems in the work-a-day world. Extreme caution had to be exercised to keep dirt and stones out of the hinge area of the dropgate. Foreign objects trapped in the hinges made the gate difficult or impossible to close, and could distort the dropgate out of shape. Also, the two-level load platform was always a nuisance. The rear engine placement gave the Corvair pickup a real advantage over the Ford Econoline in the cab. Like the VW, the Corvair's front floor was flat, allowing three passengers to be seated abreast. The Econoline was limited to two bucket seats by the intrusion of the engine "doghouse." An advantage the Econoline did have over both the Corvair and VW pickups was that its front engine allowed a lower load bed. The Corvair pickup was introduced as a 1961 model, and the Rampside model proved much more popular. Of the total 13,262 pickups sold, 10,787 were Rampsides. The pickup was little changed for 1962, although a limited slip "Positraction" differential was offered. Sales declined to only 4,471, of which only 369 were Loadsides. The result was that this would be the last year for the Loadside. The Corvair Rampside pickup was continued for two more years with few changes. Sales were only 2,046 for 1963, and a mere 851 for 1964. It was clearly not in GM's interest to continue producing in such low numbers. There are probably several reasons for the Corvair pickup's early demise. It was unorthodox, and pickup buyers tend to be conservative. Also, there was the finicky dropgate, and the two-level load platform which was always awkward. And last but certainly not least was the fact that it was priced above traditional pickups. It was, however, a very attractive vehicle, and it makes an interesting collectible today.

It's also about customer perception. And marketing. Not everyone is a car-nut like us....many think of Pontiac as something sportier than a Chevy. Most wouldn't be aware or care about any shared parts. That's why Pontiac is more popular in Canada. We love performance, even perceived performance. We even built and exported Pontiacs to Europe from Canada.

I can't wait for the era of gigantic bug-eyed headlights to be over. So glad some car companies like Honda are starting to return back to slim headlights..like on many Accuras and now on the Civic.

Well, it's always my distinct pleasure. I could go on and on about my love for these cars on every level. They are timeless.

