By David Colman

Hypes: Svelte New Sheetmetal, Commodious Interior, Standard Running Boards
Gripes: Occluded Rear Vision, Console Cupholders Need Covers

After a week-long test drive, some vehicles are harder to part with than others. Case in point, this Slate Grey Metallic Chevy Tahoe, which will definitely be missed. GM has comprehensively redesigned its Chevrolet SUV twins, the Tahoe and Suburban for 2016. The exterior styling redo is graceful and sleek rather than menacing and busy. Inside, you will find restful, handsome seating, intelligent dashboard controls, and complete instrumentation worthy of a light aircraft.

On the merit of its Monroney sticker, our $58,460 Tahoe didn’t seem to promise all that much on paper. Augmenting its $52,030 base price was a $3,110 Luxury Package which provided a slew of unrelated embellishments: Heated Remote Keyless Entry, Power Folding Third Row bench seats, Folding Second Row Captain’s Chairs, Heated Steering Wheel with Power Tilt and Telescope, Park Assist Front and Rear, Cross Traffic Alert, Front Foglamps, Wireless Phone Charging, Handsfree Rear Liftgate, and 9 Months of XM Satellite Radio service.

But here’s a list of what our LT did not have in terms of GM equipment offered on other model lines: no 6.2 liter V8, no 8-speed automatic transmission, no 4-wheel-drive, no 22 inch alloy wheels. All of these items are available only on GMC Denali and Cadillac Escalade class vehicles. However, my initial sense of deprivation with the Tahoe – due to the fact that I had tested a GMC Denali XL the week before – quickly evaporated. The Chevy’s 5.3 liter V8 proved more than adequate to propel this short (116 inch) wheelbase Tahoe. Not only that, but the 5.3 liter gets better overall fuel mileage than the 6.2 liter V8 (18 MPG in combined city/highway driving). With standard 26 gallon tank, the Tahoe’s extended range works out to a very satisfactory 484 miles of freeway driving. In fact, we were amazed to drive from the Bay Area to Rocklin (East of Sacramento) and back, and still find the tank needle showing just under half a tank of gas remaining. The standard rear end axle ratio of 3.08:1 is largely responsible for the Tahoe’s good mileage and quiet cabin at cruise speed.

Lack of 4WD also lightens the Tahoe’s curb weight and makes it handle more responsively than the Denali. The Tahoe’s optional ($1,400) 20 inch polished alloy 5-spoke wheels, mounting 275/55R20 Continental Cross Contact tires, provide good steering feedback and dependable lateral grip. If, however, you actually plan to drive your Tahoe in Tahoe during winter months, you’ll want to opt for 4WD, which is available. No matter where you live, the ehated seats and steering wheel are nice comfort additions.

The Tahoe’s redone interior maximizes both storage space and seating configuration. Our LT could transport 7 in the cabin when using all available seats, or offer 47.5 cubic feet of space with second and thirds row seats folded flat. Making the conversion from passenger bus to freight platform is amazingly easy, since GM provides ingenious shortcuts to ease the transition. For example, when I wanted to load my mountain bike into the Tahoe, I pressed the remote keyfob button twice to lift the tailgate, pressed a couple of buttons inside the back hatch to drop the 3rd row seats, then flattened the second row chairs by pulling levers on the outside edge of those seats to drop them. This same lever also flips the second row seats up and out of the way against the back of the front seats. Total elapsed preparation time from idea to reality: less than one minute, sweat-free.

Chevy has done a masterful job of bringing the Tahoe squarely into the heart of the SUV market with brilliantly executed features at a price that is reasonable. Given the level of attributes baked into this tasty new American pie, you’ll definitely want to examine one before making a final decision about which full-size SUV to buy. The Tahoe LT offers more real estate for the road than most of the competition. Its chiseled new face will keep it fresh looking for years to come, and its many interior amenities will unburden the chores of your life in unexpectedly pleasant ways.

2016 Chevrolet Tahoe 2WD LT

• Engine: 5.3 liter Ecotec V8
• Horsepower: 355hp
• Torque: 383 lb.-ft.
• Fuel Consumption: 16 MPG City/23 MPG Highway
• Price as Tested: $58.460
• Star Rating: 9 out of 10 Stars

By David Colman

Hypes: Spacious, Handsome, Fuel Efficient
Gripes: Small Trunk, Strange Dash Cladding

In 2015, the Malibu placed 6th out of 6 like sized sedans in a Motor Trend magazine comparison test. Clearly, the old Malibu had outlived its useful product life cycle, and Chevy duly replaced it with a whole new car this year. Not a freshening, not a remodel, but a completely new vehicle designed specifically for comfortable long distance travel by plus sized humans. Specifically, the magazine review dinged the previous Malibu for its lackluster engine, cheap interior plastics and cramped rear bench seat. Chevy has admirably addressed all those complaints with the Hybrid we drove. Under the hood lies a very energetic powertrain consisting of a 1.8 liter double overhead cam, inline 4 cylinder gas engine augmented by twin electric motors. Although the combo is only rated at 182hp, the vibrant manner in which the electric propulsion augments the gas motor means you will never be lacking for acceleration. This Hybrid Malibu is really quick in a straight line, with instant spool up quick enough to see you through any passing or merging maneuver.

Inside the cabin, the 2016 Malibu has lost the former model’s bargain basement array of plastics and fabrics. While it’s not quite up to Ritz standards, the Malibu interior is several cuts above Best Western. Check out the steering wheel, for example. If you opt for the $895 “Technology and Convenience Package,” Chevy gives you a nice fat leather capped rim to grip. Every possible seam and contour has enough thread or hide to eliminate all sharp edges. The same cannot be said for many cars costing twice as much as the Malibu. The only item of questionable taste is the strange quilted fabric covering the lower sections of the dash. This 3D material looks odd, as if Chevy was trying to replicate a carbon fiber look with cloth. It does not promise to wear well.

