2014 Corvette Stingray does 0-60 in 3.8 seconds, 1.03g on the skidpad

When pricing of the 2014 Chevrolet Corvette Stingray was announced back in April, Chevrolet promised that 'Vettes equipped with the Z51 Performance Package would be able to hit impressive figures that include "0-60 mph in under four seconds and more than 1g in cornering," and now it has backed these numbers up. While metrics for a stock Stingray weren't released, checking the Z51 box will get you a 0-60 time of just 3.8 seconds and a skidpad number of 1.03g.

Between its 460 horsepower and now its 3.8-second 0-60 time, the Stingray Z51 is positioned directly in between its competitors while costing significantly less than both. In addition to this, Chevy is promising a quarter mile time of 12 seconds and 60-0 braking in just 107 feet.

As an extra little bit of bragging rights, Chevy says that an almost-stock Z51 (with a racing seat, harness and fire extinguisher added inside the car) with Magnetic Ride Control was able to lap the Virginia International Raceway Grand Course in 2:45.78. Wondering how that compares with other known hi-po models? So are we...

Although there are no official VIR lap times to compare against, we did find that FastLaps.com has an unofficial collection of times for the track that places the new Stingray in the number two spot, just behind a 2008 Corvette ZR1. If accurate, that's mighty impressive.

Courtesy of Autoblog

Cruze Clean Turbo Diesel Delivers Classic Muscle Car Torque

Imagine quick off-the-line acceleration reminiscent of a classic muscle car combined with the efficiency of a fuel-sipping compact sedan. Dream on? Believe it. The all-new 2014 Chevrolet Cruze Clean Turbo Diesel uses a turbocharging feature called “overboost,” but still gets the best highway fuel economy of any non-hybrid passenger car in America.

Cruze Diesel’s turbocharged 2.0L engine delivers a segment-leading SAE-certified 151 horsepower (113 kW) and 264 lb-ft of torque (358 Nm), but overboost can increase torque to 280 lb-ft (380 Nm) for about 10 seconds of stronger acceleration. That’s the equivalent torque delivered by the 1972 Camaro Z28’s heavier 5.7L V8.

Unlike the muscle car era, Cruze Diesel marries that quick burst to a segment-leading EPA-estimated 46 mpg highway, and demonstrated range of 717 miles on one tank of fuel.

“Overboost provides increased performance when the driver demands it, like when passing on the highway,” said Mike Siegrist, GM 2.0L diesel assistant chief engineer. “When the driver leans on the throttle, the turbocharger increases the air and fuel intake over and above what the engine needs for normal torque demand.”

So taking the “muscle” analogy one step further, overboost is to Cruze Diesel as oxidation is to athletes when their muscles use oxygen to break down carbohydrates, fat and protein to produce energy. The more oxygen they take in, the better their performance. Cruze Diesel can sprint from 0 to 60 in about 8.6 seconds – half a second faster than its chief competitor, the 2013 Volkswagen Jetta 2.0L TDI.

Cruze’s 2.0L turbo-diesel provides greater fuel economy than a comparably sized gasoline engine through greater thermal efficiency, a higher compression ratio and an unthrottled combustion process. It features an iron cylinder block and a forged steel crankshaft, each designed to stand up to the greater cylinder pressures that come with a turbo-diesel engine.

A lightweight aluminum cylinder head and aluminum intake manifold contribute to the engine’s ability to deliver balanced ride and handling.

Turbocharging is an increasingly popular choice with automakers and car buyers. According to LMC Automotive, a provider of automotive forecasts, turbo-charged passenger vehicle production in North America is expected to double by 2018, from 14 percent in 2013 to 29 percent, mainly due to increased diesel production, as well as four-cylinder turbo gas engines replacing V6 engines.

“Cruze’s turbo-diesel engine is powerful, efficient and clean,” Siegrist said. “It will change perceptions of what a diesel car can be while giving customers another fuel-efficient choice in the Chevrolet lineup.”

Courtesy of media.gm.com

2013 Chevy Spark

The Spark – in one name or another – has been on sale in other markets since 2009 and has sold relatively well, but in the name of globalization and diversifying its lineup, Chevrolet brought it to our shores for 2013. General Motors hasn't marketed a car this small in the US since the Geo/Chevy Metro, and just like the Metro was the product of a collaboration with Suzuki, the Spark is a product of GM's South Korean operations. With its addition to the lineup, Chevy's menu of passenger cars is now bursting with options, but can this pint-sized hatchback ignite any interest with buyers here in the US? We spent a week with one to find out if it could hold our attention – and our stuff.