Motoring Memories: Chevrolet Corvair Spyder Turbocharged Story and photo by Bill Vance The compact Corvair, which Chevrolet introduced in 1960, had an aluminum, horizontally-opposed (flat), air-cooled six-cylinder engine located in the rear, and four wheel independent suspension. This put it away out of the mainstream of an American auto industry dominated by big cars with front-mounted cast iron V8s driving through a solid rear axle. The Corvair was inspired by the top-selling German Volkswagen, and along with cars like the Ford Falcon, Chrysler (later Plymouth) Valiant and American Motors Rambler, was meant as an import fighter. But if the Corvair wasn't different enough already, Chevrolet took it even further off the beaten path in 1962 when, along with Oldsmobile, it pioneered turbocharging in production automobiles. A turbocharger, short for turbine-driven supercharger, is an ingenious engineering device that produces what could almost be called "free" horsepower. By inserting a small turbine in the exhaust stream, and using it to spin an air compressor to pump more air into the engine, significant horsepower increases can be achieved. The turbocharger was invented by Alfred Buchi, a Swiss engineer, in 1905. Supercharging appealed to aeronautical engineers trying to maintain low altitude performance at high altitudes. The turbocharger was a natural solution to this problem, and during the First World War French engineer Auguste Rateau developed a turbocharged aircraft engine. But if Alfred Buchi invented the turbocharger, it was Dr. Sanford Moss of General Electric in the United States who matured it. He could be called the "Father of Turbocharging." In 1918 Dr. Moss fitted a turbocharger to a First World War Liberty V-12 aircraft engine and tested it on top of Pikes Peak using a truck-mounted dynamometer. At that elevation, 4,267 m (14,000 ft) above sea level, the Liberty's horsepower increased from 221 without the turbo, to 356 with it, a dramatic demonstration of turbocharging's effectiveness. Turbo development continued during the 1920s and '30s, and was given another push during the Second World War when virtually all military aircraft would have them. They were also used on large industrial engines, usually diesel, and found their way onto transport trucks, particularly in mountainous regions. Some hot rodders and racers were experimenting with turbos during the 1950s, but it wasn't until the '60s that they would be fitted to production cars. In the spring of 1962 both Chevrolet and Oldsmobile introduced turbocharged models. Oldsmobile put a turbo on its 3.5 litre (215 cu in.) aluminum V8 F-85 intermediate model and called it the "Jetfire." The turbo increased horsepower from the best non-turbo figure of 185, to 215, or one horsepower per cubic inch. Chevrolet applied turbocharging to its Corvair to increase its power and enhance its sporting image. The Ford Falcon and the Valiant, the Corvair's direct competitors, had conventional front engine designs so they could easily be fitted with larger engines. This was not so easy in the Corvair. Although the Corvair's air-cooled six could be increased in displacement from its original 2.3 litres (140 cu in.), there were definite limits on how big it could go. It went to 2.4 litres (145 cu in.) in 1961, and 2.7 (164) in 1964, but that's as far as it went during the Corvair's 10-year life span. Chevrolet engineers therefore chose turbocharging as their route to substantially more power. In 1962 the Corvair's normally aspirated base engine developed 80 horsepower, or 84 when fitted with the optional "Powerglide" automatic transmission. When the turbocharged Corvair Spyder was introduced it had 150 horsepower, almost double the power out of the same displacement! This improved performance significantly. Car Life magazine (8/62) tested a pair of Corvairs. One was a "town or touring" automatic-equipped Monza coupe with the 84 horsepower engine. They recorded a more than modest zero to 96 km/h (60 mph) time of 21.6 seconds, and a top speed of 145 km/h (90 mph). The "fun and games" Spyder coupe was a whole different matter. Fitted with a four-speed manual transmission, the 150 horsepower turbocharged Corvair would sprint to 96 (60) in 10.8 seconds, and reach a top speed of 169 km/h (105 mph). The testers said the turbo "puts this compact into a class by itself." While Oldsmobile would stay with turbocharging for only a couple of years - 1962-'63 - before succumbing to bigger engines as an easier, less complex route to higher power, Chevrolet would keep its turbo until 1966. Horsepower of the Corvair turbo was increased to 180 in 1965. Unfortunately for the Corvair, 1965 was the year in which Ralph Nader published his book Unsafe At Any Speed. In Unsafe he savaged the Corvair for alleged unsafe handling due to the swing rear axles fitted to the 1960-64 models. Ironically, by the time the book appeared, Chevrolet had replaced the swing axles with a fully articulated rear suspension. The damage was done, however, and the Corvair went into a steep sales decline; it was discontinued in 1969. While the Corvair came to a sad end, it and Oldsmobile did pioneer production automobile turbocharging, and demonstrate its potential. It would be another decade before it would return, this time from Porsche in the 1975 911 Turbo Carrera.