Quibbles about the old Malibu’s lack of interior room have been eliminated thanks to a 4.2 inch wheelbase extension, a whopping 11 inch width extension, and just a half inch height rise. Indeed, the new Malibu provides a spacious and airy ride, with limousine like leg room both front and rear. Yet it manages to give you a much bigger cabin while still saving nearly 300 pounds of curb weight over its predecessor. This lightened load partially accounts for the Hybrid’s excellent fuel economy, with a highway figure of 47 MPG augmenting a city rating of 46 MPG. The only real downside to the Hybrid driveline is the storage space sacrifice you will need to make to accommodate the battery pack beneath the trunk. Gas only versions of this sedan provide 15.8 cubic feet while the Hybrid makes do with just 11.6.

Since self driving cars have yet to arrive, it was a bit off putting to discover that this Malibu has been implanted with self driving notions of its own by Chevrolet. If you pay $1,195 extra for the “Driver Confidence Package” you’ll discover that your Malibu has a mind of its own. This propensity for automated decision making first revealed itself when I sprinted onto an empty stretch of freeway and immediately made for the number 1 (fast) lane. Each time I crossed a lane boundary – and there were 3 of them – the Hybrid resisted my steering direction to the left and instead corrected the front wheels back to the right. As I was later to discover, Chevrolet programmed this obnoxious behavior into the Malibu’s optional package under the rubric of “Lane Keep Assist” ( LKA). Each time you fail to signal a lane change, the steering wheel will jerk itself back in the opposite direction of your intended path of travel. Thankfully, we discovered a delete button for LKA near the hub of the steering wheel’s left spoke, and from then on eliminated the nuisance. But be forewarned, the invasion of the mind snatchers is on the way.

All in all, Chevy has done a very workmanlike job in their remake of the aging Malibu. the new sedan looks really good, especially when given the optional $395 Crystal Red Tintcoat of our test sample. Clearly, draftsmen in what used to be called the Art and Color department of GM have refined the exterior surfaces of the Malibu to conduct wind without disturbance. This is a remarkably quiet and aerodynamically clean product that will remind you of its air management efficiency by endearingly infrequent visits to the gas pump.

2016 Chevrolet Malibu Hybrid

• Engine: 1.8 liter DOHC inline 4 with twin electric motors
• Horsepower: 182hp
• Torque: N/A
• Fuel Consumption: 46 MPG City/47 MPG Highway
• Price as Tested: $31,130
• Star Rating: 8.5 out of 10 Stars

By David Colman

Hypes: The Electric Car Finally Reaches Maturity
Gripes: Rear View Mirrors A Tad Small

The completely revised 2016 Volt is a triumph of engineering for the Chevrolet Division of GM. In every way, Volt 2.0 is better than the original. This improvement is all the more impressive since Volt 1.0 was a very fine tool indeed. What’s most attractive about the 2016 Volt is its complete assimilation into the driving mainstream. Unlike the first iteration, the 2016 version has lost the need to proclaim how different and revolutionary it is. Gone is the annoying Chiclet-style dashboard surface of Volt 1.0. Gone too are the first offering’s corny Jetson styling touches. And best of all, the 38 mile electric travel range of Volt 1.0 has been superceded by a genuine, dependable 53 mile range which we proved in repeated usage.

At first glance, the interior of the new Volt looks rather subdued, especially for such a ground breaking piece of equipment. The semi-gloss “Jet Black” cloth upholstery looks almost funereal, save for some counterpoint blue stitching around the edges. The exterior of the compact sedan hardly screams “I Sing The Car Electric.” With the exception of some matte aluminum tin foil burnishing the front grill bars, this new Volt could easily be mistaken for a two-year old Toyota Corolla. Maybe it was the muted tonality of its “Heather Gray Metallic” exterior shade, but our Volt tended to get lost in a sea of small sedans wherever we parked it.

That anonymity happens to be just what I liked about Volt 2.0. Since inception, revolutionary electric cars like the Volt, and especially the Prius, have found it necessary to scream about their world saving power source at top stylistic decibel. The Prius has always been most annoying in this respect, with its silly vent windows, goofy instrument graphics, and kindergarten control stalks. The first Volt was also complicit in this regard, with faux alligator upholstery and over-the-top styling aimed at declaring its revolutionary altruism. Chevy has really detuned all that bombastic noise, and the new Volt is ready to stand on its own as an engineering masterpiece rather than a styling exercise.

In our week with Volt, we used exactly 1 gallon of gas! Only once did our normal daily commute involve a trip longer than 53 miles. At that point, the Volt cut seamlessly over to its 1.5 liter gasoline fueled engine for the 53 mile return voyage. By EPA estimates, the Volt’s “Range Extender” gas motor gets 42 MPG in combined city/highway driving, using 2.4 gallons for 100 miles of travel. In pure electric form, it returns 106 MPGe. Now we religiously recharged the Volt overnight every day. This is especially easy to accomplish since Chevy provides a recharge unit which stores neatly out of the way in a side compartment of the trunk. This recharger weighs about half what the same unit did in an Audi A3 e-tron we recently tested. It plugs into 120V household current and will recharge the Volt fully in about 14 hours, i.e. overnight. If you opt for the 240V recharge system, a full charge on a depleted battery takes just 4.5 hours. In other words, living with Volt on a gasoline free basis is very much a reality if your daily drive is under 53 miles.