Maybe it's just the segment in which the Spark competes, but Chevy's minicar doesn't appear to scream for attention with its shape or dimensions as much as its rivals. As American buyers are still warming to these micro machines, though, we don't consider being the segment's wallflower such a bad thing. Resembling something like a scaled-down Chevy Sonic, the only thing about the Spark that truly grabs your attention is its flamboyant color palette. Our tester came in Jalapeno Green, but there are also a handful of pastel hues including pink, blue and yellow.

Although a little rhinoplasty wouldn't hurt the Spark, it's a rather good-looking car for its size. Sure, it's shaped like a doorstop, but its arched roof, sharply rising beltline and boxy rear end give it a more conventional appearance in a segment where quirky designs have become the norm. After factoring in the car's standard look, our tester added the 2LT trim, which tacks on unique facias with fog lights up front and a chrome exhaust tip poking out the rear, sportier rocker panels, silver roof rails, small amounts of chrome trim and 15-inch aluminum wheels with black accents, all of which help further differentiate the Spark in this class.

The biggest distinction for the Spark is, of course, its extra set of doors. Rather than squeezing between the front seats and B-pillars, the doors make the two-passenger rear seating much more accommodating. In total, there is plenty of room for four adults to travel comfortably with short road trips only limited by cargo space rather than passenger comfort. Rear occupants are separated by a cupholder and storage bin ensuring generous amounts of hip and shoulder room to go with a decent amount of head and legroom. Cargo space with the seats in place is limited to just 11.4 cubic feet, but folding the rear seats down practically triples available cargo space.

Equally surprising as its passenger space, the Spark has a pleasantly styled interior. Again, the Spark borrows some styling cues from the Sonic, including its motorcycle-like gauge cluster with a large speedometer and small multi-function digital display. Unlike what we were taught to believe about inexpensive cars, the Spark is no stripper – air conditioning, power windows and power door locks all come standard.

Hoping to attract younger buyers, all LT trims get the Chevrolet MyLink infotainment system as standard equipment, which provides popular apps like Pandora and Stitcher and a well-integrated navigation system. Stepping up even further, the 2LT adds heated front seats, cruise control, a leather-wrapped steering wheel with audio controls and leatherette on the seats. The latter feel just like vinyl, but there is a fancy pattern and exposed stitching to spice up the look a bit more. Certain exterior colors (including Jalapeno Green) get body-color matching interior pieces for extra flair.

Even though the Spark is the largest minicar currently offered, its fuel economy is still class competitive with official EPA numbers of 32 miles per gallon in the city and 38 mpg highway. Keep up with the Spark's tach-mounted shift light, and you'll have no problem meeting or exceeding those official numbers. We averaged just over 34 mpg during our week of mixed driving with the Spark.

Thanks to its added size, the Spark is arguably the best daily driver in this segment, mostly on account of the fact that it feels more stable on the highway where crosswinds or passing tractor trailers aren't religious experiences. While the Spark isn't scary to drive at higher speeds, it is undeniably a city car, as evidenced by the transmission gearing that leaves the low-power engine racing at more than 3,000 rpm at 70 miles per hour. Speed isn't the Spark's specialty, though, as this little hatchback really excels in city driving where its small size equates to excellent maneuverability.

The Spark has the whole segment nailed when it comes to balance and ease of driving. For starters, the Spark's electric power steering is perfectly suited for low-speed parking maneuvers, while the standard hill start assist makes stop-and-go traffic easier to bear, especially in hilly cities. The suspension tuning leans toward the firm side, but not so firm as to make its short wheelbase hop all over the road. Potholes, cobblestones and speed bumps are all taken in stride by the Spark's suspension.

After about a year on the market, the Spark has found the most success, according to Chevy, in cities like San Francisco, New York, Los Angeles and Chicago. This makes sense for anyone who drives and parks in such dense cities. The small size and relatively high level of comfort that the Spark provides leaves this car feeling less like the big fish in a small pond of minicars, and more like a small car designed just for the big city.

In the not-too-distant past, "inexpensive" and "cheap" were interchangeable words among GM's lineup of small cars, but the 2013 Chevy Spark is proof that this automaker can build a quality car that is also affordable.

Courtesy of Autoblog.com