Motoring Memories: 1964 Chevrolet Corvair Greenbrier van. Click image to enlarge Chevrolet Corvair Greenbrier, 1961-1965 Story and photo by Bill Vance DaimlerChrysler often claims that Chrysler invented the minivan when it brought out its "Magic Wagons", the 1984 Dodge Caravan and Plymouth Voyager. Such was not the case, however, as this was at least the third coming of the minivan. The original concept came from Volkswagen in 1950 when it installed its Beetle powertrain in what was essentially a metal box on wheels. To give their Transporter, as they called it, commercial-use pulling power, the little rear-mounted, four-cylinder, air-cooled, horizontally opposed engine sent its power to the rear wheels through hub-mounted reduction gears that had been developed for the Second World War VW Kubelwagen, Germany's "Jeep." The Transporter was an immediate success with businesses looking for an economical light duty hauler. And in addition to spinning off a clever pickup truck version, Volkswagen used the commercial van as the basis for a very roomy passenger carrier called the Bus, or Combi. The second coming of the minivan was in 1961 when both Chevrolet and Ford decided to give Volkswagen some competition by introducing small buses using components from their import-fighting compact cars. Ford's was the Econoline, based on Falcon components, and Chevrolet's was the Greenbrier, using the Corvair powertrain. Just as the Corvair car's layout was an unabashed knock-off of the Volkswagen Beetle, the Greenbrier closely followed the VW Transporter's theme. The Corvair Greenbriar used a horizontally opposed, six-cylinder engine mounted behind the rear axle, a la the Beetle (although the Beetle had a four). Also like the VW, it was air-cooled, the second use of air cooling by Chevrolet. The first was the disastrous "Copper-Cooled" Chevrolet of 1923, every one of which had to be recalled. While the Greenbrier followed the VW theme, General Motors gave it more a stylish and "Americanized" persona than its German competitor, with a more luxurious interior. In spite of the rear engine, it sported a little grille in the front, which was used as a fresh-air inlet. It also had quad headlamps and an attractive, belt-level painted accent band that almost completely surrounded the body. Tiny cooling slots on the rear flanks were the only clue to engine location. And with a height of 1,740 mm (68.5 in.), the Greenbrier was 201 mm (7.9 in.) lower than the VW. It was a garageable van long before Chrysler popularized the term. With an 80 horsepower, 2.4 litre six compared with the VW's 36 horsepower 1.2 litre four, it also had considerably better performance than the VW, although it could still hardly be called spirited. The standard Greenbrier transmission was a three-speed manual, with a four-speed manual or a two-speed automatic optional. The VW came with a four-speed manual only. The Greenbrier's suspension was independent all around, like the Volkswagen, although using coil springs instead of the VW's torsion bars. The performance of the Greenbrier was compared with the Volkswagen bus by Car Life magazine (9/61). Alas, the standard zero to 96 km/h (60 mph) acceleration test was too much for the VW's tiny engine labouring against those barn door aerodynamics. With a top speed of between 95 and 97 km/h (59 and 60 mph), the VW's zero to 96 (60) acceleration time was somewhere off in infinity. The Greenbrier was hardly a hot rod either, especially the test vehicle fitted with its two-speed Powerglide automatic transmission. But it was able to climb to 96 (60) in 32.2 seconds. Car Life's testers estimated the Greenbrier's top speed at 113 km/h (70 mph), even though they only got 107 (66.6) in their test. As with the VW, Chevrolet made other versions of the Corvair 95, named for its 2,413 mm (95 in.) wheelbase. There was a true van called the Corvan, and two pickup trucks, the Loadside and Rampside. The Loadside had a conventional rear tailgate, but the Rampside, in addition to the rear tailgate, had a clever side gate that folded down to ground level to form a handy loading ramp. But the pickup's two-level floor, necessitated by the rear engine, kept it from becoming popular. The Greenbrier was introduced as a 1961 model and was the most popular of the Corvair 95 model line that year, selling 18,489, compared with 15,806 Corvans. It would continue to be the best seller every year except 1964, when the Corvan outsold it 8,147 to 6,201. For 1963, a more powerful 95 horsepower engine was made available, and the vague cable-operated transmission control was replaced by a more positive rod type. Then in 1964 the Greenbrier got a 2.7 litre (164 cu in.) engine that had a standard 95 horsepower, or an optional 110. The Greenbrier was discontinued in December, 1964, part way into the 1965 model year. In all, a total of 57,986 had been produced. It had been an unusual foray into exotic technology for Chevrolet, whose heart was really still in conventional front engine, rear-wheel drive vehicles. The Corvair had always been a bit of a maverick in the Chevy lineup. The Greenbrier, like the VW van, was many years ahead of its time.

There's no contest. The metallic finish is far nicer, more now. The plastic with 'wood-like' graining is so 70's. We don't even like that stuff in our homes, why in our cars? GM, if it insists on keeping this car division, needs to keep it hip, contemporary and fresh.

Groups like this are almost becoming quasi-religeous in their zeal. By the day they are losing any shred of credibility they may have had. They have become shrill and incoherent.