By every other metric of performance, the new Volt exceeds expectations. First and foremost, it handles really well since Chevy reduced its battery weight and curb weight. The Volt has lost 200 pounds, and now weighs just 3,543 pounds. Since Chevy added a new two-motor drive unit that is 12 % more efficient than before, the 0-30 mph acceleration is much quicker and overall performance verges on scintillating. Look to the torque figure of 294 lb.-ft. and you will see a thrust output unequalled by small sedans in this price range. Although the Volt utilizes relatively hard, small footprint tires in order to improve mileage figures, the car is so well-balanced that it will scoot through turns quicker than its Michelin Energy saver tires (215/50R17) would have you think possible. The only downside is they do tend to squeal when pushed hard. Chevy has done wonders with a suspension that uses a rear torsion beam axle and is not fully independent. The Volt hardly ever leans excessively in tight turns, and the overall ride quality provided by the torsion beam’s hydraulic bushings is excellent.

Volt 2.0 is a winner in every regard. The hatchback configuration meant we could easily slide a couple of 4 foot long boxes containing metal shelves through the trunk and into the passenger compartment, after dropping just the 40% side of the 60/40 folding rear seat. While rear seating is tight, the Volt suffices as a usable 4 seater for adults, and the trunk area is plenty large without resorting to folded rear seats. If the parameters of the Volt’s range meet your needs you can forget about regular trips to the gas station from now on.

2016 Chevrolet Volt Premier Hatchback

• Engine: Voltec electric drive system With 18.4 kWh lithium-ion battery and Ecotec 1.5L gas-powered engine
• Torque: 294 lb.-ft.
• Fuel Consumption: 104 MPGe/42 MPG (Gas) Combined City/Highway
• Price as Tested: $39,850
• Star Rating: 10 out of 10 Stars

By David Colman

Hypes: Great Value as All-Rounder
Gripes: Needs Running Boards, Free Wi-Fi as Part of OnStar Subscription

Would you rather be a sea horse or a flounder? If you’re currently navigating traffic in a low profile sedan or sports car, your restricted vision makes you the bottom dweller of the highway system. On the other hand, if your daily mount is our test Chevy Colorado, you’re sitting tall in the saddle of the newest sea horse from General Motors. Just climbing into the Colorado’s cabin is a bit of leap because it lacks running boards. But once ensconced in the cushy driver’s seat, you’ve got a view of the highway that is unparalleled in any compact car. This 360 degree view gives you the opportunity to see and avoid traffic problems before they become your own. There’s also enough sheet metal surrounding you here to provide the ultimate in crash survival. Violent accidents that destroy compact vehicles will have a negligible effect on this massive truck. The Colorado’s full complement of front, rear and side curtain airbags stand ready to further cushion the blow. If you value your safety, this Chevy is a smart defensive choice.

The Colorado’s dynamic features also promote accident avoidance through active safety. The hallmarks of this new mid-size product are good handling on Goodyear G4 Wranglers (255/65R17), excellent braking on 4 wheel Duralife ABS disc brakes, and anti-skid technology courtesy of Stabilitrak stability control. The 305hp 3.6 liter V6 eagerly awaits your call for more power. Floor the throttle and the Colorado leaps ahead decisively. Doling out ample thrust through a 6-speed automatic transmission, the V6 posts a commendable 24MPG on the highway. You can slot the floor mounted gear selector into the “M” manual gate and toggle up and downshifts with the button affixed to the side of the gearshift knob. While this system lacks the ease of use provided by steering wheel paddles, it still gets the job done with accuracy. With a bargain $250 Trailering Equipment Package, the Colorado is rated to tow 7,000 pounds.

Append a full Crew Cab to a Long Box cargo area and you’ve got a lot of truck to maneuver and park in city driving. You’ll find yourself cruising the nether reaches of parking lots looking for just the right spot to nose in so you won’t have to reverse out when leaving. This technique is definitely an acquired art form, but the excellent view from the cab makes parking lot scoping more fun than you might expect. The standard rear view camera helps in all such maneuvers. Inside the fully appointed cabin, you’ll never think you’re in a work truck. Fore and aft seat adjustments are power coordinated for front occupants but back rake angle is manually controlled. Big dashboard knobs insure you will never grope for the kind of minute controls so prevalent in compact cars these days. Want to adjust the temperature? Just grasp the fat dial on the dash and crank it right or left. Same applies for fan control. The radio volume knob is also a whopper. This control panel has been designed for operation while wearing gloves. The multi-function steering wheel also provides controls for phone, entertainment and cruise control. A dash-mounted 8 inch color touch pad helps you fine tune the many parameters of the “My Link” audio system.

Since connectivity has become supremely important these days, Chevy has heeded the call by offering to turn your Colorado into a Wi-Fi Hotspot capable of serving up to 7 tablets, laptops or other devices. The program operates through GM’s central safety net clearing house safety, OnStar. When you buy a Colorado, you automatically get 6 months of OnStar for free, plus 3GB of data through a free 3 Month Wi-Fi plan. Unfortunately, when we tried to access the Hotspot feature we were informed by an actual, live human being at OnStar that our 3GB had expired and we would need to purchase additional airtime. The rate structure went something like this: A further 3GB was available through AT&T for $30/month. $15 buys you 1GB/month, and $50 is good for 5GB/month. A daily fee of $5 is good for 250MB. You can roam up to 50 feet from your vehicle for reception, and the truck must either be running or in the Accessory key position.

The Colorado is remarkably adept at fulfilling a wide range of needs. From the driver’s seat, it provides a comforting sense of invulnerability that is impossible to duplicate in smaller vehicles. But is also conveys you with the dispatch, comfort and grace of a well appointed luxury sedan, while allowing you to tote impossibly large loads in its ample bed. A bed, I might add, which is fitted with convenient steps at each corner to ease entry, and a tailgate that lets itself down with a whisper instead of a thud.