Holden HSV E-Series: 400+ HP

Hell Week for the Car Haters. Detroit. If you're into the whole car "thing," as virtually all of the readers of this publication are - then the third week of August is akin to our High Holy Days. Auto enthusiasts across the country are focused on two huge events this week: the Pebble Beach Concours and the Monterey Historic races on the West Coast, and the Woodward Dream Cruise in the northern suburbs of Detroit. Though polar opposites in style and tone, nonetheless these two automotive events (and countless others of lesser stature) define the car culture for auto enthusiasts across the country today. The events on the Monterey Peninsula (which Robert Louis Stephenson called "the most beautiful meeting of land and sea on earth") feature the best of the best, with pampered rolling sculptures taking over the 18th fairway at Pebble Beach on Sunday for the concours judging, while some of the most magnificent vintage racing cars in the world are unleashed at Laguna Seca (Mazda Raceway) over the weekend on the outskirts of town for the "Historics." Leading up to these keystone events are an endless succession of car shows, auctions, manufacturer-sponsored new car introductions, drives and just about anything else you can think of relating to the celebration of the automobile. And in suburban Detroit, the event that started out as a little local charity car celebration while also indirectly paying tribute to one of the most famous stretches of asphalt in the country - Woodward Avenue - has turned into the largest free-form car happening in the world. Estimates have suggested that 40,000 cars of every possible description show up the third Saturday in August, from Morgan three-wheelers to thinly-disguised racing cars, and anything and everything in-between - but no one really knows for sure. The only thing that is certain about the Woodward Dream Cruise is that it's the most irreverent, "run what you brung," wildly popular grass-roots automotive event on earth. People from all over the country and around the world start showing up in earnest the weekend before - and the entire week gives way to rumbling V-8s, stunning hot rods and more "Did you see that?" cars than you can even imagine. Unfortunately, the enthusiasm displayed for all things automobile at these seminal classic car events this week is not shared by a grumpy and noisy faction in this country - the anti-car intelligentsia zealots who populate such beacons of tolerance as the Sierra Club and others of its ilk. These are the people who can't quite figure out why anyone would idolize these horrific machines that "ruined" the nation with their evil waste gases and open platform of environmental destruction - at least that's how they view things from their perspective. They've become the equivalent of our societal No Fun League. If it were up to them, we would all be better off driving balsa wood clown cars put together with a hug and a smile - a land of Shiny, Happy People blissfully pedaling along, reveling being back in the Stone Age. For these car haters, this is Hell Week. Not content to merely heap derision on anyone who could possibly think of even celebrating the automobile's heinous contribution to society and the destruction of our American culture as they see it, the Sierra Club is now going after egregious affronts to their agenda wherever they may be. And their latest target? GM and McDonald's. The Sierra Club blasted both of these corporate entities last week for a promotion that gives out miniature Hummers with a purchase of a Happy Meal or a Mighty Kids Meal at participating McDonald's restaurants between August 4 and August 31, while supplies last. This "Hummer of a Summer" promotion has sent the Sierra Club into a tailspin, with a spokesman telling The New York Times that it was as responsible as "dipping a Big Mac in the fry oil and serving it to your kids." The spokesman went on to suggest that the promotion was encouraging kids to be environmentally irresponsible and that kids should be being taught the effects of global warming instead of being given miniature Hummers in their Happy Meals Gee, all that from a mini-Hummer toy promotion at McDonald's? To say the Sierra Club is misguided and humorless is an understatement. But their agenda is veering into a territory that goes beyond improving the planet, because now the Sierra Club fancies itself as being at the forefront of a burgeoning movement in this country that expands upon the anti-car rhetoric (that they seem to be able to spew at the drop of a pine cone) to include an "anti-conspicuous consumption" message. It's not only about what you drive and how you drive it; it's how you conduct your daily life, how you act in public and what you think too. No one has appointed the Sierra Club as Final Arbiters of our Existence that I know of, but given the opportunity, I have no doubt that they would jump at the assignment. Fortunately, car enthusiasts across the country are able to put the Sierra Club's misguided bleatings in perspective. Car enthusiasts are not anti-environment, anti-children, anti-trees or any other wild-ass scenario that the Sierra Club can conjure up. And even though the Sierra Club wants to shove their agenda down our throats every chance they get, car enthusiasts aren't interested in shoving fried Big Macs (or anything else) down anyone's throats. Car enthusiasts have one thing that the Sierra Club will never be accused of having - and that is perspective. They understand the role that the automobile has played in the growth of our nation and the personal impact that the automobile has had on all of our lives. And they also realize that many of life's most memorable moments were brought to them in one way or another by the cars and trucks that now frame the memories of a lifetime - the very cars and trucks evident on Woodward Avenue and the Monterey Peninsula this week, and at car shows around the country. So, do yourself a favor and go out and celebrate the High Holy Days of America's car culture this week any way you choose, before the card-carrying members of the No Fun League do their best to eradicate it from the American landscape. Because after all, the memories you're protecting just may be your own. Thanks for listening, see you next Wednesday. (written by Peter M. DeLorenzo)

The new Chevy Tahoe and the Cadillac Escalade have to be the sexiest SUVs ever.

That Chronos is still a stunning design.

What is happening with Ford?!.....they are in the toilet with Kia.

I'm Canadian and sure not seeing much poverty lol. There are likely more Porsches than Pontiacs here. The Canadian preference for Pontiac over Chevrolet goes back almost from the day Pontiac was introduced here. It's almost always been more popular. I think we liked the image of Pontiac better.

Auto buyers more satisfied Study says growth in consumer satisfaction with cars, computers and Net is good sign for economy. David Shepardson / Detroit News Washington Bureau WASHINGTON -- Americans' satisfaction with their cars and trucks hit an all-time high in the second quarter, with domestic automakers continuing to narrow the gap with their higher-ranked foreign rivals, according to a new study by the University of Michigan to be released today. Overall, the American Customer Satisfaction Index rated autos 81 on a 100-point scale, up 1.3 percent over the same period last year. Toyota ranked No. 1, with a score of 87 for the second straight year. But U.S. brands Buick, GMC, Chevrolet and Ford all posted gains, with Buick tied for second place with Honda and Lexus, scoring 86. Even with the progress, however, Detroit automakers still have a long way to go. Most U.S. nameplates are among the lowest-scoring and customer satisfaction is improving for the industry as a whole as more Americans buy foreign cars and trucks, said Claes Fornell, who heads the study as director of the National Quality Research Center at U-M's Ross School of Business. While Ford's score rose to 77, for example, a 2.7 percent gain, that's still the lowest in the industry, tied with Kia and Jeep. "It remains a telling indicator that only the higher-end nameplates like Buick, Cadillac and Lincoln are competitive on customer satisfaction with the Toyota, Honda and Hyundai nameplates, while the more comparable U.S. counterparts, such as GM's Pontiac, DaimlerChrysler's Dodge and Ford remain well behind," Fornell said. The study, which surveyed more than 5,000 people, also examined consumer satisfaction with personal computers, Internet search engines and online news and information. Overall, the study found consumer satisfaction rose for the fifth consecutive quarter -- a good sign for the economy in general and U.S. carmakers specifically, whose gains, unlike last year, were not linked mainly to price. "Detroit still uses incentives, but the recent increase in customer satisfaction has more to do with improvements in quality -- both in product and in service," Fornell said. Despite tough competition, the difference between the highest and the lowest ranked vehicles has been cut by nearly half since 1999. Erich Merkle, director of forecasting for IRN Inc., a Grand Rapids auto consulting firm, said automakers can't afford to have problems with new cars after a few months. Toyota delayed launching its Tundra pickup mainly because of quality issues, he said. Detroit, in part, suffers from "older antiquated facilities, Merkle said. "It's very difficult for the domestics to go punch for punch." General Motors Corp., Ford Motor Co. and DaimlerChrysler AG's Chrysler Group, as well as their foreign rivals, say quality is a priority. GM sends out 10 million surveys a year and is getting a response rate of 50 percent to measure what its customers think of its products and ways to improve. "Do we still have work to do? Yes," said GM spokeswoman Janine Fruehan, citing evidence of improved quality such as reduced warranty costs. Ford spokeswoman Anne Marie Gattari said customers should make their own decisions based "on hands-on research at the dealership" and not just the numbers. "We know we have a lot of work to do, but we are confident that we are moving in the right direction," Gattari said. Chrysler spokesman Sam Locricchio said surveys show the company is "continuing to improve quality. The good news is we are in fact improving." Toyota Motor Corp. spokesman Bill Kwong said its top ranking is due to its belief that "there is no best, there is only better and our belief in continuous improvement in every aspect of our business," Kwong said. Toyota has suffered through a number of recent high-profile recalls and defect investigations. Honda Motor Co. spokesman Chris Naughton said improving quality leads to better word of mouth and more sales. "The competition never lets up and we're always pushing to make vehicles better and better," he said. Nissan Motor Co. saw the biggest improvement among automakers, jumping 5.1 percent to 82. "Nissan takes its commitment to customer satisfaction very seriously and is constantly seeking ways to improve customer service, safety and satisfaction," said spokeswoman Jeannine Ginivan. Economists at U-M suggested the overall increase in customer satisfaction could spur higher consumer spending, despite high gas prices, rising interest rates and growing household debt. Fornell said 10 years of data showed a strong link between spending and satisfaction. A key factor is the "gratification one gets from buying and the problem is where is the money going to come from. Today's consumers have always found a way to take on more debt, and we believe that will continue," he said. Comerica chief economist Dana Johnson was skeptical, however. "After income, wealth, it's really hard to get consumer confidence as a factor," he said. "With customer satisfaction, you're talking about a pretty small effect." Johnson said the rise in auto quality is directly attributable to the growing competition: "There's tremendous overcapacity of auto production. People are competing hard to pry the dollars out." Beyond autos, the survey found that customer satisfaction with personal computers rose 4.1 percent to 77. Apple Computer Inc. led the way with an 83 score. Satisfaction with online search engines is on the decline, however, with Google down 1.2 percent to 81. News Web sites on average dropped 3 percent to 73, led by a 5 percent drop for CNN.com, which was tied for first with USATODAY.com, which increased 2.4 percent.