2015 Chevrolet Colorado 4WD Z71 Crew Long Box

• Engine: 3.6 Liter DOHC V6 with VVT
• Horsepower: 302hp
• Torque: 270lb.-ft.
• Fuel Consumption: 17 MPG City/24 MPG Highway
• Price as Tested: $36,535
• Star Rating: 9 out of 10 Stars

By David Colman

Hypes: Perfect 10 on the Greenhouse Gas Scale
Gripes: Impractical Range, Rubbery Suspension

Home, home on the range anxiety. The electric motor Spark EV, which is sold only in California and Oregon, is a great idea whose time has not yet come. Without any back-up source of power, the Spark is dead when its lithium ion battery runs out of charge. This problem limits your range to at most 80 miles of real world driving. If your destination lies more than 40 miles distant, and you plan on returning without delay, you’d better leave the Spark home, tethered to its recharge umbilical, while you take a real car instead.

We set off on a 50 mile one way drive with more than 50 miles showing on the range indicator. 25 miles into the drive, the remaining range suddenly dropped from 25 miles to 11 as we crested a long hill. The system emitted a warning “Bing” and dashboard lights flashed the disconcerting information that we needed to “Recharge Soon.” Okay, so we pulled off the highway and, luckily, found a shopping plaza with an ARCO gas station, Starbucks cafe and KFC restaurant. Little did we know we would be spending the next 3 hours stuck here as we tried unsuccessfully to recharge the Spark. Chevy provides a 120V recharging unit with a 3 prong plug which we inserted into the wall receptacle of the ARCO station, with kind permission from the manager.

After an hour of purported recharging, we returned to find that nothing was gained because the wall socket was apparently dead. So we found another socket, plugged in the charger and were unpleasantly surprised to find that although this socket had juice, the fussy Spark charger refused to operate, illuminating a red light to indicate failure to charge. Apparently, the recharger will not operate in all live outlets. Nor can you use an extension cord to connect it.

After 2 hours of phone calls, we were able to locate a Charge Point station within our now 8 mile range, drive there, only to find ourselves stymied by lack of the Charge Point affinity credit card needed to dislodge the charging wand for use. More phone calls finally got electrons flowing into the Spark. We then had to hitch a ride home with a friend, who also drove us back to retrieve the partially recharged Spark some 5 hours later.

Once you accept this EV for what it is – basically the ideal mail delivery vehicle for a six block square housing subdivision – you’ll be happy with your cute, puppy faced Spark. After all, it scores 10 on the EPA’s “Fuel Economy and Greenhouse Gas Scale” as well as 10 on the “Smog Scale.” It also carries a rating of 119 MPGe, which means its theoretical rating exceeds its real world range by about 40 miles. The EPA also rates its recharge time as 7 Hours. Unless you have a 240 Volt recharge station at your disposal, you can expect to spend about 20 hours recharging depleted Spark batteries. We estimated that the charge rate at our 110 volt garage outlet was good for about 4 miles of range for each hour of charge time. Grass grows faster than Spark recharges itself.

Chevy has tried to jazz up the interior of the Spark EV with stylistic cues taken from the Volt. Inside the tiny cabin, you’ll find hard touch surfaces for radio and climate controls. The dash sports random directional slashes incised into its surface to impart a feeling of energy and brash individualism. The seats pick up the party line with their free form dot conga lines. The door panels and dash spine use blue-grey plastic inserts to lighten the interior and imbue it with further playfulness. The shiny plastic housing of the instrument cluster reflects itself distractingly in the windshield and side mirrors. Living in the Spark EV is like spending time inside an Igloo drink cooler.

The one feature electric motors are best at providing is torque. The Spark EV produces an instant wallop of 400 lb.-ft. the second you floor the accelerator. So impressive is this launch from a standing start that the Spark’s front wheels go light as weight transfers to the tail end. Lightness is the byword of Spark handling. With teeny (185/55R15), hard shell (370 Tread Wear Rating) Bridgestone Ecopia tires, Spark’s connection to the pavement is tenuous at best. If you engage the “Sport” setting on the central console, handling improves marginally. However, you will not mistake this diminutive sedan for a sports ride under any circumstances. The Spark lives to do only one thing well: travel short distances while avoiding gas stations altogether.

2014 Chevrolet Spark EV

• Engine: GM Electric Drive System with 21kWh Lithium Ion Battery Pack
• Horsepower: 140hp
• Torque: 400 lb.-ft.
• Fuel Consumption: 119 MPGe
• Price as Tested: $28,570
• Star Rating: 5 out of 10 Stars

By David Colman

Hypes: Subtle Redo, Off the Chart Interior, Huge HP and Torque
Gripes: Needs Better Contoured Front Seats

Although it may not look all that different from its immediate predecessor, the 2014 Silverado shares virtually nothing with the 2013 Silverado. What it does have in common, however, are styling keynotes that distinguish Chevy pickups from any other brand: horizontally split grill, massive hood bubble, and stacked dual headlights. Design departure for ’14 is limited to boxy new fender flares front and rear, sculpted tailgate with handy bumper step indentations, and opening rear cab pass-through window. There’s bigger news under that power bulged hood, because Chevy has upgraded all available engines in the 1500 line, using direct fuel injection for added power, and cylinder deactivation for improved mileage ( “Active Fuel Management”). Our Deep Ruby Metallic High Country 4WD, stood a couple of hands higher than an Arabian Stallion. Thanks to its optional 6.2 liter V8 Ecotec ($1,995), this Silverado made as much power as 420 horses. Torque is rated at 460 lb.-ft., with 14 MPG on tap around town, and a laudable 20 MPG on the highway. The 6.2 drives through a 6-speed automatic transmission coupled to a 2 speed transfer case, an auto locking rear differential, and a 3.42:1 rear axle ratio. Standard equipment includes trailer sway control, and a handy shift lever mounted button for optimizing engine/gearbox performance while towing. All these features make the new Silverado an ideal candidate for towing heavy payloads. Chevy rates our test vehicle’s trailer capacity at 9,500 lbs. If you opt for the available 3.73:1 rear axle ratio, your tow rating increases to 11,800lbs. but your gas mileage will suffer.