This SUV seemed to have awful proportions. It was the weiner dog of trucks. I think that's what killed it....it looked weird.

I like the new Calibre...it's selling like hotcakes here......they are everywhere. It looks way more substantial than the run-of-the-mill econobox. It's a fresh take on a dull segment. Wish it was a Cobalt instead of the vanilla sedan. I give Chrylser credit for re-inventing their models.....instead of just an evolution. GM could take some lessons. Witness the 300 vs what came before....a complete change. And I like the new Sebring/Avenger too. Chrysler Sebring:

Tell us more about your intense love of Dodge Aspens.

GM Sets Records at Bonneville Text & Photos edited by F. de Leeuw van Weenen Source: General Motors 08-15-2006 Chevrolet Cobalt SS Sets First-Ever Bonneville Record Using E85 Fuel Two Ecotec-powered Chevy Cobalt SS race cars set land speed records yesterday at the Bonneville Salt Flats on the first possible day for record runs during the 58th Annual Speed Week event. The Bonneville Student Project Chevrolet Cobalt SS, based off a naturally-aspirated Cobalt SS and converted to run on E85 ethanol for 2006, set a 156.073 mph record in the G/FCC class (G Class/Unblown Fuel Competition Coupe), while the Chevy So-Cal Cobalt SS set a 218.392 mph record in the G/BFALT class (G Class/Blown Fuel Altered Coupe). Both cars were driven by GM Performance Division engineer Mark Dickens, who in the span of 35 minutes on Sunday joined the exclusive Bonneville "200 MPH Club" with his record in the Chevy So-Cal Cobalt and also became the first-ever driver to set a record using E85 ethanol. "When Speed Week was cancelled last year because of rain after only two days, it was tough on the whole team," said Dickens, referring to the torrential rains that forced cancellation of the 2005 event. "From our perspective, the first two days this year have already atoned for last year, and we still have five days left." Three female student interns - 19-year-old Heather Chemistruck from Virginia Tech University, 21-year-old Lauren Zimmer from Purdue University and 21-year-old Sandra Saldivar of New Mexico State University - were among the many excited Bonneville team members as they helped convert the Student Project Cobalt to run on E85 for 2006 and are also part of the car's pit crew. "Setting a record at a place with as much history as Bonneville is the opportunity of a lifetime," said Chemistruck, the lone returning member of the inaugural four-woman Bonneville Student Project Cobalt team from 2005. "I'm so glad GM Performance Division gave me another chance to help make history." Both Cobalts qualified on Saturday afternoon during the opening day of racing - the Student Cobalt with a speed of 156.695 mph and the Chevy So-Cal Cobalt with a speed of 220.517 mph. Once a car makes a qualifying run that beats the previous record holder's time, the car is immediately impounded until the next morning when it can return to the course for a record run. The combined average between the qualifying and record return runs are what establish a new record. The Student Cobalt broke a 19-year-old 152.626 mph record set in 1987 by Doc Jeffries, while the other Cobalt bested the previous GM Performance Division record of 212.684 held by GM engineer and fellow "200 MPH Club" member Jim Minneker in a Saturn ION Red Line. According to the Southern California Timing Association (SCTA), the group who sanctions Speed Week, the Student Cobalt is the first vehicle to set a record at Bonneville running on E85 ethanol. The Student Cobalt is also equipped with a nitrous oxide system for 2006, but the crew was determined to set a record using only E85 first to help showcase the inherent performance benefits of the fuel. "The fuel classes at Bonneville are wide open, and that allows a person to run anything from nitro-methane to methanol to gasoline and whatever else is out there," said Dickens. "We're putting E85 up against some of the absolute most extreme fuels available, and to be able to break a record using only E85 is quite an accomplishment." To take advantage of E85's performance attributes, the students converted the Cobalt to run on the renewable fuel by changing the fuel cell liner, fuel filter, and engine calibration. "E85 has a higher octane rating than gasoline and burns cooler, which allows for increased power," said GM Performance Division executive Al Oppenheiser, whose team heads up GM's efforts at Bonneville. When asked what they were going to do with the car after the SCTA confirmed the Student Cobalt's record, Zimmer replied with, "We're going back to the pits to make it go faster." The Chevy So-Cal Cobalt SS was long overdue for a record considering it stunned the crowd in 2004 with an unofficial 243.127 mph pass, earning it the nickname "243 Cobalt." However, because production had not begun on the Cobalt, it was ineligible to qualify for a record attempt. Last year, it was not able to set a record before the rain cancelled the event. To end the record-setting Sunday, the Student Cobalt again qualified to make a record return run today in the same G/FCC class with a speed of 159.407 mph. Ironically, the Cobalt's nitrous oxide system they had planned on using for yesterday's qualifying run had a minor glitch, and the car still ran a better speed on only E85 than its earlier record. Around 7 a.m. or so Mountain Time, Dickens will attempt to break the record the Student Cobalt set on Sunday, and the team has ensured the nitrous will be firing on all cylinders. "We've already broken the record using E85 alone, now it's time to have a little fun by applying a conventional performance enhancer to see how high we can boost our record," said Chris Twarog, GM Performance Division engineer and Student Cobalt crew chief.