If towing isn’t your game, there are still plenty of virtues to appreciate here. Topping the list is the spectacular new High Country Premium Package ($1,345) which finally moves the Silverado’s interior into deluxe fantasyland territory previously occupied by Ford (King Ranch), Ram (Laramie Longhorn), and now Toyota (1794). In fact, Chevy’s treatment of this wildly popular Western Frontier look is by far the most muted and palatable of those on offer today. Both front and rear seats are trimmed in a baseball glove amber leather with stunning oyster piping. The front seats look so deeply bucketed and inviting that sitting in them is something of a letdown. They would benefit from more side and thigh padding. Standard heating and ventilation partly compensates for lack of support. The High Country trimmings also include mountain logo threshold kick plates and nifty matching embroidery in the seat headrests.

Your $1,345 also buys you a heated steering wheel, and a welcome built-in trailer brake controller. High Country includes a bevy of safety nannies like front and rear park assist, forward collision alert and lane departure warning. With a truck this big and ungainly, it’s nice to know where your bow and stern lie since direct sightlines are impeded. If you get too close to an object, Chevy has invented a new method to warn you of impending collision. It’s called seat alert because your seat cushion automatically begins to vibrate in the event of proximate danger. This attention getter also warns of an impending forward collision, as well alerting you to traffic on either side. In an impending frontal crash, a series of red warning lights simultaneously flash across the base of the windshield.

Only the Silverado 1500 series receives the makeover for 2014. If you are planning to buy a 2500 or 3500 series Chevy truck, you’ll have to wait for 2015 when GM will complete their transition to the new pickup platform. In addition to the lusty 6.2 liter motor in our test vehicle, Chevy also offers a new 4.3 liter V6 (285hp) and a mid-size 5.3 liter V8 (355hp). Despite its somewhat limiting EPA rating of 17MPG overall, the 6.2 liter V8 will make a believer of you the instant you hit the gas pedal to pass slower traffic or tow a major load over the Sierras. This combo is good for 14.6 second quarter mile runs at 96MPH.

Chevy has improved the steering feedback and overall handling of the Silverado by equipping it with low profile Goodyear Eagle LS2 tires (265/55R20) mounted on somewhat garish 10 spoke, 20 inch chrome rims that match the chrome running boards (which are a $700 option). The High Country Silverado handles any assortment of twists and turns with studied aplomb. The only jarring note is the occasional speed bump or mismatched pavement seam that will suddenly rattle you to the core. This one chink in the armor is just about the only sign that you’re actually driving a heavy duty truck and not some benign and cultured luxury sedan. That Chevy trucks have come this far is a testament to good engineering and a conviction by GM that you can have your cake and eat it too.

2014 Chevrolet Silverado High Country 4WD Crew

• Engine: 6.2 liter V8 with Active Fuel Management
• Horsepower: 420hp
• Torque: 460lb.-ft.
• Fuel Consumption: 14 MPG City/20 MPG Highway
• Price as Tested: $52,475
• Star Rating: 9 out of 10 Stars

By David Colman

Hypes: Bonanza for Cutting Edge Arrivistes
Gripes: Lose the CVT Tranny

Parking the Volt in the reserved spot of a recharging station at Sausalito’s Molly Stone grocery was a treat I had never before had the opportunity to enjoy. While food shopping for 35 minutes, the Volt supplied itself with 3.2kH of energy at no cost to me. This two slot charging station, which has been active for nearly a year, provides your first hour of charge free of cost, with subsequent time available at minimal expense. Going into overtime gives new meaning to the word “charge” card. It takes 4 hours at 240V to give this Chevy a full blast of electrical energy.

Free refills constitute the highpoint of Volt ownership. And there’s a lot to be said for letting someone else pick up your energy bill. In fact, those beneficent unseen others start picking up the slack for you the instant you buy a Volt because doing so qualifies you for a $7,500 federal tax credit. The dividends continue in the form of access to road surfaces others can’t use, like driving solo in HOV lanes at times of the day that would normally get you ticketed.

The downside of Volt ownership is the simple fact that this heavy, somewhat lethargic vehicle isn’t exactly a blast to drive when you’ve selected the “Normal” rather than the “Sport” setting on the Driving Mode selector switch. In Normal Mode, overall performance is adequate for most drivers. Acceleration is modest. The CVT transmission is the culprit in this equation. It gives you a choice of just two ranges: Drive and Low. Unless you are moving very slowly, Low is useless for increasing momentum, so you’re stuck with the Drive range only. But if you select Sport Mode, acceleration is notably spunkier, and the Volt becomes a pleasure to drive instead of a chore. Of course, you’ll pay the price in increased fuel usage, but the Volt is so much more fun in Sport that you’ll want to select this setting every time you climb behind the wheel.

The Volt’s Owner’s Manual is poorly segmented and indexed. It’s especially difficult to find any information about transmission usage, since there are no listings in the index for ”transmission.” or “shifting.” The only reference appears in a chapter mysteriously headed “Electric Drive Unit.” Call outs for dashboard and instrument panel controls are inexplicably identified by number on one page, with functions keyed to those numbers on a following page. This causes you to flip back and forth constantly from page to page in order to decipher the diagrams.