The new Dodge Avenger will make it's debut at the Paris Auto Show next month.

ahhhh...but it could sneak over the border down south....here's the Mexican Pontiac G3:

Pontiac Sends New Waves Across Canada - Unique-to-Canada Pontiac Wave hits the market at just $12,950 - Proves style, quality, practicality and upscale amenities can be found at an economy price Oshawa, Ontario (Friday, August 11, 2006) – General Motors of Canada today announced pricing for the new 2007 Wave sedan, which goes on sale at Pontiac dealerships in August. With a starting MSRP of just $12,950, the Wave sedan boasts an all-new European influenced exterior design plus a refined and spacious interior and offers generous features usually seen in more expensive cars. “The Wave demonstrates GM Canada’s continued commitment to provide unique vehicles that meet the distinct needs of Canadians,” said Amrit Mehta, GM of Canada’s marketing manager for small cars. “Fun to drive, stylish, safe and fuel efficient, the Wave has a ‘big car’ personality and is packed with features at a price that offers value that Canadians have never seen before in the compact segment.” The Wave is powered by a 1.6L 16-valve DOHC four-cylinder engine producing 103 horsepower and 107 lb.-ft. of torque, enhanced by a Variable Geometry Induction System that helps maximize power across the rpm range. Electronic throttle control enhances drivability while reducing fuel consumption and emissions. A smooth-shifting five-speed manual transmission is standard. An Aisin four-speed automatic transmission with adaptive shift technology to maximize fuel savings is also available and features a segment-exclusive Hold Control Mode that enables drivers to hold a higher gear to improve traction in slippery conditions. Available in base and SE trim, the Wave sedan offers a wide range of features. Dual stage front air bags with frontal passenger sensing system, AM/FM stereo with single CD and MP3 playback capability, auxiliary input for iPods, MP3 players and other devices, and 4-speakers, driver seat with lumbar support and armrest, a fully-reclining front passenger seat, 60/40-split folding rear seat and tilt steering are all standard. The SE model, which starts at just $15,450, adds an impressive list of features not typical in the segment. It includes air conditioning with cabin filtration and rear-seat air vents, power operated/heated side mirrors, keyless entry with content theft-deterrent, power windows and locks, fog lamps and cruise control and, as a surprising bonus, a ‘no charge’ sunroof is also included. For a sportier look, a Wi Special Edition package is available on both models and adds even more content including 15-inch aluminum wheels, trunk mounted spoiler, 6-speaker premium sound system, steering wheel mounted audio controls and an Apple iPod™. The Wi Special Edition package is available as a free-flow option on both models at $1,095. With highway fuel consumption of just 5.9 L/100 km, the 2007 Wave sedan joins GM of Canada’s leading fleet of fuel efficient vehicles that get better than 7L/100km or 40MPG highway driving. Headquartered in Oshawa, Ontario, General Motors of Canada employs more than 20,000 people nationwide. GM of Canada manufactures a variety of vehicles, engines, transmissions and other components, and markets the full range of General Motors vehicles and related services through 765 dealerships and retailers across Canada. Vehicles sold through this network include Chevrolet, Buick, Pontiac, GMC, Saturn, Hummer, Saab and Cadillac.

You are a man of good taste. It is choice.