Unlike the Owner’s Manual, Volt itself is a triumph of engineering. Unlike Nissan’s Leaf, which goes dead when its battery expires, the Volt will keep chugging long after the battery has died. The Xanax tablet for that range anxiety is the presence of Volt’s tiny displacement gasoline engine which Chevy calls a “Range Extender.” When the 1.4 liter gas engine propels the Volt without benefit of electrical power, you’re still good for 37 MPG, or just 2.7 gallons per 100 miles. In pure electric mode, the Volt posts a stunning figure of 98MPGe, or 35kH per 100 miles.

Thanks in part to its 5.5 foot long, 435 pound, lithium-ion battery pack, the Volt weighs 3,781 pounds. That near two ton curb burden becomes noticeable when you attack a series of corners on a back road. The low rolling resistance 16 inch tires don’t provide a lot of grip, so the front end tends to wash out early on corner entry. This behavior makes you lift throttle as the tires lose grip. In case you are slow to respond to the message from your contact patches, Chevy has th (oughtfully supplied the Volt with traction control and Stabilitrak stability management. Worst case scenario backs you up in the event of a collision with no fewer than 8 airbags and 3 years of free On Star auto crash response.

Inside the survival cell, the Volt is easy to love. It affords great sightlines in all direction. Even the somewhat veiled lower rear view benefits from a strategically placed glass panel. Our test Volt enjoyed augmented vision thanks to 2 optional Safety Packages. The first ($575) provided a useful beeper and camera to discern rear proximity issues, while the second ($595) included Front Park Assist and Camera, Lane Departure Warning, and Front Collision Alert. Chevy does a nice job of integrating these aids into your daily driving routine. Unlike so many similar offerings from other manufacturers, these Safety Packages never become intrusive.

The instrument binnacle of the Volt is intimidating. If you’re the kind of person who can read every piece of information on CNBC’s Squawk on the Street at the same time, you’ll love the Volt’s information center, because Chevy has crammed 35 separate pieces of news into your viewfinder. I learned to ignore 90 percent of them and was quite happy to do so.

The Volt is a marvel of technology. Its drive train is an engineering dream, a real home run. It’s still early enough in the model cycle to be the first on your block to claim admission to the 21st century. That you can do so for just $39,545, guarantees you a spot in the Acumen Hall of Fame.

2014 Chevrolet Volt

• Engine: 1.4 liter inline 4 + Electric Motor
• Horsepower: 149hp
• Torque: 273 lb.-ft.
• Fuel Consumption: 98MPGe/37 MPG Gasoline Only
• Price as Tested: $39,545
• Star Rating: 8 out of 10 Stars

By David Colman

Hypes: Stellar Rear Seat, Huge Trunk, Build Quality Abounds
Gripes: Driver’s Seatbelt Requires Gorilla Pull, Tapshift Button Too Petite

After introducing a completely new Malibu for 2013, Chevrolet has made understandably few changes for model year 2014. Visually, the most noticeable alteration eliminates the large upper grill opening in favor of a small slot across the nose of the hood. Thus, the already streamlined shape of the Malibu looks just a little cleaner than before. Rear seat legroom has been enhanced for 2014 thanks to indentations in the front seat backs to better accommodate gangly knees. In fact, the rear seat of this sedan is a particularly happy place to sit because there’s lots of side glass for spectating, a drop down armrest with indentations for two beverages as well as a shallow lidded compartment, and intelligent door pockets designed to store slightly inclined water bottles.

With indentations scooped for passengers’ backs and buns, the rear seats offer better side support than the fronts, which are too flat and hard to stabilize you during hard cornering. For an extra $1,000, Chevy will heat the front seats and finish them in leather, with seams stitched in contrasting thread color. The effect looks expensive. In fact the entire interior belies the bargain price of the Malibu (base: $25,215). The stalks sprouting from the steering column feel so solid you’d swear you were driving a Mercedes. Chevy uses a striated plastic insert on the center console and door panels that mimics the look of drift wood. Slightly off putting are the five ridge horizontal ridges that sweep across the entire dash face. These extrusions incorporate air vents, but present lots of surface area to accumulate dirt. Think of the ribs as brave new worlds to conquer when you prepare your 2LT for concourse events.

The Malibu is the only car in this price range that offers standard Auto Stop technology. When you’ve selected the “D” range on the 6-speed automatic gearbox, the car shuts itself off automatically when stopped for more than a few seconds, then re-fires as soon as you remove your foot from the brake. The transition from run to stop to run is seamless, and much more successfully handled than current BMW products. If you slot the gearbox into its “M” or manual mode, the Auto Stop feature is eliminated. In M mode, you can manually up shift and down shift through the entire gear range, but you must use a tiny button atop the shift knob to accomplish the task. Chevy calls this feature “Tapshift.” With the exception of one clunker of a down shift this arrangement worked well. But it’s hard to locate the button atop the knob, and even more difficult to figure out which half to depress when you need to snag the right gear. Paddles would be much appreciated next to the steering wheel spokes.

Chevy has selected a very tall differential ratio of 2.89:1 to enable the Malibu to record 29 MPG in overall driving. But this tall rear gear lets the 2.5 liter Ecotec engine fall flat on its face if you just trundle along in “D” range without manually selecting the appropriate gear for each situation. The Ecotec motor is plenty powerful, but it makes its horsepower so high in the rev range (196hp@6,300rpm) that you really need to supervise its behavior closely using the Tapshift routine. Once out on the open highway, the Malibu is a silent, comfortable runner, with excellent cruise control apparatus, clear speed readouts on the central information screen, and a plush ride quality that will keep your passengers enthralled. On twisty sections, the fat, top line Goodyear LS2 Eagles (235/50R18) show their mettle with excellent, squeal-free adhesion.

The optional 9 speaker Pioneer audio system costs an extra $1,175, and justifies its expense by providing 250 scintillating Watts of output. New for 2014 is an Advanced Safety Package ($795 extra) which includes Forward Collision Alert, Side Blind Zone Alert, and Rear Cross Traffic Alert. Unless you’re planning to text while driving (!), I wouldn’t recommend springing for this pricey and annoying option group.

All in all, the Malibu 2LT is a sweet, engaging design that caters more to comfort than performance. Its exceptional level of fit and finish proves conclusively that home-grown products like this Malibu (built in Kansas City, KS) are every bit the equal of cars coming from Japan, Korea and even Germany.

2014 Chevrolet Malibu 2LT

• Engine: 2.5 liter DOHC Inline 4
• Horsepower: 196hp@6300rpm
• Torque: 186lb.-ft.@4400rpm
• Fuel Consumption: 25 MPG City/36 MPG Highway
• Price as Tested: $30,125
• Star Rating: 8 out of 10 Stars

By David Colman

Hypes: Faster Than a Speeding Train, Able to Leap Tall Investment Hurdles
Gripes: Automatic Tranny Tends to Hunt For Upper Gears at Steady Speed

To give you some idea of how rare this car will someday be, my test Camaro, finished in Silver Ice Metallic, and built in June of 2012, carried a VIN number whose last 5 digits read 00081. A VIN Number that low borders on prototype/pre-production status. It’s hard to top that for rarity! And better yet, at $65,800, this Camaro is also a stunning bargain. If you’re young enough to park it in a garage and wait 30 years to sell it at the Barrett-Jackson Auction in 2043, you can plan on harvesting more than a quarter million bucks for this super Chevy. Why? Because history dictates that ZL1 Camaros from the late 60s are worth at least that much today, and there’s no reason to expect future financial performance will differ from the accepted norm.

The 580hp supercharged ZL1 is a stellar performance car, one that will gradually disappear from the scene as government-imposed 54MPG dictates sound the death knell of 14MPG ground pounders like the ZL1. But it’s not too late to enjoy the ultimate in musclecar status if you act now. The ZL1 is available as a coupe or a convertible. The coupe is lighter and stiffer than the convertible, but the convertible will be the more valuable investment in the long run because GM will build fewer of them since its base price is $5,450 more expensive than the coupe. Personally, I would elect to buy the coupe for its better handling, but I have to admit that the convertible I drove made a stout case for a drop top.

For one thing, it’s so much easier to see out the back when the top is down. The stylistic limitations to visibility of the latest 5th generation Camaro mean it’s difficult to see anything in back of you in the coupe, or in the convertible when the top is up. Luckily, the week I spent with the ZL1 was clear and warm enough to leave the top down most of the time. Once you’ve swiveled a header latch handle open, the rest of the job is automatic. Although you don’t need to use it, Chevy fits a nicely fabricated folding tonneau cover which gives the car a finished look and takes only 3 minutes to fit.

Of course the ZL1 story is all about that beast of an LSA V8 sitting nearly amidships in the far back reaches of the engine compartment. This is virtually the same motor Corvette uses in the $120,000 ZR1, and Cadillac supplies in the $90,000 CTS-V. So access to this powerplant in the half-price ZL1 is a no-brainer bargain for the performance hungry enthusiast. My test car was equipped with the optional $1,185 6-speed Automatic Transmission with Tap Shift on the steering wheel. Chevy actually rates the automatic as several tenths of a second quicker from 0 to 60MPH than the 6-speed manual gearbox, but what’s few tenths when the car you’re driving will make the sprint in under 4 seconds? For the record, the LSA motor also produces enough torque to make 6 speeds in a gearbox totally superfluous. With an output of 556lb.-ft. at just 3,800rpm, you could get by with a 2 speed gearbox. Top speed for the ZL1 is 180MPH.

Some bargain priced extras you’ll want to include on your build order are the “Exposed Carbon Fiber Weave Hood Insert” ($600) which looks stunningly subtle on a silver car, and the $500 “Interior Sueded Microfiber Package” which dresses the flat bottomed steering wheel, dashboard and seating surfaces in a Velcro-grippy black faux suede. ZL1’s come with matte black forged alloy wheels unless you order the optional ($470) “20 Inch Bright Forged Aluminum” rims which have “ZL1” inscribed on their spokes, and come fitted with incredibly sticky Goodyear F1 rubber measuring 285/35ZR20 up front and 305/30ZR20 in back. These tires will take you to planets of lateral grip you did not know existed.

Simply put the ZL1 is a remarkable automobile with an equally remarkable upside potential as an investment.

2013 Chevrolet Camaro ZL1 Convertible

• Engine: 6.2 liter OHV V8, Supercharged
• Horsepower: 580hp @ 6,100rpm
• Torque: 556lb.-ft, @ 3,800rpm
• Fuel Consumption: 12.5 MPG (Observed)
• Price as Tested: $65,800
• Star Rating: 10 out of 10 Stars

By Alex Kramer

Introduction by Francis Cebedo:

For the longest time, it seemed like GM and other US makes looked at small cars as poor man’s cars.  They saw them as cars for the entry-level buyer, the fresh college grad, the lower income bracket, the people who had no appreciation for automobiles.  The great minds and the engineers always went into the Cadillacs, Corvettes and the Silverados.

That thinking was wrong then and it is even more wrong now. Small cars have always been appreciated by the drivers with an eye for fashion, performance, ergonomics and agility.  And it was simply the choice of some folks who could afford most any car but they just wanted a smaller car like a Mazda Miata or a Mini Cooper.

But now, the world has turned. Small cars have become essential, eco-friendly and significant social statements. Some folks have given up their cars altogether and many now want smaller cars to reduce their footprint and use of resources in this world.

GM, was caught with their pants down in this paradigm shift so they have rallied to build smaller cars. One of the first cars they’re delivering is the Chevy Cruze. It is an attractive looking automobile starting at $16,720, urged on by 138 hp. It is a strong statement that announces that Chevy is here to play and compete in the very important and timely small car market.

Video Review by Autotoob:

Click here to view the embedded video.

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Pros:

• Little turbo engine is surprisingly gutsy with some nice torque
• Smooth, balanced, and quiet ride
• Roomy, upscale interior
• Stylish, eye-catching exterior
• Potentially excellent fuel efficiency
• many, many available configurations
• the home team has come to play

Cons:

• Acceleration isn’t terribly quick
• Real world mileage might not be so great
• Houndstooth cloth pattern in base model LT is hard on the eyes

The small car bandwagon must be really picking up steam. Even General Motors, who has long neglected small cars, seems to have noticed that this is one of the hottest segments of the market. Rather than simply issue an updated version of its decent but uncompetitive Cobalt small sedan, we will soon be getting the Chevrolet Cruze, a car that GM claims will actually compete with the likes of Civic, Corolla, and Focus.

To meet this expectation, the Cruze was designed around five key attributes: an upscale presence, segment leading fuel economy, exceptional safety, superior ride and handling, and outstanding quality and durability. After an extended test drive north of San Francisco, through scenic Marin and Sonoma counties, we are pleased to report that GM has met these goals and potentially has a winner on its hands.

Like most automobile manufacturers, Chevrolet has fortunately realized that small doesn’t have to mean cheap, ugly, and no-frills. If anything, customers downsizing from larger cars will expect a higher level of style and quality, and more standard features. Luckily, even at first glance the Cruze is a dramatic improvement over the Cobalt in terms of appearance and presence.

When we first arrived in San Francisco, it so happened that one of the Cruze test cars was parked next to a previous generation Acura TL. To our surprise, the metallic red colored Chevy looked every bit as stylish and sophisticated as the much more expensive Japanese luxury sedan. The Cruze even bears some resemblance to the TL’s little sibling, the TSX, which is pretty good company to keep.

The interior is equally impressive, especially in top-level LTZ trim, which features plush heated leather seats and automatic climate control as standard equipment. Even the cloth seats found in lower trim levels are comfortable and appear well made, and there isn’t a bit of shiny hard plastic to be found. Interior room is quite good, especially for front seat passengers, and there is ample trunk space.

For folks looking to fully outfit the Cruze with the latest electronics, several premium options are available, including a Pioneer audio system and an in-dash navigation system with 40-gigabyte hard drive. The RS appearance package is also available on LT and LTZ trim levels to help dress-up the exterior a bit more, adding unique front and rear fascias, as well as fog lights and a small rear spoiler.

To achieve its stated goal of high fuel efficiency, Chevrolet has taken a decidedly unconventional approach to the powertrain, at least for American cars. Although a 1.8 L 4-cylinder engine will power the base LS model, all other models feature a small 1.4 L turbocharged engine. Co-developed with engineers from Saab, GM’s former subsidiary, this engine puts out 138 hp and an impressive 148 lb-ft torque, with full torque available from a low 1850 rpm.

Two transmissions will be available, a 6-speed manual and a 6-speed automatic, although the manual will only be available on the base model and the Cruze Eco, which will use modified gear ratios to squeeze out a bit more mileage. Unfortunately, production samples of the Eco are still unavailable and our testing was limited to the turbo engine mated to the automatic transmission.

Out on the road you’d be hard pressed to notice that there is a small turbo under the hood, as there is no lag or excess noise. The ample torque is noticeable, especially when climbing a grade in top gear, but passing or accelerating hard requires a downshift or two. Luckily the engine is willing to rev and the transmission features manual shifting, so despite not being super quick, the Cruze is still fun to drive fast.

Whether people are willing to stay off the gas enough to see the fuel efficiency benefits of this small engine remains to be seen. With very careful driving it should be possible to get into the 35-40 mpg range, especially for those who buy the Eco model, which features low weight forged wheels, low rolling resistance tires, and sliding vents in the front of the car to improve airflow.

Responsive handling and a smooth, quiet ride are also key design goals for the Cruze, and we have to admit this is where the car really shines. According to Chevrolet, 30 acoustical treatments are applied to the car, including sound-dampening material applied throughout the body structure, sound-absorbing foam that is used to full various hollow portions of the body, and even an acoustic laminated windshield. Hydraulic bushings are also used in the suspension to help soak up small bumps in the road. The result is one of the quietest and smoothest compact cars we’ve ever been in.

Although we didn’t have enough time behind the wheel to fully test the car’s handling, a few dozen miles spent on backroads snaking through the wine country revealed that the Cruze is also quite competent in the corners. The LTZ model in particular has some sporting potential and features a tuned suspension, low-profile Michelin tires mounted on 18” rims, and four-wheel disc brakes, all of which combine to give the car ample grip and stopping power.

Building a safe small car is also a primary concern for Chevrolet and the Cruze comes with a host of standard safety features, including a whopping 10 airbags, StabiliTrak electronic stability control, and a rollover sensing and protection system. GM’s OnStar system is also included and now features Injury Severity Protection, a feature that helps OnStar advisors alert first responders when a crash is likely to have caused serious injury.